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and
."-z-i-^-T"
3^
letsanal'^aak 3hop
BRIDGES
l.sMi
The Pont
Marie, Paris
BRIDGES
A STUDY IN THEIR ART, SCIENCE AND EVOLUTION
,BY
and the
of Civil Engineers
ILLUSTRATED
NEW YORK
WILLIAM EDWIN RUDGE
PUBLISHER
1929
.-s^''
PRINTED IN
U.S.A.
DEDICATED
TO THE MEMORY OF THOSE PIONEER ENGINEERS WHO CREATED BEAUTIFUL BRIDGES TO JOIN TOGETHER THE DEVIOUS PATHS
OF MEN
'i^^2^9>
CONTENTS
FOREWORD
PART ONE
SECTION
I.
21
II.
51
81
III.
IV.
119
151
181
V.
VI.
PART TWO
SECTION
I.
21
II.
WOOD
229
241
III.
IV.
277
V.
INDEX
357
[9]
LIST OF ILLUSTRATIONS
PART ONE
Section
25
Hunter
Canada
48
Paris
Frontispiece
26. Cast Stone Balusters, Washington, D. 27. Stone Bridge in North Wales
49
AGE
1
49
2.
25
26 28
Section
PLATE
ii.
Thames
29
31
Italy
Tokyo
England
29. Ancient Clapper Bridge, Dartmeet,
52
32
33
England
30.
52 54
55
II,
Rome
34 34
Miinderkingen, Wiirttemberg
31.
Cashmere, India
10. A.
32. Cantilever Bridge in Bhutan, India ^^. Primitive Arch and 34. Pons Senatorius, 35. Pons Fabricus,
56 57
58
New York
11.
True Arch
Old Bridge
at
36
Rome
12. Eighteenth
Century Bridge
Rome
Italy
60
62
62 63
France
13.
37
Coulouvreniere, Geneva,
36. Piranesi's
Pont de
la
Switzerland
14. 15. 16. 17. 18.
37
38 39
39
41
38. Palladio's
Pont de
la
40.
64
65
Saint-Andre-de-Cubzac, France
Italy
66
Pons Aelius,
Rome
Germany
Munich, Germany
43
Bridge
43. Pont Flavien, Saint 44. Pont
6y
44
45
Chamas, France
68
68
20. Maximiliansbriicke,
21
Maximiliansbriicke, Munich,
Germany
46 46
70 72
73
Germany
Canada
24. East York-Leaside Viaduct Railing,
47
74
74
Toronto, Canada
47
[II]
76
PAGE
5
1
.
52.
77 77
78
Italy
78
79
Section
PLATE
56.
hi.
THE DARK^GES
84
JesmondDene
France
60. Viollet-le-Duc's
d'Avignon
61. Pont de Valentre, Cahors, France 62. Pont de Valentre 63. Pont de Valentre
64. Pont de
la Guillotiere,
Lyon, France
Old Bridge
at
Montauban, France
Italy
Spain
73. Medieval Bridge at
Camprodon, Spain
74. Puente Alcantara, Toledo, Spain 75. Puente de San Martin, Toledo, Spain 76. Zig-zag Bridge at Besalii, Spain
PAGE
112. Proposed Carving of Piers, Toulouse
PLATE
140. Perronet's Original Design, Pont de
la
PAGE
Concorde
141. Balustrade of the Pont de
la
169
Concorde
170 172
173
135
116. Pont Neuf, Paris, the Short 117. Pont Neuf, the
Arm
137
137 138
Long Arm
Montpellier
145. Pont des Minimes, Toulouse, France
174 174
175
118. Pont Neuf, Detail of Central Span 119. Pont Marie, Paris 120. Old Pont
St.
142
143
Michel, Paris
Homps, France
176
144
145
France
149. Pont deNavilly, France
177
178
178
Spain
124. Puente de Toledo, Madrid, Spain 125. Old Bridge at Elche, Spain
147
148
149
England
180
Section
v.
THE EIGHTEENTH
PAGE
Section
PLATE
vi.
CENTURY
PLATE
126. Bridge at Avallon, France 127. Old Bridge at Blois, France 128. Cartouche, Bridge at Blois
129. Bridge at Orleans, France
154
156 157 158 157
Tweed
153. Ruseinviadukte, Switzerland
184
Switzerland
155. Waterloo Bridge, 156.
185
London
185
New London
France
Bridge
187
France
132. Detail, Pont des Belles Fontaines 133. Bridge at Saumur, France
134. Pont de Dizy near Epernay, France
159
159 160
162
187
& Ohio
Railroad
Maxence, France
136. Pont de Neuilly over the Seine near
Paris
164
60.
High
Bridge,
165
Saumur
167
167 168
13
France
163.
190
at
Timber Bridge
Philadelphia
192 192
Concorde, Paris
PLATE
165. Old Iron Bridge over the
Wye,
193
Chepstow
166. Waterloo Bridge at Bettws-y-Coed,
Wooden Trusses
177. Brooklyn Bridge
204
204
205
Wales
167. Menai Bridge, Wales
168. Menai Bridge, 169.
194 194
195
Roadway
Wales
Memorial Bridge,
Conway
Castle Bridge,
196
Minneapolis
181. Grandfey Viaduct near Fribourg,
206
197
Switzerland
207
Switzerland
172. Eads Bridge,
St.
197
Louis
182. Pont de Perolles, Fribourg, Switzerland 207 183. Pont de Zahringen, Fribourg,
200
201
Switzerland
184.
208
Pa.
202
209
PART TWO
Section
PAGE
199. Truss Railroad Bridge, Avignon
223
PLATE
185. Japanese Garden Bridge 186. Stone Arch Bridge at Saint Sauveur 187.
PAGE
Bonn
214
215
20 1
Gate
to
City of Villeneuve-sur-Yonne
End
at
Orleans
216
203. Medieval Bascule with Raising Leaf 204. Medieval Bascule with Lowering Leaf 205. Medieval Retractile Bridge 206. Michigan Avenue Bascule Bridge,
216 217
2
1
191. Reinforced Concrete Suspension Bridge 218 192. Reinforced Concrete Girder Bridge,
Chicago
226
Gays Mills
193. West Sixth
194.
1
219
Section
PLATE
ii.
BRIDGES OF WOOD
PAGE
220
221
West Sixth
West
Woods
232 232
95.
221
Bridge
197. Driveway Span,
222
210.
Nuneham Bridge
233
West Sixth
Street
Bridge
198. Proposed Liberty Bridge,
222
234
234
235
New York
223
[14]
Harbor
PLATE
PAGE
217. Covered Bridge over Connecticut Riv 218. Pont de Berne, Fribourg
219. Taiko-Bashi, Japan
Tokyo
223.
Wooden
Bridge at Bassano
224. Thalkirchnerbriicke, Munich 225. Bridge at Paro Tong, Bhutan 226. Bridge
at
Chana, Bhutan
8 1
Section
28 1
iv.
BRIDGES OF CONCRETE
PAGE
Bridge, Racine
PLATE
314- Yaesu-Bashi, Tokyo
PAGE
299 299
Mound Cemetery
279
279
280
281
300 300
301
Bridge in Diva
318. Rheinbriicke, Basel
284. Pont de Perolles, Fribourg 285. Pont dc Perolles, Fribourg 286. Puente de Garrobillas, Spain
287. Grandfey Viaduct near Fribourg
282 282
283
302
Rome
303
304 304
305 305
284
285
Washington
291.
286 287
287 288
Oucd
Saf-Saf, Algeria
306
306
Munich
111
307
in Alsace
J.
308 308
294.
309
J.
309
Schweich,
Germany
N.J.
333- Bronx River Parkway Bridge,
Scarsdale,
310
Mehring, Germany
Nymburk
292
N. Y.
310
300. Harrison Avenue Bridge, Scranton, Pa. 292 301. Queen Victoria Bridge, Madrid 302.
293
Plains
N. Y.
311
293
Washington
Memorial Bridge
305. Washington Memorial Bridge,
294
Section
294
295 295
PLATE
v.
BRIDGES OF STEEL
PAGE
Wilmington
306.
Saw
307. Pont de Chaudron, Lausanne 308. Clarks Ferry Bridge over Susquehanna 309. Clarks Ferry Bridge 310. Clarks Ferry Bridge, Detail 311. Viaduc de Langweis, Switzerland 312. Robert Street Bridge, Minneapolis 313. Bensalem Avenue Bridge, Philadelphia
Railway
337. 338. 339.
315
296
316
317
297
297 297
298
New York
3
1
340.
Hudson River
Bridge
298
16]
318
PLATE
PAGE
Anchorage
343. Philadelphia-Camden Bridge,
Tower Detail
344. Philadelphia-Camden Bridge,
Anchorage
345. Philadelphia-Camden Bridge, Pylon 346. Manhattan Bridge,
New York
351. Seventh Street Bridge, Pittsburgh 352. Bridge over the Moldau in Prague
353. Kill 354.
Kill
Bridge,
Bridge,
New York
Abutment
355. Naniwa-Bashi,
Tokyo
359. Longfellow Bridge, Detail 360. Pont Alexandre, Paris 361. Levallois Bridge, Paris 362. Pont d'Ainay, Lyon
363. Pont
la Feuillee,
Lyon
364.
New
York
New York
Germany
FOREWORD
BRIDGES are among the most ancient and honorable members of
V
society,
with a back-
most
numerous poor
task for a
workman performing
and ignorant of
of reform.
its
its
minimum
wage, mechanically
efficient
but uneducated
own
ancestry.
worthy subject
day
The purpose
of this
book
is
method
not, as
sometimes
rules of art
train-
and
make
a plea for
thorough architectural
may
be as inspiringly beau-
Second:
how
it
and economic conditions; and picturing the most beautiful and interesting
Third:
to present a selection of
photographs of
artistic
bridges of
all
types;
which
it
is
hoped
layman but
and
architects
who
are
engaged
in designing bridges.
all
Not
all
have enough
artistic
merit to
make
their study
worth while,
their designers
The
sources.
There
is
a considerable
disagreement
has been
among
to
made
weigh
and
select the
available.
Degrand's "Fonts en Ma^onneric" and Viollet-le-Duc's "Dictionnaire Raisonne de I'Architecmre" were drawn on heavily for the story of
Roman and
"Etudes sur
les
much
of
the information
on
later bridges of
is
to in the text.
The
illustration.
The author
wishes
him by Faul
Sejourne, Ingenieur
[19]
et
A.I. A.,
who have advised in the selection and preparation of material. He also wishes to thank
others
the
many
C.
S.
W.
[20]
Part
Section
SECTION ONE
FAR
down
to
flung across a wide river, defying the elements, resisting the law of gravity, and
human
life
tallest ships, a
great
skill
bridge
of the builder
is
the triumph of
modern
science.
Who is not
as the
realize that as
river, so
deep
Bridges typify progress more than any other structures built by man.
tions in his path
They span
obstruc-
routes of communication.
As need
thrown
across
wider
rivers
valleys.
and sometimes
The
He
which he has no
control,
and he
is
himself a product
was an
architect
unhampered by
since fallen.
He built structures
they
fell,
were more
many
modern
bridges. In this
way were
marvelous
Roman
During
became
the eighteenth century, following the Renaissance period, the civilized countries
scale.
construction of a comprehensive system of highways and canals; and to help in this work, an
became more
scientific,
produced because of
The
next important influence on the evolution of bridges was the building of railroads in
The
which could be
built cheaply
and
quickly. Especially in America, conditions necessitated the construction of the greatest possible
number of bridges
at
minimum
cost.
The modern
[23]
conditions;
and being
so trained, usually
artistic
he
expression than
meet the
demand. With
many
must
also be
admitted
that,
many
cases,
The
in art, so that
is
symoften
and
intelligent collaboration
impossible.
tlie
more
rapidly
than the
art.
So complete in
itself is
modern
science
and
so rapid has
to
been
its
development
within the
last
ence to build strong and economical bridges. Because the materials and methods
so different
now used
are
from those of even a hundred years ago, the modern bridge engineer has paid
works of previous cenmries which have made the modern bridge
to a great
little
attention to the
possible.
The
were grown long ago when elementary principles of the beam, the
is
arch,
of these principles.
means
an end
human
himself.
The development
as well
of science
to
have been
understood by the
as
Romans
The fundamental
principles
same then
[24]
cathedral,
art
steel bridge.
styles
which
conflict
temporary fads.
Beauty
is
human
progress.
The
still
form the
sin-
most valuable
cerity
on the
They were
which
it is
reflect
it is
and
their story
is
as
so
let
us
first
its
anatomy.
pathetic
An
understanding of the general principles of bridge design will permit a symof the development of the bridge through the ages.
smdy
A bridge may form a charming picture, with perhaps a view of meadow and river meeting,
people passing over, light playing above with mysterious shadows and reflections below,
currents eddying and rippling about the piers and sparkling in the sunlight.
across the sky
Or it may
stride
from
cliff to cliff
all
vantages,
If a
some bridges
of
are discordant.
The
number
men were
Plate
i.
the
Queensboro Bridge
/^^
::^^^^'^?^-.
COURTESY PORT OF
Plate
2.
at
New York.
1
Preliminary
Drawing
Consulting Architect.
^5
If
would
is
all
be different.
it
Beauty
to be.
artists
is
but what
appears
may
When
?
and professional
cannot agree,
how is
layman
to
to
no
definite authority to
which
to
who
and lead
to the
may
not.
There are a number of books on the principles of architectural design which should be very
interesting to bridge engineers.
briefly outlined here; but
ject
is
it is
The
hoped
The
subto
not a
new
one.
years ago, a
Roman
architect, Vitruvius,
hoping
to Caesar. In
order
Emperor with
his superior
scientific subjects
now
tion
In the sixteenth century, Palladio, an Italian architect, explained the bridge in the following
way "The convenience of bridges was first thought upon because many
:
may
be well said,
way and
;
way continued
over water.
Bridges therefore ought to have the self-same qualifications that are judged
which
are, that
That paragraph
states
being strong
but a part of
and convenient, the bridge should be beautiful and should express the
a continuous street or way.
it is
There seems
subject,
to
be a general agreement
among
those
who
although the opinions are variously stated, that an ideal bridge must possess two
general qualities. These are structural efficiency and unity of appearance. This latter term
requires considerable explanation;
efficiency,"
which
is
not as simple as
seems.
Structural considerations require that die material of die bridge shall be so proportioned
"Vitruvms, The Ten Books on Architecture," translated by Morns Hicky Morgan. Harvard University
Press.
[27]
and placed
as to provide
suit the
it is
The
enough
to
much more
than con-
durability,
and
beauty by the simplest and most direct means. Beauty does not
tation,
demand
elaborate
ornameneffi-
and
is
not in any
way opposed
to efficiency.
Beauty
is
ciency that
it
sometimes seems
to result entirely
from
whose form
is
fixed by utility.
No
ornamentation
arch
?
is
needed
Roman
Strength, although
absolutely necessary,
to
some extent
a negative virtue.
We cannot
we know
it
deficient in strength
its
it
invisible
when
spicuous only in
absence.
On
which
in itself
is
demands an appearance
found.
A weak bridge
than an ugly one, but to seek strength at the lowest cost with no regard for appearance
only
it
would be
to
stability.
The
the
manner
which
although
it is
every
member
to
be apparent.
of support
tion of the
method
may
The
fully as possible.
The
great arch
which
struts
much show
of strength
and
bracing
is
less
The
sus-
its
more
braced arch.
stability is of
is
great importance
when
the bridge
seen from
Plate
3.
England.
28
HOTO FROM AD
Plate
4.
[29]
bridge
is
somewhat
different.
it.
He
sees
to see
much
of anything above
The roadways
some bridges
is
way
framing
bridge
is
is
would be
better to allow
him
the
truss bridge
An
window
is
rather comforting
when one
passing
visible
means
of support below.
demands
made
suitable
modern work
that
one has been substituted for another without properly modifying the
material
is
form. Whenever a
erties, there is a
new
its
peculiar prop-
tendency
to build
The
to another.
are so different
from
for another.
Concrete blocks cast in the form of quarry-faced stone are hideous, yet cast stone
material which has
is
many good
qualities. It
its
it
use
justified
when
it is
possesses,
and
rather than
some other
material.
That
is
why
it
monolithic concrete should not be marked with joints to represent stone masonry, although
may
to
add
shows
in a very
interesting way.
applies in the
is
same way
its
to the general
fitness, it
When
chosen because of
type. It
to curve the
as
form
arch
Suit-
would not be
the
same
marking
beam
to represent
its
is
how
it
performs
if
task.
and
fitness
may have
performs
meaning
as efficiency,
considered in a broad
it
duties in a direct
will
have no oppor-
[30]
^^^5S^
PHOTO FROM
T.
Plate
5.
Bureau
in
Tokyo, 1924
It
cannot be efficient
if it
imitates.
Whatever
it is, it
must
Some
become
difficult to please. Since the introduction of the steel-frame skyscraper, they have worried
because such structures are covered with masonry instead of exposing only steelwork,
rivets,
and
read.
They
crete structures
may
not
know what
is
inside of
admit that
if
masonry covering
protected
to
frame of a large
logical because
even
exposed
steel is
from
by perpetually repeated
diffi-
how
the construction
is
A stone
to
or concrete
may sometimes
be proper to protect
its
stonework
for us
as a
sham
no more necessary
tree.
than
it is
to
[31]
form
did
not have sufficient strength to carry the loads alone and needed protection from the weather.
Granite facing is also properly used on modern piers because granite will stand severe exposure
better than concrete.
He
to
As
no one need argue with the modern bridge engineer. Beauty has not been the
it is
It is
but neither
is it
hopelessly indeterminate.
It is really
more
The
bridge
is
part of a
roadway which
it
carries across
made
road
itself
it
establishes
its
is
is
determined by
its
relations
with
its
surroundings.
It
it fits
This leads
to a consideration of unity of
efficiency as being
one of the
unity in
ings,
all respects,
whose
parts are
is
in
harmony with
it is
surround-
so closely related
Plate
6.
Italy
[32]
Plate
to unity.
7.
Through
a study of unity a
number
of facts
may
in bridge design.
is
a part of
its
setting
and
is itself
composed
of a
number
two phases of
bridge and
all
unity, external
and
between the
hills
around
it,
and
is
between
External unity
is first
to be considered.
The
cliffs
of the
union
with the canyon walls (Plate 7). Likewise, the greatest charm of
bridges
is
many
due
to the use of
only one material, the local stone which has aged and mellowed,
effect
steel
and
among
may
gruous.
appropriate
when
carrying a
is
securing unity,
of materials in texture
and color
very important.
Stonework
[33]
HOTO FRATEL
Plate
8.
II,
Rome. T.
Capriati
and Enr. De
Rossi, Engineers
Plate
9.
at
[34]
and smoothed
to
formal background.
Due
to the ornateII
its
Emanuele
shadow
appear en-
embankments
of Hadrian's
Tomb
fied
(Plate 8). Such an ostentatious bridge should never have been placed near the digni-
Roman
Modern
ment
make
much
ornaare
to bridges in the
and mouldings
placed on bridges in the mountains or forests where the traveler wants only to be allowed to
is
bridges worthy of their beautiful natural settings. Unformnately, most of the ornamentation
is
if it
Such competition
is
bad
taste
and
is
sure to be unsuccessful.
very
more
may
be more formal in design, but they should always recognize the im-
They should be
with the
nor so
appear
trivial
The
and
the land
so
designed that the bridge will be properly related to the river and
extends beyond the end of the bridge and
this continuity
banks.
The roadway
may
many
of
were
built
flared out
form
a transition.
and
a horizontal tie
between the
pier bases parallel to the roadway. Piers should be provided with base and cutwater, properly
line.
water
If
level,
it is
very important to study the appearance of the piers at both high and low water.
is
proper provision
at
may
appear
stilted at
submerged
high water.
to unity of the internal variety,
itself.
Turning now
we
between the
When
stone
for
permanent
L35]
Plate
io.
Hudson River at
N. Y.
New York Central Railway An example of lack of unity due to practical limitations.
across the
Plate
ii.
at
[36]
Plate
12.
.it
15
):s,
France, bv
tj.ibriel.
ijii>-2^.
IncUviduahty
Plate
13.
over the
Rhone
at
Geneva, Switzerland.
1896.
An
example
Bottuier, Architect.
I
37]
material in
its
piers
were propor-
At
many
other
many
forms.
The
which
form
and material.
Piers of steel
and
The requirements
of internal unity
may
and harmony
in color
and texture of
materials.
Individuality has a
in sense.
It is
meaning somewhat
itself,
number
major part
to
which
all
ordinated. This
may be accomplished
side.
in a bridge
may
result
from
either individuality or
if
possible.
The
old
1) with
its
series of
lacks the individuality of the bridge at Blois (Plate 12). If possible, there should always be
a focal point to
which
the eye
is
led
and allowed
to rest.
At
Blois, there
up
to the focal
where
If
the cartouches
and obelisque
are placed.
forth,
there are
making comparisons
instead of being
drawn
not practicable to
spans.
The
Plate
14.
la
Gare
at
Lyon, France.
3^
11S31.
the emphasis
central pier.
[
Plate
15.
Pont Morand
at
Lyon, France.
1S90.
H. Girardon,
Ing. en C/ief;
H.
Cavernier, Ing.Ord.
Plate
16.
Bridge
at
[39]
is
divided into a
is
number
it is
especially
the
number of spans
less
than seven,
number
dominant span
wrote:
at the center.
Palladio
showed
when he
to be of
"The
pilasters,
which
are
made according we
feel that
ought
an even number;
as well because
number
all
those
any
man and
animals
may
more
beautiful to look
work
which
is
there free
endanger the
partment
is
why
more
beautiful to look
upon and
his logic
is
priety of such an
arrangement of spans.
a requirement of unity for
itself
Continuity
a continuous
is
which
proceed with a certain continuous stride or rhythm across the water, avoiding abrupt changes
in the spans
line of the
in
modern
life
The
bridge
is
which
lamps or even
statues.
Such accenting
desirable, but
if it is
overdone there
quently occurs
is
fre-
when
and the
when
light steel or
on masonry
also,
piers.
This fault
is
Pont Morand
Emanuele
in
Rome. Lack
American
bridge with inclined end posts, leaving a gap in the Ime of the top chords at the piers. This
defect has been
overcome
in
European
practice
tinuous and parallel from one end to the other (Plate 16).
Because bridges are comparatively long and narrow, continuous horizontal lines must
piers themselves,
vertical
is
dimension
is
and
if
too strongly
empha-
It is
interesting to note
how
the piers of the Ponte S. Trinita have been capped just below the parapet for this very
L40]
4'
Contrast with this the strong vertical lines of the Pont Valentre at Cahors
three fortified towers
its
whose
were
built to
make
Ponte
S.
Trinita
Renaissance, but
lacks the unity of the latter bridge. the Segovian aqueduct, have been divided
Some
du Gard and
tallest.
much
taller
than the upper. As a general rule, there should never be a division into more than three major
parts vertically,
triple division
and one of
these
When it is possible,
is
The
principle of similarity
is
one which
is
frequently violated in
modern
bridges.
Ordinarily, those parts of the bridge which perform the same function should be similar in
form.
The combination
of girders, arches,
and
main spans
of a bridge should be
avoided.
it tells
interest to a
it
would not be
excused in
another for the main bridge, the approach spans should be so subordinated and separated that
they do not conflict with the principal ones.
Opposing
similarity, contrast
may
be
used for emphasis. Straight lines in the piers and roadway contrast with the curve of the arch,
effective
The
thickness
compared with
its
height or length
all
may
be considered
its
if
and those carrying heavier loads should be proportionately heavier. The same
spans. If one part of a bridge
it is
true of the
is
The
which
to the distance to
from
will be seen.
Large
scale
ornaments tend
to
reduce
on whether they
from
a near or distant
if
Thus, large
statues
on the
rail
of a bridge
may
Ir-]
Plate
i8.
The Pons
Aelius
at
Statues
and RaiHngs
river, they
make
The
scale o
in scale
roadway should be
at the pier
may
be placed
It
when
set
above the
rail
may
above the
may
river.
placed above the railing be faced toward the river to enhance the general view of the bridge,
and turn
their backs
toward
all
those
who use
roadway and
whom
really created?
bridge
who
use
it
can see only the railmg and roadway, and not the
is
The answer
its
to this question
If
difficult, for
is
it
depends entirely on
to
surroundings.
the bridge
ornamented principally
may
roadway
to
would seem
itself.
If
[43]
may
There
many examples
Rome,
to be studied.
On
effect of
dwarfing
The
equestrian statue
in
on the Wittelsbacherbriicke
well designed
(Plate
it
Munich
is
very
the
19).
it is
High above
roadway which
from
the road
faces,
and the
river.
When
seen
from
it is
monument formed by
The
the pedestal
on the
on the
pier end.
may
if
Plate
19.
a Pier
of the Wittelsbacherbriicke,
1905. Prof.
Munich, Germany.
number of such
figures
&
Woerner, Engineers.
Perhaps the question regarding the placing of the statues on bridges could best be answered
form
a part of the
conflict
ment can be
especially
(Plate 22)
when
submerged by
on the
Pont de I'Alma
pier ends of
civic architecture,
meaning
in that location.
be, such
new
serve a real
justify
Nothing can
^
Bridge railings
may
be designed in
many
I
appearing
as
44
Plate
tect;
20.
The
Saget
&
Woerner, Engineers.
[45]
Plate
21.
The Roadway
ot the Maximihansbriicke,
Munich
Plate
22.
1901.
Saget
&
[46]
Plate
23.
Concrete Railing oi
Plate
24.
Concrete Handrail with Colored Encaustic Tile Inserts. East York-Leaside Viaduct,
desired.
The
use of one material for the rail on the spans and another
on
the piers
is
often
unfortunate, as there should be an appearance of continuity from one end of the bridge to the
other. Iron, bronze, cut stone, concrete or cast stone, terra cotta,
all
been used
very successfully. Attractive handrails have been built of concrete with polychrome faience
tile inserts.
roadway, and
design
is
very important.
[47]
i:
'^
4>
Plate
26.
C
method
of
criti-
The
principles
in
forming
cism of bridge designs, but they are not definite enough to permit design by rule. They will
help
to locate faults
and form
a standard of
comparison.
designs requires
much
The
bridge engineer has had a thorough scientific training, but he must become a serious student
Plate
27.
[49]
of architecture.
The
results obtained
architects
and engineers
have been engaged, indicates that cooperation between an architect and an engineer, respectively art
untrained in bridge engineering and architecture, does not assure a proper blending of
science.
and
The
bridge
is
essentially
and
this
is
how
the
roadway
shall be carried.
The form
of a building
which
it is
put; but in
and width
of waterway, navigation
requirements, the height of the roadway above the water, the character of the foundations and
the land available for abutments or anchorages, are the ones
The
distinctly
an engi-
compromise and
it
may
not be as beautiful as
might seem
will
still
desirable.
The
feel the
The day
of the self-sufficient
50
Part
Section
II
Plate
28.
Plate
29.
[52]
SECTION TWO
THE
some form
back
to the
Its
origin
attempt
The
first
bridges
fallen trees.
man
as
He
and
so did not
He may
The
next development
piers
may have
which he found
in
The
piers
were
layers at right angles to each other with the center filled with stones.
Above
until they
of ogival arch.
The
in Plate 3
and
The timber
Bhutan
are
somewhat
similar, but of
all
dorus of Sicily spoke of a bridge across the Euphrates at Babylon built by Queen Semiramis
about 2000
B.C.
The
piers
were
and
together with large iron bars anchored into holes with lead.
deep water
and
at the
to
current and protect the bridge from the force of the water.
built of
this
beams
is
cypress,
bridge
evidence that even at this time the art of bridge building was not in
infancy. This
work
Semi-
was completed
number
of architects
and workmen,
whom
parts of the
known world
it
may
[53]
Plate
30.
Plate
31.
Timber Bridge
[55]
in
Cashmere, India
[56]
known
in all countries.
These were
The
arch of stone
a later
development.
Some
writers have
is
stone arch
is
was
first
no reason why
would suggest
the
The
and the
man-made
easier to
understand
how
prehistoric
man may
have noticed that one stone wedged between two others was supported by the pressure from
their sides
ciple
in the
prin-
was appreciated, the natural arches would form models which could be imitated.
Minor examples
with horizontal
],],).
and further
until they
met
at the
top
(Plate
Similar ancient arches have been found in Mexico. In some of the pyramids of
laid
method
of construction
if
was known
seems
strange that,
the Greeks
should have
used the
much
heavier and
in practically all of
Plate
33.
Primitive
Form
of
Arch
[57]
their architecture.
The
unknown
keystones which support the construction by the "resistance which they oppose to
In his "Traite d'Architecture,"
attribute the small influence
parts."
to
M. Leonce Reynaud
it
says:
"It
is
which
were
through lack of
ancient bridges
great age of
skill
trace remains.
The most
to the present
The
Roman
bridge building started about 300 years before the Birth of Christ.
The
of the
builders developed so rapidly that as early as the second century before Christ they produced
bridges
This remarkable work continued until the end of the second century after Christ,
when
it
commenced
Empire of
to decline.
Roman
art
was
lost.
The
it
capital
imported from Rome, never built any bridges which were more than poor imitations of the
Roman
work.
It
was not
had
suc-
ceeded the
Roman
style that
monuments
and
medieval period.
Probably the
first
came
to
Rome from
origin. In
any
case,
to the
Roman
rule,
and
it is
Rome
workmen
to
be the oldest of the vaulted sewers, was built during Tarquin's reign, about 600
of great importance at the time
was
work
and consisted of
It
was
also
during
Romans, was
was destroyed
number
of times
and no
original design.
It
was
in connection practice.
common
The
of these
is
to
Rome
fifty-seven miles
six
about 145
and
among
Roman Campagna.
[59]
Plate
35.
The Pons
Fabricus,
Rome.
b.c.
[60]
The
first
bridge of ancient
Rome
of
which there
is
any record,
the
is
which
no definite information
resting
as to its construction or
location
beyond the
fact
was
wooden bridge
B.C.
on
piles, built
The most
ness with
still
exist in
Rome
and completeis
which
Romans developed
The
oldest of these
It still
b.c.
stood in
all
when
it
in
598,
but
known
as the
Ponte
The
The
piers
feet thick,
at
each end, above which were arranged niches between two pilasters carrying the cornice.
The
the
taste,
worthy of
its
important position
among
monumental Roman
seem
time.
The
available
to
may have
support the unbalanced pressure of an arch on one side persisted through the
it
Roman,
was not
century that the engineers designing bridges developed a scientific theory of design, purposely reducing the thickness of the piers so as to take advantage of the balanced thrust from
adjacent arches on each side. In the case of the fortified medieval bridge,
it
was important
to
the piers
be pushed over by the remaining arches, resulting in the collapse of the entire bridge.
The Pons
62
B.C., is
Fabricus or Quatro-Capi in
Rome, constructed
Pons Palatinus
35 and ^6).
consisted of
about twenty feet over the pier to furnish additional waterway during times of flood. This
bridge
is
it is
the
first
is
bridge in which the arches do not appear termed. This appears strange because
is
form
it
all
other
Roman
may
completed below
[61]
II
i'
ixgri
Ti
jx/M n
I
U
I
'i
'i
I'l
n'l If
-^
1'
1 1
\
1
1
'i
I'l
'i
i^
l,
,1,
.1,
,>
T^m.
Plate
36.
Drawn by
Piranesi.
tecture, Sculpture
Piranesi's
Plate
.57.
Ihc Pons
AuguslLl^.
.11
[62]
Plate
ladio,"
5S.
Drawing
of
Pal-
bv Giacomo Letjni.
Piranesi's*
this
a very
it
drawing
not known.
He shows
as
river bed,
circles.
the
form complete
no doubt
a
and unnecessary,
is
that
it is
product of
used.
at
built about
was
Roman
piers,
on the spandrel
a plain
coping rounded
at the top.
The coping
over the
higher and on
it is
engraved an inscription
commemorating
the construction of
the bridge. Less ornate than the Pons Palatinus, the Pons Augustus has a very delicate and
Piranesi
was an
Italian architect
a great
many
antiquities of
Rome.
[63]
64
charming character. The motive over the piers has been copied
and
Paris.
all
in
appears to
as the as
I
me to be
the finest
it)
compartment of
which was
I
Ariminum,
a city of the
it,
believe by
.
Augustus Caesar.
which
(Plate 38)
Palladio's
shows the
The Pons
Aelius was also one of those which Palladio reported to be almost intact at the
It
a.d.,
own
tomb.
The
well was
anciently
it
built that
it is still
in
that the
all
covered with galleries, having columns of brass with statues and other admirable
ornaments. "
The
and
St.
Paul
at the
the present iron balustratlc with the ten statues of angels above the piers the order of
statues.
OTO FRATEL
Plate
40.
The Pons
Rome
[65]
Plate
41.
Ruins of Bridge
at
Narni,
Italy.
Built by
Augustus Caesar
166
lamp
poles,
do much
is
bridge which
more
severe
or archivolt.
The
cut-waters
at a
sharp
The
arches
are
semi-circular
as
usual.*
At Narni
is
Roman bridges
Rome, constructed by
Flaminian
It
Augustus Caesar
across the
to carry the
Way
Plate
42.
Palladio's
Drawing
of a
Wooden
Giacomo
Nera
(Plate 41).
was
built of
"The Architecture
of A. Palladio," by
bank
to the other.
Ics
Romains," gives
feet,t
which
is
The
it
Rome
and impressive. In
comparing
tiful
it
with other
sees, in
and one
with particu-
lar care;
but the heaviness of the piers, the inequality of thickness which they present, and
justifies, the different
all
which nothing
when
The
Degrand
in his
60
feet
about
"A
Book
of Bridges," by
W.
Sparrow.
67
Plate
43.
Roman
at
Pont Flavien.
Plate
44.
Roman Aqueduct
were
built
many
found
in
France
Some
Degrand
Roman
on account of
which
certain
works were executed, or through lack of money, or because of the incompetence of the
architects,
some
of the bridges
art
devoid of
all interest.
Their
many temporary
is
conception of the
wooden bridge
described by Caesar
shown
is
in Plate 42,
which
is
repro-
duced from
Palladio's
Romans
still
ment du Gard,
at
the
in the
Saint-Chamas
It is
in the
Bouches-du-Rhone. The
it
a particularly beautiful
example
(Plate 43).
state of preservation.
France
Roman aqueducts,
Nimes
du Gard,
built
and
earlier
Pont du Gard
works of
this
arches spanning the channel of the River Gardon. There are six arches in the
lower arcade, eleven in the center arcade, and thirty-five in the upper.
the river to the water conduit
is 1
The
total
height from
55
feet.
As was
often done at that time, the stones were dressed with the greatest care and laid up
without mortar. The large arches consisted of separate rings side by side with no interlocking
of the arch stones; four rings to the lower arches, three to each arch of the middle arcade, and
a single ring to the
in
unbonded
rings
is
seen in
many
but not
of the
Roman
Its
purpose
to
each ring
would have
greatly increased the difficulty of dressing the stone because the face of one
I69I
[7o]
stone
others.
Only
was
laid
up
mortar.
it
lined with
cement
at
to
prevent leakage.
About 400
years after
was built,
the aqueduct
was broken
who
At
roadway was
passage of
corbelled out
from
The
cavalry
line,
and heavy
artillery
over this roadway shook the bridge and threw the masonry out of
The Providence
of
restoration
was begun
in
1670. In 1747, a
The
arches of this
The
du Gard
is
warm
"The
character
of beauty
work
is
due
especially to
its
monument,
its
form
in
its
harmony with
it
the abrupt
and denuded
is
crosses;
and
present state,
which
and
warm
color with
clothed
all
the material,
and
profiled."
It is difficult in
comprehend
which
these
pagan Romans
which amounted
to genius.
To
dress
would
of mortar
was
tremendous
task.
The
would be
pro-
hibitive today.
would
mean
mortar and their experience no doubt taught them other reasons for not using
since proved
their
Time
has
wisdom.
its
An
arch ring in which the stones were fitted together without mortar was ready to bear
as soon as the last stone
its
burden
was
set.
It
to
should gain
would not
appreciably
when
the
to deflect as the
mortar
shrunk in hardening. Because of the shrinkage and compression of the mortar between the
stones, the
crown
from
it
the position in
which
it is
built.
in Spain,
another magnificent
Roman
[71]
Plate
46.
at Segovia,
Spain
now
soaring above
in
modern
houses.
The
two
feet
by four by two
The
is
and
Some
of the arches of this aqueduct were destroyed by wars in the fifteenth century,
and
had them
hundred
years,
the
to be repaired
while the
In
ing
to the first
of
man "*
!
It is
small
wonder
which
aqueduct
Not
all
of the
aqueduct
built under the reign of Nero (arcs neroniens a.d. 70) were of brick, their proportions being
much
lighter
and more graceful than those of the stone arches of the same aqueduct
earlier.
built
with brick.
Roman
Fr.im
"A Book
of Rriducs," by Krank
Rrangwyn ami W.
S.
Sparrow.
72
Plate
47.
Detail of the
Roman Aqueduct
at
Segovia, Spain
[73]
Plate
48.
at
a.d. at
the
order of Trajan.
Plate
49.
at
[74]
The long
is
durability of the native stone used in their construction, the favorable climatic conditions,
and
the fact that the ravages of barbarians rarely extended into Spain.
There
is,
however, no other
part of the
masonry placed
and the
their
of the
at
Roman
engineers.
It is said,
200
feet high,
to
reach the
of the arches
And
the
without mortar!
in a.d.
98 by Caius
Julius Lacer
whose
tomb
as
is
on
the left
bank of
Degrand
to ninety-eight feet
29 j.,
feet.
He
As
which
largely
it is
located, that
to the
size
is
difficult to grasp.
The
decoration
simple.
Its
beauty
is
due
massing of the
skillfully
design which contrasts strong straight lines with the perfect semi-circular arches.
The
pier
to
The
cornice
is
a simple
moulding
The
arch rings are flush with the spandrel walls. Over the central pier
trivial for
an
archway, perhaps
the inscription,
"Pontem
perpetui
mansurum
in saecula."
has suffered more from warring armies than from the action of the
Two
and
rebuilt.
it
The Moors
rebuilt in
first
de-
1214 and
was
1543 with
the right
stone
from
side
the original quarries twenty-five miles away. Later, the second arch
to
on
hand
1809 by the
a
allies
of the Spanish to
French invaders.
Arthur Byne's "The Bridges of Spain." The Architectural Record, Vol. XL, page 437.
[75]
Plate
50.
[76]
PHOTO BY ARTh
Plate
51.
at
Plate
52.
at
[77]
Plate
the
53.
The Bridge
over the
Tormes
at
Salamanca. The
from
Roman period;
from
a reconstruction in 1677
by Phihp V.
Plate
54.
Roman
Bridge
at
Pont
S.
Martin, Italy
[78]
Plate
stone arch
St-
Roman
Britlire at
Lanark
with mortar accorciing to the
was
built in
i860.
The
modern custom.
The
of
low, many-arched bridge over the Guadiana River at Merida, Spain, belongs to a class
Roman
and 52)
It
built
There
over half a mile, thirty-three feet high and twenty-one feet wide.
The
piers are
rounded
at the
relief
arches above.
also
Remnants
of a
moulded
fare, for
1
must
it
was
restored in
686 by
Many more
bridges of the
Romans have
precise
The
workmanship
Roman
bridges required a
high ideals
who
permanence of the
Roman
had
If
Roman
statesmen
different.
built as well as
Roman
[79]
From
the end of the second century after the Birth of Christ, the quaUty of their
work began
to be affected
by mihtary anarchy and the invasions of barbarians. Following the establishof the Orient in a.d. 395,
ment
of the
Empire
built
[80
Part
Section
III
SECTION THREE
WHEN
ful
the riamc of
Roman
Even
the
Empire
of the
existence the
most power-
and
behind
it
value.
in all countries;
much importance
several centuries
Rome,
the Celtic
and Germanic
races
that the
styles of
During
first
Gothic
The Gothic
through the thirteenth, fourteenth, and fifteenth centuries, gradually becoming more ornate
finally giving
way
to the Transitional
and Renaissance
styles originating
The Medieval
time of the
Romans through
many
beautiful
built.
From
the
the time
world and
of art
for centuries
to
Works
were not created, but many of those which the Romans had erected
numbers throughout the Empire were destroyed. This destruction was not immediate and
general,
relatively spared.
peoples.
The
necessities of
is
by Charlemagne
them
to cooperate in
in
Debonnaire
and one
in
830 ordered
But the
[83]
to those of the
effect.
Ro-
almost without
After
were
into small
accom-
The
new
bridges
to rebuild old
ones
when
^^
|b^
_^
s^^M^0^^^^^^^^^H
'^''^I'y
fortified frontiers
^^^^^^^^^M
Plate
56.
of any
easier
Jesmond Dene
carried
to the other.
The
financial condition of these tiny states also prohibited the construction of large bridges.
The
splendid ecclesiastical
monuments
religious
communities
bridges was not due to the lack of capable architects and skilled
of the
Romans
locations
The
general system of highways was so defective that improvements were necessary as the
Corporations of boatmen were organized and ferries were established across some rivers, but
they were often transformed into associations of bandits exacting exorbitant
tolls,
even robbing
and murdering
travelers.
Bands of devout men, under the name of congregations of Freres du Pont or Freres Pontifes,
undertook
to establish
and
to then
At
the
same time,
banks of the
and care
From
that, they
Degrand
end of the
Roman
rule,
[84]
first
built,
The
some of
on the assumption
built in the
that
no pointed arches
the Crusades.
were
West before
is
as fa1
76
St.
Thames had
Plate
became
so serious that the stone bridge
It
57.
The Auld
was an
irregular
and
unsightly mass of masonry with short arch spans and large piers
the water roared through the
damming up
along both sides of the roadway, the chapel on the center pier and the draw-bridge,
exceedingly picturesque. Until the middle of the eighteenth century,
across the
it
was
Thames
in
six
hundred
years of service,
was replaced
with a
new
bridge in
824.
Plate
Builder,
5S.
Monroe
S.
The
London.
[85]
Plate
59.
Two
came
was underPetit-Benoit
insti-
taken in France.
to
A
in
named
1
Avignon
178 the
Rhone
at the
Doms
(Plates
river
it
resist
founding the
and building
how
who
wit-
miraculous
feat.
name
in 11
of
Saint Benezet, had constructed a bridge over the Durance, the Pont du Maupas,
64
before going to
Avignon
to act as
He was
undoubtedly
du Card which
1
not
many
The work
opposite
started in
is
The Rhone
Avignon
Two bridges
were constructed
separately,
*
According
to Viollct-Ie-Duc,
"Dictionnaire Raisonnc de
current.
Then
more
in the gap.
The
twenty-
slightly
io8
feet.
The
thickness of
the length of
the piers
the span.
The
piers
was room
The
total
sixteen feet
it
was
re-
duced
to
about
and
it
was only
An enormous
undertaking for a
footbridge
St.
of the Pont
du Gard but
was
original.
They were
form of
a seg-
Plate
6n.
Drawing
ment
What
him
is
not
known, but
used.
It
it is
more
stable
than the
cir-
cular or the
curves
commonly
may
be that he
showed
The
moulding
mark
the roadway.
The arrangement
of relief arches
St.
above the piers as well as the separate rings of the main arches show that
studied the
St.
Benezet had
Roman work.
1 1
Benezet died in
It still
existed intact
in
1385,
when Pope
Boniface IX,
who resided
at
from the
bank of the
river.
At the time of
the construction of the bridge, the jurisdiction of the city extended to both banks
Then
Pope
of the
Avignon, contested
bank
L87]
river
commanded
left
The
popes,
on
on the
had
was not
was
repaired by the Avignonnais. Either this last restoration was poorly done or the original
work
1633,
was poor,
for in
it
three others in
its fall.
Then
in
and
1670, an exceptional
ice
now
standing.
is
The
the
history of the
Pont d'Avignon
typical of
built in
France during
to
Middle Ages. The Congregations Hospitalieres of the Freres Pontifes were able
triumph
over the difficulties which had prevented the construction of bridges, and they even obtained
charters conferring
fication
on them
all
works of
forti-
on the bridges or
at their
toll.
But
in spite of these
concessions,
had
when
the people
to protect
chatelets,
and
fortresses
who
own
profit
to
guarantee
and
their belongings,
sire
de Crevecoeur in
in 1295.
elers,
But
exacting
The
difficulties of
obtaining justice
were
so great that
was
it.
The
Rhone
is
medieval bridges.
Nineteen of
nearly
its
total
length
3300
feet.
was the
last
Freres Hospitalieres Pontifes. After the thirteenth century, the lay schools of maitres des
civil
and
religious constructions;
and the
Plate
6i.
The Pont de
Bmlt
in the
Fourteenth Century
city of
The Pont de
la
Cahors,
one of the
finest
It is
particularly interesting
account of
its
tall
and one
at
each
The
tops of the
piers themselves are also crenated to protect the defenders of the bridge
from
attacks
from
It is
completeness of
its
military
its
Gothic design.
It
has
There are
the
to
six
river. Just
below
row
of holes in
support the working platform and falsework for the arches; through the pointed ends of
men and
materials
types.
to another.
The
were of three
relief
One form,
at
Avignon
from
1
witfi the
Pont-Neuf
at
25 1 to 1283.
built
and was
the last
[89]
Plate
62.
The Pont de
Valentre
at
Cahors, France
[90]
Plate
63.
at
Cahors, France
to a
to the
roadway
level
to
The
history of the
Pont de
la
Guillotiere
is
uncertain.
in 11
It is
wooden
the
structure
train
down
baggage
following the armies of Philippe-August and Richard Coeur-de-Lion leaving for the Crusades.
The
construction of the stone bridge continued for almost four centuries, the
it
work being
had
1
until 1570.
It
originally
feet,
river.
About
840
was widened
to
traffic.
The
difficulties
encountered in
unusually long
building the bridge are reflected in the shape of the piers. These were
made
and sharp
waters with as
is
little
resistance as possible,
and
Avignon
have piers sharply pointed both up-stream and down-stream, a marked improvement over
the
Roman method of pointing the up-stream end only. The water converging abruptly below
end forms eddy currents which may loosen the stones or undermine the
pier.
a square pier
Arches
even
in the
form of
were used
all
when
pointed arches were being used exclusively for churches and civic buildings.*
The
was not
closely associated
The
ings
traditional
heavy bridge forms were used even after the light and graceful Gothic buildso designed that they
harmonized
perfectly with
the buildings.
Originating in the East and copied in the West, high pointed or ogival arches were used
for bridges only during the medieval period. into France about a.d.
i
The
general belief
is
that they
were introduced
100 by the returning crusaders who had become familiar with them
Antioch where Persian works were numerous.
It
pointed arches were introduced into the national architecture of France about that time but
the theory that none were built in the
*
West previous
to the
had a semi-circular arch about 147-foot span, and the bridge at Villeneuve-d'Agen of the fifteenth century a semi-circular arch of 115-foot span. At the end of the medieval period, in 1454, the bridge at Vieille-Brioude was built in the form of a circular arc of 177-foot span, the longest span of any masonry arch built in France before the tmie of Degrand's writing in 1888. This bridge collapsed after 400 years of service, having been so carelessly
The bridge
Tech River,
built in 1336,
built that
century, but
it stood so long. A much longer span was built at Trezzo over the Adda River in Italy in the fourteenth was destroyed in 1416 during a local war. The arch was a circular arc of 237-foot span with a radius of about 138 feet. This was 17 feet longer than the Cabin John arch in Washington, D. C, the longest stone span in the world from 1862 to 1903, when the Luxembourg arch was completed.
it is
remarkable
it
[92]
Plate
64.
The Pont de
la
GuiUotiere
at
Plate
65.
at
36 to 46-foot span.
[93]
Plate
66.
at
Drawing
in
"Etudes sur
ported and denied by various scholars, there being no definite proof of either contention.
East and the
The
less in
communication
at all times
and
it is
may have
may
even have
made
would
the sides of the piers than the lower semi-circular arches of the
Romans.
at
In the Province of Rouergue, are several other old bridges quite similar
in style to the bridge at Espalion. This bridge has four arches, one almost semi-circular
and
three slightly pointed, the largest with a span of about fifty feet.*
According
to authentic
is
is,
that,
if
a bridge
was then
built,
it
was not
later recon-
structed.
As
the controversy
now
stands, each
may
of red sandstone,
was
originally even
at
it is
now.
on which one
in
of the
later
wooden draw-bridge
1588 and
Saint-AfFrique has one semi-circular arch, apparently rebuilt, and two pointed arches; the bridge at Najac of the thirteenth century has three semi-circular arches, while the Pont Notre-Dame at Entraygues has four pointed arches, of which one is almost round and another is acutely pointed. This latter bridge was in course of construction
at
in 1269.
[94I
Plate
68.
^ t J^
>;H;
W1
";!* !
WH
; <
if
-'<
.-t' l
w .,>i 'V^
|
V^
'
Plate
6g.
at
in 1335 by
Etienne de Ferrieres
[96]
rebuilt in 1724.
at the other
of the bridge
is
The ends
of the piers
at the
rise
up
moulding
volt
is
double, the upper ring projecting out beyond the lower. This was a
to
common
detail in
make
the
roadway
it
still
wider, another
set of
The
is
The
building of the
is
bridge was decided upon in 1035 and probably started soon after that time but there proof of
in a
it
no
its
completion until
78.
a
At
it
was mentioned
document. Degrand
calls
it
does not compare favorably with the skillful workmanship of the twelfth and thirteenth
centuries.
is
piers springing
banks
feet, is
in
an irregular and interesting manner (Plate 68). The largest span, about forty-nine
From
at the
The
corbelled para-
roadway
are the
work
laccwork, dated 1589, shows the spandrel walls running straight up from the arches and
formmg
probable that through this parapet above the center of the large span was the
as the "Priests"
opening known
Orthez
in
Window."
It
was through
this, after
the capture
and sack of
commanded by Montgomery,
were
still
had
in place
when
in the
held back the English for the entire day of February 27, 18 14.
of the Pont d'Orthez
side a picture of
is
The
not
known, but
Orthez dated
one arch of
a bridge flanked
The
span,
is
bridge at Montauban over the Tarn, with seven pointed arches of about seventy-foot
the most
.
monumental
of
all
Ages which
sixty-five feet
still
stand
(Plate 69)
It
650
above the
water. Defensive towers about the size of those of the Pont de Valentre originally stood at each
[97]
Plate
70.
The Fourteenth-Century Ponte della Maddalena, sometimes called the "Devil's Italy. The arch span is about 120 feet long and 68 feet high.
Bridge,"
Plate
71.
Italv
98
Plate
72.
Medieval Bridge
at
99
Plate
73.
tlie
River Torto
at
Camprodon, Spain
is
end. Except for the limestone coping of the parapets and the quoins of the piers, the bridge
built of red brick, each
measuring about 14
'2
by 9 by
23/s inches.
Above
Romans. They
are
The
bridge
is
skillfully
and
artistically
designed, and
well built.
In his
argument placing
first
Crusades, Degrand
cites the
its
bridge at
Montauban
as
Montauban, given
Tarn.
sible.
in
144,
was provided
been built
it
The
city itself
had not
yet
Then wars
intervened and
was not
1264
Montauban made
it
more
passed before
was
actually
The
it.
In spite of their warring, the Italians also found time to build bridges and there are a
Plate
74.
at
Gateways
[lOl]
Plate
75.
at
site
of a
Renewed about
feet,
[102]
Plate
76.
Medieval Bridge
at
its
defense
-^^s^{^;^^
Plate
77.
Medieval Bridge on
Roman
[103]
Plate
78.
'^^^^^^^^^^sM^^yj si
t.'
^r^^^^^^
RTHUR BVNE
Plate
79.
at
Roman
in
substructure.
The Roman
Moors
104
I05
Plate
8i.
in Florence. 1345
PHOTO BV
ED. BROGI
Plate
82.
at Pavia, Italy.
1351-56
106
number
cities.
The Ponte
Adige
in
Verona was
1354
to
form
Degrand
the
first
known
true,
bridge in
which the
tunately
1
flat elliptical-shaped
if
but unforis
all
form of segments of
circles.
The
60
feet, for
many
over the
Arno
in Florence, built in
flat circular arcs
1345 according
to Ferroni, is the
of the proportions of
modern
stone
The
higher
rise
Italian
Nomentano
Arno
three miles
across the
It
Nera
at
The
latter
was often
the case
The Ponte
di S.
Francesco
at
Subiaco
is
The
mentation, but the curve of the arch below the sloping lines of the roadway and the gateway
tower form a pleasing picture. Curiously, the tower projects over the end of the arch but the
appearance
is
satisfactory because
it
seems
to
Romans
number
The medieval
still
largely
standing
the curious
tri-
angular bridge of Croyland consisting of three half arches, meeting at the center (Plate 89).
It is
said to
at the
confluence of two
The
stood on boggy
so steep that
it
England
as elsewhere.
One
of these
is
Monmouth
(Plate 90).
The
widened
On
[
107]
Plate
1333,
it
83.
Ponte
alia
Carraia at Florence. Built in 1218 and destroyed with the Ponte Vecchio in
was restored
in 1867.
Plate 84. The Aqueduct at Spoleto, Italy. 266 feet high and 750 feet long, built by Theodelapius, third Duke of Spoleto, in 604. A reconstruction during the fourteenth century is indicated by the
pointed arches.
The enormous
is
shown by
[108]
Plate
85.
over the
Plate
86.
Thirteenth-Century
[
War
Bridge
at
Narni, Italy
109]
Plate
87.
Ponte
di S.
Francesco
at
Plate
88.
Ponte Pietra
at
Verona,
Italy.
A Roman
bridge restored
in the fifteenth
century
shrines of
some
sort,
The
on
Plate
at
89.
Trinity Bridge
Croyland, England.
About 1380
The moulding
rmg
in
many
forms used
in the
churches than
It
may
be that the
Roman
Plate
90.
Monnow
Bridge,
Monmouth, England
[III]
I'l.AiE
<.)\.
The
who would
The old
is
a fine
example of
Norman
The
The
gain
as at Espalion, France.
The
The
detail of the
coping
is
interesting,
The
entire
design
no ornamentation
is
needed.
bridges of the Medi-
Degrand
classifies the
two
distinct groups.
One
is
Plate
92.
The
after the
man-
Plate
built
1
1
g:;.
Elvet Bridge,
in
by Bishop Pudsey
Later
it
70.
was widened
erected.
is
composed of
bridges which particularly characterized the times either on account of their ogival arches,
their fortifications, or their picturesque boldness or crudeness of form. Fascinating as these
less careful
and
scientific
Roman
bridges.
less
In some cases, the spans of the arches were longer and lighter, but in general they showed
engineering
Piers
skill in their
many
cases,
was conceived
as the
masonry was
between the
piers
The
piers
after another,
The
dumping
the regular
masonry
piers
of the piers
so
could be
laid.
up
the
were
wide
and
them
waterway was
left
and flood
waters passed with difficulty, sometimes washing away the bridge. bridge so acted as a
The
piers of the
London
dam
at the
up-stream side of
the bridge than at the down-stream side; and the water rushed through with such rapidity that
it
was
difficult for a
boat to pass.
shells of stone
filled
filled
Some
Roman
piers
with
The weight
was
to
be expected
when
arches
distorted
"4]
unbalanced
next
arch was in place. This permitted the construction of the spans one at a time, year after
year,
and
entire bridge
when one
of the spans
was
de-
stroyed.
It
stones were
at the
crown
by
traffic,
and
was necessary
to replace
them
They compacted
the founda-
supported
neighbors.
each
arch
The
aside
fending
piers
and
debris.
The ends
Plate
of the
95.
Bridgend, Berwick-on-Tweed,
England.
were used
to
bridges necessary during construction or repair, and to afford a passage during the long years
while the stone bridge was under construction. These timber bridges permitted the collection
Pl.\te
96.
Stopham Bridge,
[115]
Sussex,
England
ii6
PHOTO BV JUDGES
Plate
98.
joints
V PHOTOGLOB-ZURICH
Plate
99.
in Prussia
and
in
some
cases tolls
In order to reduce the lateral pressure on the piers, the arches were
made
as
high
as possible
to
from springing
to
as
low
as possible
on the pier
The
and the
ingly smaller.
The
many
cases
a steeply inclined
roadway
in order to pass over the span, as in the bridge near Lucca. Flat
arches which
made
roadway and
a great saving in
One important
Pont du Gard, a
Thus
a ribbed soffit
was formed,
as at
Monmouth
England, and
in the bridge
is
The
uncertain,
but
it is
worthy of note
as a scientific
attempt
and weight
in the arches.
The
Wye
to
In Persia, where stone was lacking, the medieval bridges were usually built of brick with
pointed arches.
carried until
it
On
wood
became
from
the
masonry above,
without timber
were bonded
supports.
and
The upper
which were
The upper
courses were
laid
on the completed
lower courses, so that the entire weight did not come on the timber. The Romans also applied
these
methods
to
some stone
bonded haunches
so high as the
Persians.
Perhaps the most striking feature of medieval bridge engineering was the courage and
perseverance of the builders.
at their disposal sufficient
work. They
completing
struggled for
many
and
finally succeeded in
[118]
Part
Section IV
THE RENAISSANCE
SECTION FOUR
THE RENAISSANCE
OUT
I
of the strife
profound
intel-
lectual
on which modern
into the Middle Ages,
first
based.
The
roots of this
developing in
Italy,
firmly planted,
Europe. Under
which
Renais-
The
"rebirth" of
was due
to
awakened
and
new
things of
life.
in the
development of both
a
and
science,
and was
which possessed
grace quite
modern
spirit.
and
their buildings.
a studied
harmony with
open country.
of
During
the
the period
Roman Empire,
in
little
common between
The
in
bridge build-
were modified
Many
The
piers
were
Plate
ioo.
England.
Plate
ioi.
Detail of the Ponte alia Paglia, Venice. Built in 1360 and restored in 1S47
PHOTO FRATELLI
Plate
102.
Ponte
di
[122]
The
bridges were for the most part miUtary works subject to frequent destruction.
Compara-
tively
built;
of a feat in
that
little
to decoration.
Even
when
new
architectural details
Croyland and
In the fourteenth century, the bridge at Verona and the Ponte Vecchio at Florence
careful architectural design.
said to have
show
alia
an architectural
art before
The more
As urban
to
good
taste
harmoniously
among
their neighbors.
They were
They
on
their backs
more
easily
air, as
did
many medieval
bridges,
as
much
as possible to
on
its
way.
The
passing of the medieval period of barbaric structures and the renewal of the
is
Roman
definitely
marked
in Italy
torrential River
It
was commenced
to help the piers
in
502 by Stefano
from seventy-four
ends
to
at the center.
The
piers
much
lighter
The
circle.
The
one side of the bridge than the other, the cutting of the arch stones required
in spite of the difficulty in building the arches
and
stood for
The
decoration of
the bridge
who
designed
it
whom
He was
[123]
called to France
by Louis XII
FROM "architecture OF
A.
PALLADll
Plate
103.
ll LLLL M
ISH
ffia--nfflfflrn
Plate
104.
Palladio's
Design
for
tiie
first
It
was through
the
cam-
who
Rome,
The
old Pont
Notre-Dame
of Paris
was
started in
in
507.
The
foun-
dations of piles surrounded by stones were so well built that they were again used for the
new
bridge built in
853.
The
fifty-six-
[124]
Ponte Corvo.
drel wall
It
was the
first
bridge in which the curve of the archivolt at the face of the span-
was given
out at the haunches of the arches. This detail, called the corne-de-vache, or cow's horn,
was
much
used in later bridges. This bridge had a width of about seventy-six feet; but unfortuits
nately for
appearance, a double row of houses was built along the roadway, leaving a street
only twenty-one feet wide. Three of the spans were completely obstructed below, causing the
Seine to
rise
number
He
Roman
bridges and frequently used the motive of the bridge at Rimini with the ornamental
own
words, "Very
fine, in
it
my
was
and perfectly
where
to be built,
which was
in the
cities of Italy,
the metropolis of
many
other
world.
The
river
is
very large, and the bridge was to have been built just at the very spot where the Merchants
Plate
105.
The
Da
Ponte. 158S-92
[125]
Plate
io6.
The Bridge
[126]
o Sighs, V^enice
Plate
107.
Bridge
at
come
together to negotiate and treat of their affairs. Wherefore, as well to preserve the
as very considerably to increase the
make
three streets
less."
upon
it;
and
fine,
sides
somewhat
Without
bridge
quite simple
and
dignified.
It
has details in
common
is
Augustus
at
The treatment
of the piers
especially interesting.
They are of heavy rusticated stonework, extending up above the springing of the curve of the
arches in the
manner
Some
made
Venice held an
It
ornamented with
moulded
and carvings on the spandrels. There are two rows and the
railings.
Although
less
monumental than
Of all
Arno
in
Florence
is
the
to
most
remarkable in
It
was
built
from 1567
1570
of
new form
129]
The
radius of curvature decreases toward the piers until the intrados becomes
touches the side of the piers. This form has been described as two intersecting
it is
but
so delicate that
skill
it
all, as
though the
It
flows smoothly from the springing to the center, where the angle between the two intersecting
curves
is
cleverly eased
a cartouche of excellent
design.
The moulding
and the
solid parapet
the arch.
The
is
The
of the bridge by thickening the piers to compensate for the unusual lightness of the spans.
Structurally, the thickness of the piers
is
justified
by the
bridge
The
not, after
all,
modern
was necessary
enough
to
and
a flat arch
The entire
up over
nicely composed.
The roadway
others.
is
gently curved
a final touch,
As
four statues were placed at the entrance to the bridge at the ends of the parapets, and unlike
those of the Pons Aelius, these statues are nicely in scale with the bridge.
The form
Ponte
S.
of the Ponte di
it
Mezzo
at Pisa, built in
Trinita but
The
with
and seventy-eight
The
twenty
feet thick
and similar
in
form
The
straight lines.
Although
less
well designed to
river banks.
The
common
with those of
fronts
many
other European
cities,
be-
to beautify
and be beautified by
The
Roman
[130]
France, the wing across the Cher erected for Catherine de IVIedici on
[131]
'
BY PAUL SEJOURNE
at
The
beautiful
new
more
scientific
The
history of a
number
of these bridges
drawn from
manner
together with
drawings showing
important
details.
As well
details are
worthy of adaptation
measured drawings
Georges Gromort.
is
modern work.
and
also given in
"Old Bridges
of France," by William
Emerson and
of the French Renaissance bridges are the Pont de Pierre over the
at Chatellerault,
and
in Paris, the
Pont-Neuf,
Pont Saint-Michel, the Pont Marie, and the Pont Royal. Others were
are representative of their architectural style.
named
During
that period,
many
magnificent
chateaus were built and most of these had bridges over moats or adjacent streams.
of these small bridges ings
*
The
design
is
were decorated
in the
same
which they
les
served.
The
"Etudes sur
Paris.
4 volumes.
[132
Plate
112.
at
drawing
in
"Etudes sur
fortresses of the
whose
style
is still
copied by
modern
architects.
The
largest
and
in
many
respects the
is
Garonne
at
Pont" (Plates
1 1 1
site
of the bridge
was
selected
made by
The
first
stone
was placed
a continued struggle
years.
and labor
was carried on
for
The
first
The
two rows of
to
make them
method was
by the Romans
in the Tiber.
The
piers at
Plate
113.
Pavilion of the
Old Bridge
at
by F. de Dartein.
accompanied by the
religious
and
During
was
entirely
changed from
The
monumental proportions
number
work and
it is
not
known
to
due.
The
superstructure
dissatisfied
was designed
King,
It
was
finally
it
was commenced.
The Pont de
which (104
bridge are
Pierre
is
is
feet)
the third
end of the
arch
elliptical,
and Degrand
having
the
first
appearance of the
elliptical
Verona
in Italy.
Since the latter were actually circular arcs and not elliptical,
may
first
of that
form
in the world.
to the
beauty of
this
bridge
is
which
The brickwork
is
relieved by five
rings of stone equally spaced between the stone arch rings at the spandrels,
the brickwork.
as
all
bonded
in with
The
cylindrical openings through the bridge above the piers are useful as well
to increase the
waterway appreciably
to
at
time of
flood.
to represent the
mask and
skin of a lion.
De Dartein
gives a
drawing of
taken from
On
and the
irregularity of
the entire arrangement, the Pont de Pierre presents an interesting combination of medieval
characteristics
city
narrow roadway
was removed
in
i860
to
traffic.
While he was
Henry IV
is
at Chatellerault.
This
latter
somenine
what
similar in type to that at Toulouse but quite different in design (Plate 114).
its
Its
spans cross the wide River Vienne and connect Chatellerault with
suburb, Chateauneuf.
I134]
Plate
114.
at Ch'itellerault,
The width
for
cities,
being surpassed by
At
gateway
Plate
Pont Henri IV
rault.
Reproduced from
drawing by F. deDartein.
five
feet, the
most important were about as follows: The old Pont Saint-Michel 8i Pont-Neuf at Pans 66 feet and the Pont de Toulouse 65.5 feet.
feet, the
Pont Marie 77
feet, the
[135]
from
a distance
It
it
actually
was
not fortified.
Apparently
transition
its
principal purpose
was
to
It
marked
the
fortifications to the
the placing of a moat between the gateway and the shore, crossed by a narrow bridge of two
arches and a
draw span, or
"pont-levis."
It is
of over seventy feet should be accessible only over a narrow draw-bridge fourteen feet wide.
To
provide for
modern
traffic,
the
Toulouse, in a considerable
and
who were
sent
from
The work on
1, thirty-five
the foundations
years later.
was
started in
1576
Pont
with
The
details of the
feet,
nearly the
The
center arch
elliptical,
increasing in flatness toward the river banks, the crowns being successively lower to accom-
elliptical
the flaring corne-de-vache at each side. Since the corne-de-vache appears at both the up-stream
and down-stream
lengthening the
sides, its
to
piers, rather
to
to facilitate the
The
built.
is
and sidewalk
at
one
level for
them follow
to
height of spandrel wall between the arch and the cornice from the center to the end of the
bridge, and an increasingly high curb between the
purely a
work
of the Renaissance.
The
details
teristic
ornamentation are
in excellent accord.
1136]
Plate
ii6.
Plate
117.
[137]
Plate
ii8.
Arm
F. deDartein.
About four
Pont Henri IV
this
6,
is
no bridge
in
monograph on
the
Pont-Neuf
is
given:
"The following
life
picture,
drawn by M.
incessantly
Hanotaux, gives
the bridge.
good idea
of the exuberant
and picturesque
swarming
on
"Immediately on
its
From one
from the
one of the circular balconies bordering the bridge, one beheld the incessant and
crowd
infinitely less
still
circulated in
"The busy
activity of the bourgeois, the sprightly sauntering of the idler, the blustering
women,
rolled
banks, fortune
tellers,
"There was
things: a
monk,
and a white
[138]
"The roadway
of the bridge
was quite poorly maintained and had more holes than paving
bronze horse.*
up
The
the 'Samaritaine,'
Its
pump
constructed alongside the second pier from the side of the Louvre.
the bridge
was
richly decorated.
The
tunes,
two
to the
"The
listen to the
recital of
poems
show
of the tooth-pullers
who
troupes of comedians. All the oral and familiar literature of the times was connected with the
to
'Roman
Bourgeois.'
Good
or
evil, it
was
pun
Gauthier Garguillc, often had a penetrating force and a power of opinion which held in
respect the will of the prince
"The
events, incidents
it,
has
everything in
this history.
the comic.
Riots,
murders and
One would
not be inclined to criticize the architecture of a bridge with such romantic his-
torical associations
and fortunately
is
very
little
the two branches of the Seine at the lower end of the lie de la Cite with the
Pare du
side,
it
it,
city
on each
The
design
is
unique.
city.
The
Compared with
modern
many
piers
seem
to obstruct the
it
of the spans
to
fit
plain spandrel
walls are
crowned with
a classical cornice
The end
arches are flared out in plan at their junction with the quays to permit convenient access to
the bridge.
*
t
The
statue of
Henri IV on the
island.
[139]
To
it is
necessary to
know something
of the story of
its
construction. In 1550,
Henry
II
was asked
to build a bridge
growth of the city had overloaded and almost broken down the old Pont Notre-Dame. At
time,
later
it
was
too
much
when
the request
was
renewed, Henry
ordered
a
its
treasury.
commission of prominent
men
to direct the
work; and
this
commission, with the help of a technical board of master masons, carpenters and architects,
selected the site
and prepared a design. This design, which was fortunately not followed,
provided triumphal arches at each end and a large two-story pavilion over the square on the
island.
triumphal gateways,
because
them
in case of
The
it
bridges carried.
In
1
to
arm.
The
contract
was
to
be awarded to the lowest bidder; but because the low bidders were not
work was
it
was
finally
awarded. Of the
who
started
Petit
made by
Androuet du Cerceau,
arm was
arm were
already built,
the flaring cornes-de-vache were necessary to permit carrying the the pointed pier ends.
The
arm, built
after the
lengthened and the cornes-de-vaches were not used. Fortunately the houses were never
in spite of the preparations.
except for the filling of the haunches, a foot walk being built over them.
work on
the
Pont-Neuf and
;
it
until
pacified the
140
Spain.
The
short
arm were
repaired where
that the bridge
cross-
Henry IV ordered
in June,
unfinished bridge.
Two
time on horseback
and
it
was
finally
completed in 1607.
as
The Pont-Neuf,
dations.
built
on poor foun-
Toward
The
list
of repair
work done on
to
the bridge
is
a long one.
reconstruction
arm were
rebuilt
The
arm were
repaired without
Over the
the sidewalks were lowered and the faces of the piers, spandrels, cornices
rebuilt.
Every
effort
was made
to conserve the
Four
sculptors,
reproducing
Again
in
885, one of the piers of the short arm, the second from the
the
two adjacent
arches.
These were
rebuilt
and
of the foundadons
Although
authorities differ
and absolutely
definite information
is
work
who
for
making
it
permanent.
and
Resal.
In addition to the Pont-Ncuf, there were three other important Renaissance bridges in
Paris, the
The Pont
built
on one of the
The
contract for
its
con-
struction
was unusual.
provided that Christofle Marie and his associates should build the
bridge at their
own
Notre-Dame and
the
He
aux Vaches on which they should build houses. The stream between the two islands was
filled later
and they became the He Saint-Louis. The bridge was designed by Marie or by some
artist
unknown
started in
in
1635.
March
i,
[141]
Plate
on them were
carried
119.
Pont Marie,
Paris,
away by
a flood.
For
gap was
filled
were not
The
other houses
re-
mained on
when most
then widened and lowered, flattening the grades, and broad sidewalks
repairs again
became necessary
in 1850.
later built into the
originally
had
six arches,
quay.
Of
left of
and
is
an
elliptical arch,
The
piers
have sharp
moulded pyramidal
caps.
Above
framed
at
Instead of the usual classical cornice of the majority of the French Renaissance bridges, there
is
only a thin moulded band of considerable projection with a plain parapet above. Aside
niches, the spandrels are plain.
from the
The
somewhat
The
The ornamentation
of the bridge
is
refined
and
good
scale.
The
plain
proportions of piers and arches give the bridge an appearance of dignity and great strength.
[142]
Saint-Michel (Plate 120), built during the time the Pont Marie was
is
latter,
which
a
resembled in
many
ways. Unfortunately,
it
was removed
street.
in
new
six years
new
to traffic.
its
The
was
built
more
substantially than
any of
time and stood without accident, requiring no such extensive reconfor this
is
evident.
It
was owned
to
was
built
mission which had gained experience in directing the construction of the Pont-Neuf.
The
Plate
120.
Old Pont
les
St.
Michel
at Paris.
1617-23.
Reproduced from
drawing
in
"Etudes sur
Pont-Neuf and the Pont Marie had both been financed by the builder, the king
in
one case
in the other.
The
money.
The Pont
of a former
started in
difficulty in
were driven
the
Over
was spiked
masonry was
laid.
The
lower courses
with poured lead. Similar foundations had been used on other Renaissance bridges, the Rialto
Bridge
at
at
Nuremberg.
up
with
The
form of
span of the longer ones being about forty-six feet and the smaller ones
The
it
was designed
to carry
sixteen
on each
[143]
house. Christofle Marie had offered to build the bridge with a double street and four rows
of houses. a bridge
river.
it
was considered
width of such
would
was issued
remove
until
all
the houses
Paris to Orleans
The
Marie.
to that of the
Pont
The
The depth
of the arch
ring and the height of the spandrel wall above the arches were very great, giving the bridge
a rather heavy appearance.
The
piers
were
set at a
is
edge
springing of the arch, the arch stones were bevelled at one side of the span.
The
bevelled
surface decreasing in width to a point at the opposite springing, resulted in a sort of one-sided
corne-de-vache.
De
Of
all
modern work
in design
and method of
1
construction was the Pont Royal (Plate 121). Although built in the years from
685
to
687,
Plate
121.
Pont Royal,
Paris,
i()iS5-S7
Plate
it is
122.
classed by
its
influence on later
bridge building.
was designed by
Jules
architect of the
dome
of the
many
beautiful buildings.
The
Romain,
preaching brother, called from Holland because of his success in constructing the
PontdeMaestricht.
Gauthey says*
and
that
Romain was
called to the
in
Pont Royal
after the
first
started
serious difficulties
founding the
pier
right bank.
weeks
after the
charge of
work from
its start.
new
duced by Romain: the preparation of the foundation by dredging, the use of pouzzolane
cement, and the use of caissons or great timber boxes in which the masonry of the piers was
built
piles.
This
latter
the inventor of
caisson foundations,
who
De Dartein
points out
I,
page 69.
[145]
that
Romain
was
in
charge of
tlie
work from
and
described the use of the open cofferdams for which the conditions were entirely favorable.
rest
on
level
and capped
much
feet thick
was
built
around
the
site
pumped
This method
is still
extensively used
method on account
all
ting
The contract
tect to the
king,
first
of the
work on
became the
When Gabriel
died in 1686,
was
widow
to
complete the contract. This she did with her brother Pierre de
so successfully that
it
was completed
in three
new
style for
many
about
The
span
is
The width
much more
flat as
The elliptical
but
still
The
crown
The
cornice
is
a simple
moulded band
The
cutwaters of the piers are sharply pointed and capped with stepped
The
severity of the
its
form
for
its
beauty,
XIV
in
which
it
was
built, the
period
same
Romans had
built.
The
had not
and the
structures as bridges
and
sewers, as well as buildings. There was no distinction between the architect and engineer as
in 1859,
Degrand mentions several other bridges which were built in Paris during the seventeenth century, the Pont au Double (1625-34), the former Pont Saint-Charles, built in 1606 and removed in 1852, the former Pont au Change (1639-47), replaced and the Pont de la Tournelle, reconstructed in 1651 in the same style as the Pont Marie, and recently replaced with a
[146]
Plate
123.
Seventeenth-Century Bridge
at
Ronda, Spain
[147]
[148
there
is
today.
It
was not
et
The
pubhc improvements of
cialization.
This gradually has built up a science so involved and complicated, that engineers
first effect
on bridge design
the eighteenth century was the modification of the style of the Renaissance bridges by the
introduction of
new
structural principles.
Since then
many new
[150]
Part
Section
SECTION FIVE
THE
construction of the Pont Royal at Paris, toward the close of the seventeenth
century,
marked
France. Most of the Renaissance constructions were urban bridges required by the
growth of the
cities,
ferries
still
graduates of the Ecole de Paris, a technical training school, to direct the planning and build-
work required
the
many new
bridges.
During
this
century the development of the sciences, begun during the Renaissance, pro-
gressed with increasing rapidity. Because of the construction of canals, and the need of
pumps
were
theoretical studies
made and
was put on
a practical basis.
The master
bridge builder,
number
of hydraulic machines.
Among
the
names
men
as
Chezy, and
modern student
of hydraulics.
During
to the
the
first
part of the eighteenth century, the French bridges* were similar in type
solidly built
Pont Royal,
It
was
modern
able for their beauty, the excellence of their construction, of their design.
and
and
originality
varying success.
bridges.f
De Dartein
gives excellent
measured drawings of
thirty-eight of these
state,
him
Among these are the bridges of Blois (by Gabriel in 1716), Compiegne (by Lahitte in 1730), Orleans (by Hupeau in 1751), Moulins (by Louis de Regemorte in 1756), Mantes (started in 1757 by Hupeau and finished by Perronet), and Tours (commenced by Bayeux in 1764 and finished by de Volgie). t "Etudes sur les Fonts en Pierre."
[153]
P L ATE
126.
Bridge over the Cousin River near Avallon, France, by Antoine Puine and Gauthey. 1786-90
which were
as bold as
The
Ulrich
Grubenmann, appears
to
The
grown
greatest event of the eighteenth century, was the origin of the idea from which has
the
modern
steel bridge.
In
yard in Lyon, France, but the bridge was never completed because of the great expense.
About twenty-one
first
iron bridge
in a
was erected
of bridges in
in
number
Economy
demanded
thin
mathematical
which have
litde in
common
with
The
is
so satisfactory in itself,
when
all
the the
for-
proportions are properly arranged, that beautiful designs have been produced during
periods
tunate.
when good
The very
taste
has prevailed.
The
iron or steel
first
structures
and
their
to take
advantage of the strength and lightness of the iron members. There was no
precedent for these new forms and they were quite frequently designed by engineers trained
in
art.
The
[154]
from
To
modern
life.
The waywardness
of the
bridge as an architectural subject has been due to economic conditions, and to the neces-
of technical specialization
With
it
will be interesting
some of
dme by
the adminis-
During
the
first
of France, in the basins of the Seine and the Loire Rivers. There the influence of the Departe-
ment
was
strongest,
combining
as
it
did the
skill
of the
as cranes,
pumps, and
first
chief engineer.
He was
who had
Hardouin
buildings
at
Mansart.
He was
the most
architect of
5,
many public
in Paris, Orleans,
On
February
Blois
was destroyed by
new
The
old bridge at Blois was one of the most picturesque of the medieval constructions.
piers of varying thickness
and length.
On
was
On
the
first
and on the
seventh from the other end were towers with draw-bridges and exterior stairways similar to
those of the Pont Valentre.
Two
At
the up-stream
piers rose
an obelisque
The
construction of the
it
new
bridge at Blois was started the same year the old one was
later (Plate
destroyed, and
is
127)
well
shown by
design.
It is
it
severe
a
it
Pont Royal
in form, so
skillfully
proportioned that
forms
interest.
The
rise
[155]
Plate
127.
The Bridge
at Blois,
moulded band
at the
sidewalk level
and
monotony
piers
The
span, that on the up-stream side being surmounted by a well proportioned needle-shaped
monument
Coustou,
is
about forty-six feet high (Plate 128). This sculpture, by Gabriel and Guillaume
very effective because of
its
and
its
The
injury except for the defacement of the fleurs-de-lys during the Revolution.
The building of
The
piers
were built on
piles
capped
with timber platforms, the excavations being kept dry by cofferdams built around each
foundation.
half apart.
The
piles
and
twenty-four men.
level,
The
masonry was
and the
space between the cofferdam and the masonry was filled with stones.
[156]
Plate
Bridge
128.
Cartouche
at the
Center of the
Plate
the
130.
at Blois,
Old Bridge
Orleans, France.
Coustoii.
The
it
trouble
if it
had
from
the city
narrow
it
arch was
left,
but
it
was
sufficient to
was
was mined and blown up. The other spans and the
sixty feet wide. Repairs
piers stood
without injury
in
spite of a
it
gap over
The
is
of the
same type
as the
is
more
rounded
is
Shordy
after the
compledon of
was
It is
only a
On
account of
its
arches were thrown across the river at a lower level to sustain the high retaining walls.
I
157]
158]
Plate
Gauthey*
by mistake
131.
The Pont
made
too thin.
in
show no evidence
trouble
ment or other
built in
and
so that
down and
was
rebuilt.
However
that
may
be,
at least
during construction.
carried
When
the excavation
was
down
to rock, a
The
monumen-
Plate
132.
From "Etudes
The beautiful
stone foun-
da
Pouts. Vol.
I.
page ~\.
[
159
[i6o]
name
is
The name
its
of the
similarity
to the
many
respects to the
king, the
Gabriel.
kingdom, Jacques
The
It
monuments
of the time.
(Plate 11).
differed in
some important
respects
from
the bridges
in
The
original design
difficulties, the
work
until
774,
when he was
sickness.
At
that
had been
built. It
who
succeeded Bayeux,
made a new
and very
successful decoration.
in
very
much
at
Tours
is
level
and the
portioned
elliptical
The end
ends of the parapets are tangent to the quay walls. Back of these wing walls
a spacious plaza
river.
There
is
nothing
to
bank. Contrasting
this structure
de Dartein remarks:
"We
have
and
The
individuality
is
heightened by the subordination of the arches which are recessed in panels framed by
is
set
out
The
specifications prepared
at
and
piles as
used
at Blois.
Saumur
method
for five of
where the foundations were somewhat deeper. The conand abutments occupied seven
years.
Although
carefully built, they have required extensive reconstruction. After the retirement of Bayeux,
several disasters occurred.
In 1776,
when
been used for four other arches and weakened from age and handling, showed signs of
It
make
[161]
Plate
134.
Drawing
The
arch
fell
workmen with
it.
it.
The
which
a caisson
the dredging having been carried below the level of the top of the piles, the space between
and
around the
piles
filled
piles
bent over.
Again
piled
in January,!
789, the
at
up
of the piers
where the
piles
were
shortest,
from the
The
o.
yet the
end of the
masonry indicated
founded on
caissons.
piers
between the
floods since
1
piles
and
these
openings were
pumped
The worst
duced no further settlement. The engineers connected with the Pont de Tours had occasion
many
its
founding.
( 1
767-73)
is
inter-
and beautifully designed (Plate 134). The arch stones are extended up
wall as in the Pont Marie but the faces of the stones are bossed to represent an arch ring. This
is
from
the spandrels,
better con-
move without
These bridges
by the discovery
bridge,
just described
commenced by Hupeau
was
feet
form
to
The
center span
was
20
and according
was
was considered
that
to act as
on one
side
[.62]
would require
much
rise
springing from the base of the pier, the same rule was
applied to
bridges.
In 1763,
when two
the other just started, Perronet noticed that the thrust of the finished arch
had caused
a slight
movement
enough
to
He
He
many
each
was
being the case, the piers could be reduced materially in thickness without danger
the arches
would
scouring of the foundations by the eddy currents created by the piers. Perronet adopted these principles and reduced the thickness of the piers to about one-tenth
of the span
and even
less in
some
cases.
entire bridge.
To
prevent such action thick abutmcnt-picrs were sometimes placed at intervals in a long bridge
to ciivide
it
into sections.
At
Blois, the
two thick
felt that
piers
may have
may
have
were not
was the
first to
In addition to
the haunches
making
waterway by
Probably the
raising
flattest
arch built previous to that time was one of the spans of the Ponte Vecchio at Florence, where
the rise of the intrados
was one-seventh cf
twelfth in
some of
his
work, although current practice was then one-third. One of the arches
had
a ratio of one-
seventeenth.
economizing
two
flat
bridged with a
lateral arch.
at
for the
Pont de
la
Concorde
at Paris
later
Luxembourg
bridge, but for solid arch barrels they have been abandoned.
[163]
765, Perronet
first
applied his
new
theory
of diin piers to the bridge at Neuilly, a suburb of Paris (Plate 136). This unprecedented bridge
crosses the Seine with five arches of 120-foot span supported
on
ronet thus reduced the ratio of pier thickness to span length from the usual
/5 to 1/9.3.
is
He
one-
had not
and the
rise of
quarter of die span. This design was opposed in the Assembly, and even after
engineer, addressing the
erection,
one
Academic des
Sciences, prophesied
its
be placed at the ends of the bridge to insure that carriages should pass over
slowly.
The
river
banks were improved with walks and ramps above the quays and with an open
The
bridge
itself
but the parts were so well and gracefully proportioned that the architectural effect was excellent.
The
open iron
rail in
894.
The Pont de
Neuilly was started in 1768 and completed in 1774. By that time, methods
enough
Cofferdams were
wood
sheet-piling
and
clay
around the
of each pier.
Then
the
vated to a depth of about eight feet below the water level and the water was
a bucket-wheel operated by a paddle-wheel driven by the current. This
pumped
out with
was an invention of
down
to solid
show
1740 pounds
raised
by
twenty
to thirty
men
per pile.
sol,
day
one
seven
Plate
136.
[165]
deniers per pile. This detailed record indicates that engineers studied comparative costs as
carefully then as they
do now. The
piles
were cut
off at a
of timbers
timbers being
of the piers
On
water
became necessary
in
1772
to
rush
work on
winter.
porting material.
the presence of
The
King Louis
Chaussees. Louis
XV,
then sixty-two years old, had a great aversion for public ceremonies
to the fact that
and
his
playmate
1
at Versailles
In
77 1,
Perronet
made
Concorde
at Paris.
The
bridge at Pont-Sainte-Maxence
the most perfect example of Perronet's innovations and the only one
of double
which combines
flat
seventy-two-foot span with a rise of six feet five inches, the flattest arches that had ever been
built.
Because of the flatness of the arches, the mass of masonry forming the abutments
fifty-six feet
from the
river.
The
all
clamped
together with irons and the arches were so carefully built that
when
attempted
to destroy the
was blown
out and the bridge was later repaired. About a hundred years later
the
was destroyed by
Germans.
near
Saumur was
1772
by deVolgie, a pupil of Perronet (Plate 137). There are three arches of eighty-foot span
with a
rise of
eight feet.
to
The
is
built
on
was loaded
of
its
to
effect
on abutments of different
.
kind
to
The ( 1 783)
due
166
Plate
137.
The
Plate
138.
The
Flat
Arch Bridge
at
[167]
The
bridge at Saint-Die
is
the most daring of the flat-arch bridges although the spans are
The
rise is
The
spans are
given the appearance of straight slabs of stone by the curious bevelling of the arch stones at
the spandrels.
The
bridge was designed by Lecreulx in 1785, but the construction was not
Although
it
was
small, the
work progressed
so slowly
it
Paris
was Perronet's
in the city,
last
Place de la Concorde,
No agreement
its
could be reached as to
piers.
to the
king in
787.
Then
Concorde,
known
at that
XV, was
and storage of
materials. Perronet
and
draftsmen, and inspectors in charge of the construction lived in a pavilion previously occupied by Moreau, architect of the City, at the northwest corner of the Place.
It
was there
that
Perronet died in
794, about a year after most of the work on the bridge had been completed.
Plate
139.
l-'ont
de
la
[168]
Plate
les
140.
la
Concorde.
From
drawing
in
"Etudes sur
first
la
Concorde showed
seventy to eighty-eight feet, the rise being from 1/13.3 to 1/ 10.4 of the spans (Plate 140).
Unlike most of the other bridges of that time, the roadway was not
slightly
level
but sloped up
The
piers
were
to be
nine feet thick, built in two parts as at Pont-Sainte-Maxence but the footing for each pier was
to be continuous for the full
as
round
roadway
level.
This introduced
a difficult architectural
light-
problem because the short length and large diameter of the columns and the necessary
ness of the cornice over the spans required that the classical proportions be
tirely.
abandoned en-
Perronet studied the decoration very carefully and produced a graceful, well proporits
prominent position
in the heart of
Europe.
He
parapet,
openwork bronze or
of the expense
vacant. Unfortunately a
number
of changes were
made from
and
political pressure
was used
to influence
him
to
modify
It
up some of
the ideas he
was anxious
but he
made
the changes
without complaint.
The
spans were lengthened slightly from the original project, the road-
way was
and the
piers
were made
solid,
although he
successfully
spans and
made
from
the grace
of Perronet's
first
concept.
la
The beautiful
on
a
Concorde, the
first
French bridge,
1738-50 by Labelye
set a style
in several
Thames
One
feature of Perronet's
169]
(Balustra()e
c)es 771 urs
uBa/ustrade du
nont
en refour
Plate
141.
la
Concorde.
From
drawing
in
"Etudes sur
les
Fonts en
Pierre," by F. de Dartein.
shows
how
The
balusters
of the spans were round while those over the retaining walls of the quays were square
slightly shorter, giving
and
them
more
solid
time during the construction of the bridge, there were employed on the work as
many
as
1312 men, 58
horses,
1 1
To
ability.
from those
On
demanded
wage was
The
and
in the
method
of construction.
et
The
Ecole du Languedoc was not directly under the influence of the Corps des Ponts
Chaussees
As
Centre; but because of the absence of the standardizing influence of the Assembly, there
resulted a greater variety of structural
and
architectural forms.
While most
of the bridges of
[170]
many
of those of
Roman
method
In
on
down
to solid
bed and
masonry
and abutments
directly
on rock or hard-pan.
Piles
The
and gravel
more
certain. It
in
Cestius
in the Tiber.
Another remnant of
Roman
technic
joints,
sometimes
less
than one-sixteenth of an inch. This required very careful dressing of the stones but the
reduction in the
pletion
litde
amount
com-
and
it
was
60
feet as at
movement when
the falsework
arches just mentioned, the falsework was even built entirely of masonry with only
enough
wood
at the top to
completion.
Roman
some of
the bridges
such as the archivolt of uniform depth and the double cutwater as used at Toulouse.
The
is
particularly successful.
as a cornice
is
The
spandrels
moulding serving
the
crown
of the arch
where
roadway meet
The
result
is
an unusually
The
first
had been
selected
after
where
one of
the bed-rock
the
was decided
to
change the
location.
Then
main
piers
built,
was found
that the
ground where
would come
to prepare a
new
design.
to
which should
[171]
[172]
livres for
false-
work
of the
main arch collapsed suddenly before the arch was completed, causing
finally built
the death
as a
of eleven
model
Angelo
Rome.
is
The aqueduct
finest
one of the
water from
works of
was designed
to carry the
The
4500
of very fine
Pitot
had
The
which
join the
special archi-
transition
elaborate terminal.
The
central span
is
finely
detailed between
solid
and
severe.
started in
1752
The
aine,
Languedoc
is
work
of de Saget,
who
over the Garonne, and the Pont du Lavaur over the Agout.
The
Plate
143.
The Aqueduct
of Montpellier, by Pitot
and
Giral. 1752-72
[173]
Plate
144.
Aqueduct
of Montpellier, by Giral
Plate
145.
The Pont
des
Minimes over
[174]
form.
its
The
little
is
and quoin
is
wing
walls are in the shape of quadrants of circles in plan, a form frequently used in that
province.
The Pont
also of brick
elliptical arches of
about 100
to
1 1 1
feet,
and stone
is
and
The
finest
design of de Saget, aine, for the Pont du Lavaur would have produced one of the
its
its
completion and
his brother,
known
way
as
de Saget, cadet,
who
succeeded
him
in charge of the
work, simplified
the cornice in a
from
its
appearance.
The
in the
The arch
moulded
The
original
design shows an attractive heavy cornice carried on modillions with a high parapet above
(Plate 146). In actual construction, the cornice
in size
and the
light
modillions eliminated,
in proportion to the
making
769
to
790.
A study
a consideration of the
remarkable structures
Plate
146. Original
aine.
From "Etudes
[175]
century.
Most of
these
active
mathematics
and architecture
its
in the atelier of
Dumont, he
organization.
Having completed
he was appointed
He was
engineer of Bourgogne,
all
et
Chaussees of France.
Of
the accomplishments
was probably
best
known
du Centre, and
as
was
a general treatise
on bridge
years
for
many
work on
the subject.
Gauthey's bridges were remarkable for their construction and for their great variety of
well-studied ornamentation.
DeDartein devotes an
entire
volume
to his
work. Gauthey
effects,
showed great
may question
modves. His
sharp pyramids, columns, balls and eggs do not always appear appropriate on the bridge
piers.
He placed
several of
his bridges
and in some cases the panels were sculptured or set off by the use of different colored
Such panels can be applied
the panel, as
in
materials.
band framing
Rome;
Plate
147.
fils,
176
Plate
1781-90.
148.
The Pont des Echavannes at Chalon, France, by Gauthey and Dumorey. From "Etudes siir les Ponts en Pierre," by F. de Dartein.
S. Trinita in Florence.
latter
method, which
functions,
is
more
and spandrels
perform separate
several things
were of
interest; par-
method
Gauthey used
a system for
founding
which was
made
before the
work
a great
advantage
this
to
as follows:
The bed
of the pier
was
first
excavated as
deeply as possible with a dredge. Piles were then driven and cut off fifteen to twenty-four
inches below the low water level.
Around
was driven
around the
was
filled
rammed
On
was
laid.
A filling
in
was
also placed
The
was found
some cases that a lowering of the water level had permitted the timbers to
times the concrete had not been properly placed around the
piles.
rot,
Two
of his bridges
destroyed by floods because the foundations had not been carried deep enough.
The
piers.
his bridges
is
illustrated
by the shape of
his
He made
He
[177]
Plate
149.
The Pont de
Navilly on the
Doubs
Plate
150.
[178]
for the cutwaters, separating the current with the least disturbance,
elhptical curve, circumscribed
was an
ogival, or
an
on an
equilateral triangle.
and
at
Guengnon, he continued
making
them approximately
elliptical in section.
The
soffits
made
than
at the spandrels,
Another
These were
of dressed stone tied together horizontally with other ribs, forming recessed panels or coffers
in the arch soffits,
which were
filled
piers
could be
made
to
fit
the piers,
in
between the
ribs.
The Pont de
its
rounded
is
piers
is
remarkable.
The continuous
and abut-
roadway
is
carried over five equal spans with sturdy, gracefully shaped piers
to the
roadway, the
river,
and the
river banks.
During
as the
London.
When
Thames,
bridge. Labelye
tions,
is
method
of building founda-
which
is
The
Thames was
built
was
from 1760
first
1769 and
later replaced
by iron
who made
of Piranesi's drawings, which had a considerable effect on civic architecture and furniture
design,
Among
his
many
etchings of
design.
While
in France, a
new
art
was
just
being born. In
cast at the
[179]
PHOTO BY JUDGES,
Plate
151.
England. 1776
where
it
was
in service for
more than
hundred
It
was
a semi-circular arch of
about
was projected by
Tom
He
Quaker
of Thetford.
He
emigrated
to
successfully
exhibited in
London; but
the
attracted to France
material was reclaimed by the manufacturer and was used in a bridge built by Roland Burdon
of
in
796.
first
first
modern
suspended from wrought iron chains was built in America by James Finley.
with
its
He
is
credited
invention.*
1
The
felt in
iron spans
is
shown by
Telford's
proposal in
801,
With
was
actions of the
American Society
to the Present
[i8o]
Part
Section VI
MODERN BRIDGES
SECTION SIX
MODERN BRIDGES
THE
modern
is
and twentieth
The
bridge and the introduction of iron as a competitor. Since then, stone arches have
gradually fallen into disuse and the field has finally been captured by
spite of the great scientific
steel
and
concrete. In
as
an
art,
work
The
twentieth century
work
is
attempts
cases
made
designed bridges.
The
results
obtained in
many
show
that architectural design has been gready complicated by the introcluction of the
new
The experimental
minimum
cost, the
Plate
152.
[183]
Plate
153.
The Ruseinviadukte
184]
Plate
154.
The Old
Built 1857-62,
and
Plate
155.
most eco-
scientific
design
it;
is
the
that
is
some
truth behind
just
enough perhaps
make
it
is
The complete
story of
modern
bridges,
if
The
much
detailed
new
The new
railroads built during this time of unusual industrial expansion required a multitude of
bridges.
Where formerly
built only a
few bridges
in his entire
England, built
many
Railways were much more exacting than highways. They demanded that the tracks be almost
level
structures
and
were now
Many such
stone
countries. In
England,
common
great
many
on account of
their
number
they lack
somewhat
them
will
be mentioned here.
In England, John Rennie, famous as a builder of docks, canals, and lighthouses, as well as
bridges, built the Waterloo Bridge, the fourth bridge across the
Thames
in
London, from
1809101817
in
Thames
London,
in
9. It
had
feet, a
remarkably bold
built
The high
in
latter in
83
The
was
i822over
Garonne
where deep
shifting sands
making any
186
Plate
156.
The
New London
Bridge. 1824-31
PHOTO BY LEVY
i-
NEURDEIN
Plate
157.
The Bridge
[187]
Plate
River at Turin, by Mosca,
i5(S.
at
Turin,
Italy.
1834
who had
of Perronet.
built in the
United
States, there
were
some notable
the
the Patapsco
Plate
159.
One
of the
first
Baltimore
& Ohio
Railroad. 1829.
[188]
OTO BV EWING GA
Plate
i6o.
High
Bridge,
New York
[189]
City, bv
John B.
Jervis.
1S39-4S
Plate
i6i.
at
Plate
1903-11.
162.
The Pont
Garonne
at
190]
Railroad, built by B.
H. Latrobe;
Bridge
last
at
New
York
City.
Of
these, the
857-64)
to
903,
it
in the world.
Jervis, a builder of
New
to carry the
.
Croton
Aqueduct
solid piers
Harlem River
in the
to
monumental
Roman
bridge across
the
Tagus
for
few
piers
when
its
War Department
and
because
its
obstructed the
main channel
steel
As
five arches
have
its
been replaced by a
original
monument being
preserved in
The
final
M. Paul
brated French bridge engineer, of two separate arch ribs, side by side, with the roadway
carried
first
Petrusse at
Luxembourg
feet, the
(i
was
nearly 280
concrete supported on stone columns over the arches. This bridge was copied in concrete by
the designers of the
in Philadelphia
is
now commonly
of the
The ehmination
much
masonry
menced
at
The
marked
the
beginning of the end of stone bridge construction. The next step was the replacement of the
stone
its
all-concrete bridge.
On
account of
lower
now
usually
and
architectural features.
[191]
Few
people
the
continent.
were
car-
rying her railroads and highways through undeveloped forests. American bridge engineering
was described
in a very interesting
manner
in
who made
"The
and arms of
the
bridges are on a scale which far surpasses the comparatively insignificant streams of this
country, and, but for the facilities afforded for bridge building by the great abundance of
timber, the only
means
of
communication
across
means
the
of a ferry or a ford.
at
The
Potomac
and
in
to
no
less
a half in length.
and those
at
Kingston
at St. John's
"The American
ing materials have been plentiful in every part of the country, the consumption of time and
money attending
least in
if
not in
all, at
most
cases,
to
Many
and
of those
wooden
superstructure resting
on stone
piers,
in general
exhibit specimens of
Of
Columbia (1832-34) he
is
says:
It
"It certainly
is
architectural effect
particularly striking.
consists of
no fewer
im
BY JUDGES, LTD.
Plate
165.
the \\'ye,
Chepstow
than twenty-nine arches of 200 feet span, supported on two abutments and twenty-eight piers
of masonry,
the water.
which
are
founded on rock
of the bridge
is
at
an average depth of
feet;
six feet
The waterway
is
5800
and
its
and
arcs,
abutments,
The
bridge
is
There are two footpaths, which make the whole breadth of the bridge
"There no
less
is
than 320 feet span, having a versed sine of about thirty-eight feet* (Plate 164)
feet. It
This
in
good
repair
these
While
types.
The cast
from
the thin arched ribs of the Coalbrookdalc bridge to the solid arch
An
bridge was built at Bettws-y-Coed, Wales, with the words "This Arch
*
Was Constructed
in the
This bridge,
in
known
was burned
previous
visit to
as the "Colossus Bridge," had a clear span of 340 feet and was erected in 1812 by Lewis Wernwag. It 1838 and replaced by a 358-foot suspension span by Charles Ellet. Stevenson had seen the "Colossus" on a America.
[193]
Plate
i66.
Waterloo Bridge
at
Bettws-y-Coed, Wales
Plate
167.
194
Same Year
was Fought,"
(Plate i66).
About
the
same
in
America and
India.
The
was designed
(Plates
tion the
and
built
two years
its
later
construcstarted
Conway
Castle bridge
was
were
steel
built
first
Austria.
Steel
for
many
Plate
168.
years because of
high
cost.
The
chain sus-
Roadway
of the
Menai Bridge
at
bridge, 168 feet above the water, has four wire cables instead of eyebar chains.
The
It
required con-
built of
wood. From
796
to
The
largest
of these
was
the Schuylkill chain bridge of three hundred and six-foot span.* Finley's bridges
to
were
built
suspend bridges
is
also said to
at Phila-
delphia, built before 1808. French engineers also played an important part in the develop-
ment
was
adopted
at
Niagara
The
difficulties
Whipple
in his "Essay
in 1847.
He
said:
"Suspension bridges
is
common
travel,
trifling
actions of the
American Society of
Civil Engineers,
868.
195
Plate
169.
Conway
Castle Bridge,
Wales
[196]
Plate
170.
Plate
171.
at
197]
structure
itself.
in use in this
sustained by wire cables passing over towers at the corners of the bridge, the ends of the
cables carried
down
obliquely and anchored into the ground outside of the towers, and the
in a catenarian curve
central portions
is
hanging
is
Much
longer ones have been constructed in Europe, even two or three times as long as
failed."
is
Whipple continues:
fixedness or stability
"A
the
its
want of
equi-
among
the parts.
The
left to
find
own
librium yields to every force that tends to disturb that equilibrium, and hence arises an undulatory
is
exposed
to the passage of
heavy loads, or
to the action
of strong winds,
which
is
renders these bridges utterly unfit for railroad purposes, as they are usually constructed.
No
plan has
yet, as
is
believe,
This
difficulty
overcome
along the roadway of the span suspended from the cables in order
the cable curve. Because of their flexibility, suspension bridges are not generally suitable for
railroad loading.
Roebling's wire cable suspension bridge across the Niagara River with a span of 821 feet
was
built in 1855.
While
this
said that he
He
highway below
and common
In his words:
"The passageway
all
for carriages
travel could
be arranged
would probably be
however, not
to suffer horses to
go
on
to the
bridge
when
trains
were in hearing."
Whipple's book also throws an interesting light on the question of materials for bridge
building in the nineteenth century. In 1847 he wrote:
"Wood and
iron, as before
(I refer
men-
tioned, are the only materials that have been employed in bridge building
only to
and
it
seems reasonable
to
conclude that
on
these,
[198]
admit of
its
being used as a building material. Steel has a greater power of resistance, but
its
its
cost precludes
iron, but
its
Wrought
cost
On
the other
a tensile force nearly four times as well as cast iron, and twelve or
"Not only
are these the strongest materials, but they are also the
with
wrought iron
for tension
and
were the
best
inferior in
is
lighter, so that
for
its
want
of strength,
for
its
want
of durability,
purpose.
"But
nency
it is
now assumed
in
many
and
available
which renders
economy
to give a character of to
permanence
our
improvements, and
important works,
this
to durability,
seems highly
itself will
probable that one of the channels in which this tendency of things will develop
in the extensive
be
employment
Some
public
Whipple
said:
"The want
of confidence
which
existed in the
mind
now
not necessary to
make
use of
Cast Iron in
bridges, so there
;
Wrought
Thus
was introduced
into
the Bessemer
process for
making
steel
The development
and
steel
last
The
[199]
first
steel
at St.
The
is
and technical
difficulties
its
building
thrilling one. For the deep foundations of for the first time in
America.
Its
work below
New York
Plate 173).
Iron permitted a
much
and when
it
was
found
that arches
were invented.
at
847) called
,
for
two
350
feet each.
The Admiralty
it
The
Plate
172.
Eads Bridge,
[
St.
Louis. 18(38-74
200
Plate
173.
iron girders built in the shape of tubes of iron plates with the greater part of the metal in the
two
son had
tests
made
to
determine the strength of iron and also built a model of the tubular
its
enough
to
if
The
and
When
He
as
ready,
Stevenson's Held engineer reported that the tubes could be raised in a day or two.
replied,
it
you
rise.
The wisdom
it
when
from one of
was
at
fell
The
tube
was
slightly strained
serviceable.
St.
Lawrence
Montreal (1854-60).
it
It
was
so expensive that
it
Plate
174.
Plates
175
and
176.
Palladio's
"Draughts" of
Wooden
Trusses.
From "The
Architecture of A.
Palladio," by
Giacoma Leoni.
[202]
It
was necessary
few years
to
it
keep
gang
of riveters constantly at
a
work renewing
defective rivets
and
after a
was replaced by
more modern
bridge.
The
wood and
scale
is
iron
who
no
and therefore
shall present
you with
whereby everyone,
happy,
1
may
what
shall be
worthy of praise"
(Plates
75 and
76)
show
by
members.
He
all verticals
and diagonals. In
to the
some
members
is
at the center. It
until
about the middle of the nineteenth century that the correct theory of
truss design
stress
devel-
truss
according
Whipple published
first
his
book on bridge
time.
Even the strength of simple beams of uniform cross section resting on supports at each end
had been
the subject of
much
speculation
this
and controversy
no
In
stress in
was
incorrect. In 1678,
Hooke announced
his
law of proportionality of
and
strain,
which
propor-
beam
are in compression
and those
in the
bottom
He also correctly
is
assumed that
at a surface passing
and compressive
was
many
years. In 171 3,
stress
Parent announced
cross section,
on any
and
the
same
fact
was again
stated
independendy
1
finally
who had done much experimental work on strength of materials in England, published a sim[203
]
Pi
MF
1--.
Brooklyn
l]riugc,l;y
John A.
i'.ncbl:r.-,c;'ini)l<-iL\l ;n i"^"^.
Main span
1595 feet
Plate
neers:
17S.
in 1926.
Main span
1750
feet.
Board of Engi-
Ball.
ing Architect.
ilar
treatment.
treatise
in
1857 by
The
retical
tests
strength of the columns was determined experimentally. Euler published his theo-
formula for long columns in 1744, and in 1840, Eaton Hodgkinson determined by
Since then various formulas for the
beams and
trusses,
known
as statically
the simple
law of
statics.
it
This law
is
when
it is
body
is
not in motion,
all
are balanced.
With such
structures,
necessary to assume a preliminary design and investigate the elastic deformations of the
stresses.
The
was developed
after the
That remarkable
structure, with
1883 under loads much greater than had been anticipated. With the 3500-foot span of the
at
New
York under
to
construction,
and
still
grown
So rapid and complete was the development of the science of bridge engineering during the
nineteenth century, that the twentieth century engineer has found himself well equipped to
create the
so well
known
today.
Plate
179.
End
of
One
of the
Main Cables
[
205
Plate
180.
in
1923.
N. W. Elsberg,
made during
esses of
the last thirty years; but they consist largely in refinements of theory
and proc-
principles
unthought
of before.
Concrete has recently become one of the most important of bridge building materials
although the
first
modern bridge
of concrete
was
built not
made
possible
testing laboratories.
When
the
new
material
was introduced,
learned about
istics
its
it
was studied
possibilities.
many
of stone, steel,
and wood.
shown
No
attempt will be
made
to
name
or describe the
many
modern
Each
and involved
be of general
interest.
fit it
no two bridge
is
are just alike, there result modifications of each type, until the variety of designs
almost
infinite.
This, and the fact that there are constant advances through experience and research,
[206]
Plate
iSi.
The Grandfey
Bii/iler,
Bridge Engineer,
Schweizerischen Bundeshahnen.
Plate
182.
The Pont de
207
209
make
The importance
of
bridges in our
of great
modern systems
of transportation
and communication,
justifies the
expenditure
sums of money
for substantial
There
is
Part
II
Section
INFLUENCE OF MATERIAL
ON BRIDGE FORMS
PART
II,
SECTION ONE
INFLUENCE OF MATERIAL
ON BRIDGE FORMS
THE
the
illustrations of Part II
to
thousand photographs
show
from
They
hope
good or bad,
bridges
and
criticized
by
new
may
profit
and be more
beautiful.
The
bridges are classified here according to the materials of which they are
made
it
because
built.
on the forms
into
which
can be
of stress to be resisted by a bridge material: tension, which exists in the cable of a suspension
bridge,
is
illustrated
The bendother.
ing of the
beam
or truss
is
a combination of tension
on one
side
The
top of a simple
beam
or truss
is
in
in tension.
Some
materials are better suited to one kind of stress than another, and
acteristic
Stone masonry
is
for
arch spans (Plate i86). Separate stones have sometimes enough tensile strength to permit
their being used for
beams and
Stone
is
frequently used in
modern bridges
or concrete arches,
and
piers.
The
concrete structures
may
proportions of stone bridges. Such composite bridges must be carefully designed so that the
illogical or
incongruous.
[213]
Plate
185.
to protect
them from
at their bases.
Wood
beams.
and
The timber
put together so
as to
span wider streams than could have been crossed by the available single
The
greatest
weakness of timber
lies in
the difficulty in
connecting together separate pieces. Another material, such as iron, must be used to fasten
timbers together to form trusses; and even then
as strong as the
it is
impossible to
make
a joint
which
will be
timber in tension.
Wood
trusses
is
therefore
more
tension,
The unique
Kyo of Japan
Cambridge
(Plate
211)
Many
of the early
with
is
trusses.
Wood
bridge
is
and
piles,
[214]
Plate
i86.
Highway Arch
at Saint
Sauveur, France.
completed
in 1861. Scherer
[215]
Plate
187.
Foot Bridge
at
Commission.
*^\^ihiaji:wi^^--^-.i
COURTESY RAL
Plate
188.
[216]
Plate
in
1S9.
in five
Iwakuni, Japan.
on which
to build
permanent bridges of
made
of rattan or vines
woven together
Such bridges
are
still
in use in
many countries.
Concrete and
steel
have become the most important materials for the modern bridge. They
are used either singly as plain concrete or structural steel; or in combination in the
form of
reinforced concrete. Plain concrete has properties similar to those of stone with this important
difference: that natural stone has to be laboriously cut to shape, while concrete
fluid or plastic condition,
is
made
in a
to
any
size or
may
be meaningless in concrete,
at
ornamentation
may add
account
considerably to the cost and actually detract from the appearance of the bridge.
of the ease
tation to
On
is
a great
temp-
add
which
are unnecessary.
suflfer
from
is
As
a general rule,
whenever there
doubt
to use,
as to
it is
which of two
architectural designs
suit-
and even
in piers
and
heavy arches
it is
at least a small
amount
of steel.
When
is
steel
reinforcement
is
known
as
compression.
The
concrete
protects
it
steel
which lends
a
strength and
becomes
as
though by magic
material which
ceivable form.
may
It is
beams,
for
Plate
190.
See
g^d
trusses. In at least
one
case,
it
was used
The
suspension cable
is,
made
There
is
as
much
to the
imagination of the
leaves
him
free to
mould
;
form
which
and although
abused,
is
The
choice between
structural steel
is
by an expert
who
Plate
191.
[218]
Plate
consin
192.
at
Gays
Mills. C.
Highway Commission.
of the conditions. Reinforced concrete has been used in innumerable struca
understands
tural
all
few
Much
Concrete
is
which has
unusual architectural
Because of
its
it is
roadway and
beyond the
sides
shadow on
the arch;
and,
in a great
many
It
to ruin the
tioned bridge.
overhang
it
must be proportioned
same manner
and
that
bears a
The lower
is
projection.
It is
where appearance
be projected very far from the sides of the arch. Arches narrower than the roadway are
usually adopted for economy.
It
will be
found
that,
The West
is
in rein-
is
no
form
[219]
[220]
Plate
194.
West
Plate
195.
West Sixth
[
221
Plate
iq6.
Name
Plate,
West Sixth
omitted entirely and gargoyles, also seen on ancient bridges, were used
the siciewalk, and relieve the plain concrete spandrel walls.
to
mark
the line of
The ornament
suggested by the eighteenth century French bridges. Aside from the beveled edges and the
at all
were used
in the concrete
at the
work.
To
lines,
column heads.
The
gargoyles and center ornaments are of polychrome terra cotta. Inside the plain concrete
tile
which add
greatly
Steel,
modern
steel
and the
rein-
It
its
com-
pression
very strength
its
is its
weakness.
lit-
Because
tle
metal, the
members
fail
and
in
compression they
sideways
of
its
by bending or buckling
is
at a stress
which
members be
built
up
in
hollow
PL ate
igy.
Street
steel
can be
Bridge, Racine.
pression.
in
arch somewhat
less satisfactory
arch
is
some-
would
and
lightness,
permanence
to
types of spans.
highest expression.
No
observer can
and simplicity of
such a structure.
each
is
its
simcdL'RTESV
D. B.
STEINMAN
m mv
of the
.
p^^^^.
^^^^
Drawing
The weight
New
roadway
-'
is
<
inconspicuous
Architect.
to
tower with
little
or no assistance
from the
cables.
it
The
towers receive the load of the span from the cables at their tops, and carry
directly
is
to their bases.
Since the towers are continuous past the roadway and the roadway
con-
tinuous past the towers, the intersection of tower and roadway should be recognized, but not
Plate
199.
ai
Avignon, France
[223]
^--
;.y
^
PHOTO BY PH(
Plate
200.
Steel
the
Rhine
at
Bonn, Germany
1.
'r
i,-""^ '^
Plate
201.
Gate
Plate
France.
202.
Medieval Bridge
End
at Orleans,
[224]
Plate
Leaf.
203.
Plate
Leaf.
204.
overemphasized. Comparatively
the stiffening trusses and
as
it is
little
load
is
roadway
level
by
under the
An
appearance of massive
stability
is
are fastened.
it is
one span may be withdrawn, and many ingenious devices have been invented for
mod-
395) the
,
vertical
lift
which
and
the
the bascule
like
hinged cover of
many
The modern
bascule
bridge
appears
to
for defense.
The accompanyPlate
205.
[225]
COL-RTESV T.
G. Plli
Plate
206.
Michigan Avenue Bascule Bridge, Chicago. Designed by the City of Chicago Bureau of
Engineering.
H.
226
from
which
The "pont
levis" (Plate
201), a wooden platform raised with iron chains was used early
gateways in France. Toward the end of the fifteenth
into warfare, these bridges
century,
when gun
fire
was introduced
were
exposed chains could be shot away. Bascule bridges with no exposed mechanism were developed to overcome this difficulty. These were of two types, one with a leaf which raised
up closing
off the
and another
France and
down
into the
moat
(Plate 204).
Another
into service
common
was
by sliding forward on
was used
in Italy
teenth century.
Many
of
them were
built in Italy
*
sizes
The
sections
grouped
The
modern
bridges.
An
at-
and
in
some
Some
Beyond
to
that,
given because
it
was thought
own
not so positive as
it is
sometimes considered.
opinion
is
To
say "This
is
good"
is
The
City Planner
is
and
an ornament
to the City.
He
will find
many
ments which should inspire improvements along waterways yet undeveloped. For the Landscape Architect there are views of attractive small bridges suitable for parks and private estates.
No
kinds of bridges
to please all
kinds of people.
227]
Part
II
Section
II
BRIDGES OF
WOOD
Plate
207.
Commission.
[231]
Plate
208.
Plate
209.
Foot Bridge
at
Hurley over
tiie
Thames
[232]
Plate
210.
Nuneham
Thames
Plate
211.
[233]
Plate
212.
Plate
213. Spreuerbriicke,
rebuilt in 1568.
I
234]
Plate
215.
at
Detail of
Timber Framing
in a
Plate
214.
Spreuerbriicke,
Luzern. "Toten-
Bridge
Aarberg.
From
"Altschweizerische
PHuIu BV PHOTOGLOB-ZURICH
Plate
in 1599.
216. Kapellbriicke,
Luzern. Paintings
in roof
by Hans Heinrich
Wegmann
and
his son
[235]
Plate
219. Taiko-bashi,
Wooden
COURTESY
:u.
T.
SONE
[237]
COURTESY
T.
SONE
Plate
221. Benkei-Bashi,
Tokyo, Japan
nf^mimse
^*r>''-''-^-'-'"^
CO.
Plate
222.
[238]
Plate
223.
Wooden
Bridge
at
Plaie
224. Thalkirchnerbriicke,
Munich
[239]
'Ti
WHITE
Plate
225.
Plate
226.
Cantilever Bridge
at
240]
Part
II
Section
III
BRIDGES OF STONE
Plate
in 1766
[243]
Plate
228.
Bridge
at
Plate
Leamington, England
[244]
Plate
230.
Sleights Bridge
JUDGES, LTD.
Plate
231.
Plate
232.
The Black
JUDGES, LTD.
Plate
233.
[246]
Plate
Wren.
234.
1696.
St.
Possibly by Nicholas
Hawksmore,
a pupil of
Plate
235.
1901.
"Grandes Voiates,"
I,
p. 168
247]
248
COURTESY
F.
M. MASTERS
Plate
237.
Market
Plate
Officer,
23S. Arlington
Sherrill,
Executive
&
249
P^
tq
[250]
Plate
240.
Maximiliansbrijcke,
Munich
Plate
241. Reichenbachbriicke,
Munich.
p. 183.
1903. Saget
&
Architect.
[251]
[25^
^^^"
PHOTO BY KARRER & MAYER
Plate
243.
Plate
244.
[253]
Plate
245.
Wittelsbacherbriicke, with Memorial for Otto von Wittelsbach, Munich. 1905. Saget
p. 199.
&
[254]
P LATE
246.
Stone Bridge
at
Metz
Plate
247.
Corneliusbrticke, Munich.
p. 180.
190:;.
Saget
&
i'on
Thiersch,
Architect.
[255]
Plate
248.
Ponte Umberto
I,
Turin, Italy
Plate
249.
Italy
[256]
^57]
Plate
251.
Bridge
at
Plate
252.
[258]
[259]
Plate
254.
Bridge
at
Gubbio, Umbria,
Italy
Plate
255.
at
Mannheim.
1908.
Gnten
&
Bilfinger, Engineers.
"Grandes
260
[26l
Plate
257.
Plate
258.
of
N.
Y.,
inson River Parkway. Stone-faced concrete arch. Arthur G. Hayden, Designing Engineer.
262
Plate
259.
Mount Vernon, N. Y.
[263]
WB J$
Plate
Charles
260.
W. Stoiighton, Architect.
Plate
261.
Stoiighton, Architect.
->f;
1
PARK COMMISSION
Plate
262.
Bronx River Parkway Drive Bridge. Guy Vroman, Designing Engineer; Carrere
6*
Hastings, Architects.
Plate
263.
Plains.
[265]
Plate
264.
Plate
2i)^.
[266]
COURTESY
T.
SONE
Plate
266.
Megane-Bashi. Detail
RTESY
T.
SOKE
Plate
267.
[267]
HOTO BY BUR
Plate
268.
Plates
Bridge between
Orr's Island
built of
open
tide-
stonework
to
water. Designed by
Maine
State
High-
way Commission;
Bath, Maine.
built
by F. W.Carlton.
[268]
Plate
270.
Viaduc de
la
Crueize, France. 82-foot spans, 206 feet high. 1879-83. "Grandes Voutes,"
VI, p. 61.
[269]
Plate
271.
ic
Paul Sejotirne,
Plate
272.
[270]
Plate
274-
Rheinbriicke at Eglisau
Plate
275.
Bridge
at Solis,
Hen-
p. 55.
[272]
Plate
276.
II,
p. 157
Plate
277.
[273]
Plate
278. Bridge near Moulins-les-Metz, France. 1905. Stone-faced three-hinged concrete arches.
Plate
279.
Pont Boucicaut
at
Verjux, France.
[
1890.
M.
Tottrtay, Engineer.
"Grandes Voutes,"
^^
274
Plate
280.
Viaduc de
p. 57.
St.
Chamas.
P. L.
M. Railroad between
Marseilles
Voutes," V,
[275]
Part
II
Section IV
BRIDGES OF CONCRETE
Plate
2S1.
Mound Cemetery
Plate
282.
Jr.,
&
p. 926.
[279]
[28o]
Plate
285.
COURTESY
J.
EUGENIO
Plate
286.
[282]
[283]
[284]
[2i>5]
[286]
Plate
291.
COURTESY GEOR
Plate
292.
Walnut Lane
Henry
p. 423.
H. Qtiimby,
American Society
of Civil Engineers,
LXV,
[287]
[288
^-r^
Plate
294.
New
at Nilleneiive-sur-Lot,
igiy.
E.
News
Record." 1924.
II, p.
Plate
A.
295.
feet.
Schliipjer, Kantonsingenieiir;
289]
290]
Plate
297.
Traunbriicke
at
Gmiinden, Austria.
1925.
of 233-fGOt span.
88, p. 369.
Plate
29S.
Moselle Bridge
at
Mehring, Germany.
1904.
Four
252.
"Grandes Voutes,"
III, p.
291
Plate
Nymburk.
191
5.
Plate
300.
is
292]
COURTESY
J.
EUGENIO RIBER
Plate
301.
Queen
/.
and Builder
Plate
Palmer
302.
Woodland
Place Viaduct,
White
Plains,
293]
FIVE
31.
1919
TWO ARCHES
TWO ARCHES
OF 70 FEET SPAN.
SPAN.
ALFRED DUPONT. chairman BENJAMIN E SHAW JOHN & ROSSELL ISAAC C. ELLIOTT ALBERT STETSER,
EXECUTIVE OFFICER.
&.
OF 85 FEET SPAN.
BENJAMIN-
H- DAVIS
ARCHITECT
CONSULTING ENGINEER.
VANCE WTORBERT
RESIDENT ENGINEER
FREDERICK W. CARPENTER
THE PEOPLE OF NEW CASTLE COUNTY THROUGH THE LEVY COURT PROVIDED MONEY TO BUILD THIS BRIDGE
DEDICATED MAY 30. 1922 - MEMORIAL DAY
HKWILSON
CONTRACTOR
304.
Bronze
Plates,
r<^,
-^y^-
Plate
305.
Dai/is
294]
Plate
306.
Saw
Mill River
Art/iiir
G. Hayden, Designing
Plate
307.
1905.
Bellorini
295
Plate
Chief Engineer; Ralph Modjesl{i, Consulting Engineer; Paul Cret, Consulting Architect.
[296]
Plate
I
i
Plate
jio.
Detail
Plate
1914.
et Cie,
311.
Ed.Ziibliti
297
Plate
312.
&
Architects.
Plate
313.
1920.
News
104. ^
298
RTESV
T.
SONE
Plate
314. Yaesu-Bashi,
in 1924
Plate
315.
Eau
Claire,
Bridge Engineer.
[299]
COURTESY
A.
Plate
316.
&
Architect.
CURTESY
F.
EMl'ERGER
Plate
317.
300
301
[302]
303
Plate
321.
249-toot
at
Plate
sinet,
322.
Highway Bridge
at
1923.
E. Freys-
Engineer. "Engineering
News
Record." 1924,
II,
p. 463.
304
Plate
32^.
is
177 feet
Plate
324.
no
feet
[305]
fjf--/'::-
.a-.
Plate
:52-3.
Oued
Saf-Saf, Algeria.
Seven spans of 82
feet.
Henry
Lossier,
Engineer
lwr-i.fcttiBaKa;;KM.jAv...
.t*
Plate
326.
at
[306]
307
Plate
330.
Engineer.
COURTESY
G. J.
RAY
Plate
331.
C/iief
Engineer,
D.,L.& W. Railroad
Plate
^52.
N.
J.
1923.
G.
J.
& W.
Railroad.
COMMISSION
Plate
353.
at Scarsdale,
Engineer; Delano
Plate
334.
at Scarsdale,
N. Y.
Plate
335.
Land
Subject to Floods
[311]
Part
II
Section
BRIDGES OF STEEL
Plate
336.
Crooked River Arch, Oregon Trunk Railway. Ralph Moiijeskj, Consulting Engineer
[315]
[3i6
[317]
Plate
339.
New
York Approach
to
Hudson River
Bridge.
Separate driveways from Riverside Drive provided for on- and off-bound
traffic lanes.
traffic to
avoid crossing of
COURTESY PORT OF NE
Plate
340.
Hudson River
Bridge.
of the Bridge.
Preliminary study.
[318]
Plate
July
3,
341.
to traffic
S.
Webster and
Laurence A.
[319]
RTESV GEORGE
S.
WEBSTER
Plate
342.
[320]
Plate
343-
Tower
[321]
Plate
344.
Philadelphia-Camden Bridge.
Plate
345.
Philadelphia-Camden Bridge.
Detail of Anchorage.
Detail of
[322]
Plate
346.
Manhattan Bridge,
of Plants
New
York
City.
1909.
feet.
City of
New
York
Department
& Hastings,
I
Consulting Architects.
323]
Plate 347.
M. Nagy, Architect
PHOTO BV PHOTOGLOE-ZURICH
Plate
341S.
1849.
W.
[324]
[3^5]
Plate
350-
Suspension Bridge
at
Cologne. Detail
Plate
County
351.
Seventh Street Bridge, Pittsburgh, Pa. Ninth Street Bridge under construction. 1926.
of Allegheny
Department
of Public
Works. V. R.
[326
[3^7]
[328]
iiil-i^
T'iE^r^-f.
!^:
tel^i^:,.M-ilif^
Plate
354. Kill
Van
SY T. SONE
Plate
355.
Naniwa-Bashi, Tokyo
[329]
[330
[331]
= S
[332
Plate
359.
[333]
Plate
^6o.
TE OF STEEL COVSTRLCTTON
Plate
:;6i.
192:;.
[334]
Plate
362.
1899.
aW''a;.!
''
''
Plate
^63.
Punt
la
Engineer
[335
336
[337
Plate
366.
Washington Bridge,
New
York
City. 1889
Plate
^l)j.
Coblenz,
Germany
[338]
Plate
368.
above the
river.
Plate
369.
at
Grand Central
Station,
New York
[339]
Plate
370.
Highway Arch
of 330-foot
State
Highway Commission,
340]
*^^.
Plate
m
RMEI5TER, COLOGNE
Plate
372.
1910. Central
Span
541 feet
[341]
Plate
373.
NG GALLOWS
Plate
374.
1916.
Span 1000
feet.
Plate
375.
Rhine Bridge
at Diisseldorf,
Germany
Plate
376.
fer
&
Cie, Builders
[343]
344
Plate
378.
Highway Bridge
Plate
C.
379.
(jiieLicc
feet,
exceeded only
of Engineers:
C. C. Schneider
345
Plate
380.
Hungary
Plate
381.
Elizabeth-Howland
Hook
feet.
Port of
New York Authority, O. H. Ammann, Bridge Engineer; Yorl{ & Sawyer, Architects.
[346]
ORK AUTHORITY
Plate
3S2.
Kill.
feet.
Port o
New
York
Authority. O.
Yorl{
HALUMEAU
Plate
neers.
383.
Pont de
rHomme
de
la
[347]
[348
Plate
H)2(t.
Built by
Waagner-Biro A. G.
Plate
386.
[349
Plate
3S7.
Railroad Bridge
at
NLiycncc,
Germany
Plate
388.
McKinley Bridge,
St.
Louis,
Mo. Ralph
[350]
Plate
389.
Highway Bridge
Germany.
1912. Friedrich
Kriipp, Builder.
Plate
390.
Highway Bridge
over the
Danube
at
[351]
RG-NL'RNBERO
Plate
391.
A. G.. Builders.
Plate
392.
Street,
Architect.
?S2
RTF-SV CASS
GILBERT
Plate
393.
Bridge over Halsey Street, Prudential Lite Insurance Buildings, Newark. Cass Gilbert,
Architect.
Plate
394.
[353]
Plate
395.
Le Puiu Tournant,
Plate
396.
Bascule of
Tower
Bridge,
London
[354]
Plate
307.
i')H).
Plate
398.
1929.
[355]
COLRTE^\ T G
Plate
399.
URTESY JOHN
A.
VOGL
Plate
400.
Perspective
Drawing
[356
INDEX
INDEX
Note: References
to text are indicated
with
thus:
ti
91
15cnsalem
Avenue Bridge,
Rome,
Philadelphia, 298
Oued
306
Ponte, Florence, 108
240
London, ti79
alia Carraia,
Blackfriars Bridge,
246
Cashmere, India:
Rattan Suspension Bridge, 216, 1217
Timber Bridge,
t53, 55
Bloor
St.
Castleton Bridge, 36
47
Bonn,
Steel
Rome,
333
at,
Henri IV,
Avallon, Bridge
154
ti34-6, 135
274
Brest, le
Chenonceaux, 131
Chepstow, Old Iron Bridge, 193
Chertsey Bridge, England, 28
Chicago, Michigan Avenue Bridge,
226, 356
Brombenzbriicke, 273
Jjalusters of Cast Stone, 49
Balustrade, Pont de
la
Concorde,
70
Bronxville, Palmer
Avenue Bridge,
Bascule Bridge:
264
Brooklyn Bridge, 204, t205
Budapest:
Elizabeth Bridge, 324
Franz-Josefs Briicke, 346
London Tower
Bridge, 354
Milwaukee, 355
Philadelphia,
Cloaca-Maxima, t59
Coalbrookdale, First Iron Bridge,
ti79, 180
356
301
Bassano,
Wooden
Bridge, 239
Coblenz, 338
Colossus Bridge, Philadelphia, 192,
Belles Fontaines,
Pont
des, ti57,
Wooden
Bridge, 67
]
"93
[359
Cologne:
Hohenzollernbriicke, 342
Railroad Bridge, 348
Entraygues, 95
Espalion, Old Bridge, 94, t94
High
Bridge,
New
York,
89,
ti9i,
JT'abricus, Pons,
336
Rome,
Hijiri-Bashi, t30, 31
62
Flavien, Pont, Saint
Homps, Pont
Chamas, 68,
de,
176
Bridge,
Susquehanna, 1192
Concorde, Pont de
la,
t69
Paris, 1163,
New York,
318
Ponte
Hundwilertobelbriicke, 289
Trinita, Ponte S.
t2l8
Connecticut Avenue Bridge,
Vecchio, Ponte
Washington, D. C, 286
Conway
Jesmond Dene, 84
Fribourg, Switzerland:
236
Coulouvreniere, Pont de
la,
37
282
i_,ANARK,
Roman
Bridge, 79
see
269
Lyon, 38
282
334
UizY, Pont
Diva, Bridge
Gays
Mills Bridge,
219
Liberty Bridge,
New
York, 223
300
London
Bridges:
Dresden, 331
Diisseldorf,
Geneva, Pont de
la
Coulouvreniere,
Blackfriars, ti79
New
Old London,
Southwark, ti86
Tower, 354
Waterloo, 185, ti86
Handrail, 47
Lyon Bridges:
at,
Eau
Claire, Otter
Gubbio, Bridge
Guillotiere,
254
la,
Eglisau, Rheinbriicke,
272
Pont de
Pont
la Feuillee, la
335
Elche,
Pont de
Bridge,
Gare, 38
Elizabeth-Howland
Hook
llARRisBURG, Market
248, 249
St.
Bridge,
Pont de
la Guillotiere, t92,
la
93
346
Elvet Bridge,
1
Pont de I'Homme de
Roche,
13
347
[360]
Lyon Bridges
Continued
Monmouth, Monnow
III, tii8
Bridge, tio7,
t97,
98
North White
Bridge, 265
Plains,
Driveway
174
Notre-Dame, Pont,
Paris,
ti24
Luzern Bridges:
Kapellbriicke, 234, 235
Mount Vernon,
263
East 3rd
St.
Bridge,
Nuneham
Nymburk, Elbe
Bridges:
Miinderkingen Bridge, 34
JVLadison, N.
Bridge, 309
J.,
James Park
Munich
\J RLEANs,
Orleans,
Corneliusbriicke, 255
Madison, N.
J.,
Madison Ave.
Erhardtbrucke, 307
Maximiliansbriicke, 144, 45, 46,
Ornaisons, Bridge
ti7i, 172,
Bridge, 308
250,251
Max-Josefbriicke, 252, 253
293
Prinzregentenbriicke, t44, 46
Kill,
Reichenbachbriicke, 251
Thalkirchnerbriicke, 239
Wittelsbacherbriicke, 44, 144, 254
347
JAdua, Ponte Molino, 256
Palatinus, Pons, see Senatorius
JNarni
Bridges:
Medieval
War
Palladio's
Wooden
Trusses, 202,
339
Marcia Aqueduct, 159
Marie, Pont, Paris,
Frontispiece, 142, ti4i-3
Marseilles, Transporter Bridge,
t203
New
York,
Nemsova, Bridge
in,
305
339
Paris Bridges, see
353
ti38-i4i, ti43
Neuilly, Pont de, 165, ti65, ti66
Alexandre
Concorde
Levallois
250, 251
New
see
Brooklyn
Marie
Elizabeth-Howland
Hell Gate
Hook
Neuf
Notre
Royal
St.
Dame
High Bridge
Michel
Merida,
Roman
Kill
van
KuU
Liberty
Manhattan
Outerbridge Crossing
355
Minneapolis, Cappelen Memorial
Bridge, 206
Bridge,
Park Avenue
48
Philadelphia Bridges:
Queensboro
St.
Minneapolis, Robert
Bridge, 298
Washington
[361]
Philadelphia Bridges
Colossus, 192, ti93
Continued
Railing
Continued
Saint Sauveur,
Salamanca,
Roman
Peterborough, Hunter
Racine,
St.
Bridge
West 6th
St.
Bridge
t33,
di,
San Remo,
Venice, 122
de, Toledo,
102
t227
Rialto Bridge, Venice, 124, 125,
270
32
near, ti66,
Risorgimento, Ponte
Bridge, 326
Rome, 303
Scarsdale, Ardsley
Rome
Bridges, see
Scarsdale,
127
Aelius
Cestius
311
Schweich, Moselle Bridge, 290
Scranton, Harrison Ave. Viaduct,
Pont
S.
Martin, Bridge
at,
78
Fabricus
Pont-Sainte-Maxence, Perronet's
Bridge, ti63, 164, ti66
Nomentano
Risorgimento
Senatorius or Rotto
292
Segovia, Aqueduct, t42, t7i, 72,
t72. 73
Poppi, Bridge
at,
258
Prague:
Hlavkabriicke, 284
Karlsbriicke, 116
Sublicus
Vittorio
Senatorius, Pons,
Rome,
58, t6i,
Emanuele
63, ti76
Manesbriicke, 285
327
Prinzregentenbriicke, t44, 46
N.
Y.,
36
Ruseinviadukte,
84
Bridge
at,
272
Aqueduct, 108
New
York, 25
Saint-Die, Flat
Stankov, Bridge
in,
305
XVACiNE,
Mound Cemetery
Bridge,
St.
Cambridge, 247
Louis:
Stopham Bridge,
Sussex, 115
279
Racine,
West 6th
St.
Bridge, t2i9,
10
Balustrade, Pont de
Concorde
ti44
Saint-Pierre-du-Vauvray,
Bridge, 304
Bloor
St.
Viaduct Railing
Highway
259
[362]
Tokyo
Bridges:
Benkei-Bashi, 238
Hijiri-Bashi, 130, 31
"93- 194
Waterloo Bridge, London, 185, ti86
Naniwa-Bashi, 329
Yaesu-Bashi, 299
Venice Bridges:
Bridge of Sighs, 126
Toledo Bridges:
Alcantara, Puente, loi
Commission Bridges:
Bronx River Parkway Drive, 265
Bronxville, Palmer Ave., 264
Ponte
alia Paglia,
122, 1123
Pont des Amidonniers, 190, 1191 Pont des Minimes, 174, ti75 Pont de Pierre, 132, 133, 1132-4
Tours, Old Bridge, 36, t38, ti6i,
ti27, ti43
Verona:
Ponte Castel Vecchio, 105, tio7 Ponte Pietra,
Mount Vernon,
N. White
East 3rd
St.,
263
no
tl62
Trajan, Puente, Alcantara, 74, t75,
264
Vienna:
Friedens Bridge, 349
Highway
Bridge, 351
Villeneuve-sur-Lot,
289
White
Plains,
Villeneuve-sur-Yonne, Gateway,
Yonkers,
Saw
224, t227
Vittorio
Emanuele
Ponte,
Rome,
ti69, ti79
243
White
Plains,
Woodland
Place
Tuckahoe:
Foot Bridge, 216
Viaduct, 293
1 1
Philadelphia,
Washington Bridge,
336, 338
New
York,
Wooden
256
Washington:
^ARAGosA, Puente de
Piedra, 104
363
INC.,
NEW YORK
DUE DATE
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3 9358 00759841 7