The Sun.
London, England, 1853-05-27 00:00:00

ISSTITUTION OF CIVI

The paper read was "

Dyke Bridge, on the Grea

J: Cubitt Idames Meado

This bridge, for ca,rryi

gable branch of the Rive;
scribed as being erected

the navigation intersect el
that, although the clear s]

between the-abutments,

actual span of the girders

The structure consisted

for each line of rails, car: it

trussed girders, each composed of a top tube strut, of
cast iron, opposing horizontal resistance to compression,
and a bottom tie, of wrought iron links, exerting tensible
force ; these were connected vertically, by alternate
diagonal struts and ties, of cast and wrought-iron re-
spectively, dividing the length into a series of 14 equila-
teral triangles, whose sides were 18 feet 6 inches long.
The top tubes rested upon the apices of equilateral, or
A frames, fixed on the abutments, and each pair cf gir-
ders were connected by a horizontal bracing at the top
and bottom, leaving a clear width of 13 feet for the pas-
sage of the trains.
Each tube was composed of 29 cast-iron pipes, of
inch metal and 131 inches diameter at the abutment ends,
increasing to 18 inches diameter, with 2i inches metal at
the centre of the span—the ends of the pipes being accu-
rately turned and fitted, so as to give exact contact of
the surfaces, where they were connected together by
bolts and nuts.

The lower tie consisted of wrought iron links eight
feet six inches long, of the uniform width of nine inches,'
but varying in number and thickness, according to the
tensile strain to which each portion was subjected ; the
abutment portions having each four links of nine inches
by a inch.

The diagonal tie links varied from nine inches by 15-16
inch to nine inches by inch, and, in order to accord
with the relative strains, were distributed in groups of
four, for the first three lengths from the ends, and then
in couples for the next four lengths, on each side of the
centre.

The cast-iron diagonal struts had a section resembling
a Maltese cross, the area being in proportion to the
compressive force to which they were subject.
The bearing pins at all the intersections were 51
inches diameter, carefully turned and fitted into bored
holes.
The links of the lower tie were supported, in the
middle of each length, by a pair of wrought iron rods,
la inch diameter, suspended from each side of a joint
pin traversing the top tube ; and by means of nuts and
washers they could be made to bear a portion of the
weight of the platform of the bridge.
The trusses were so arranged, that all the compressive
strains were received by the cast iron, and all the tensile
force was exerted by the wrought iron ; the proportions
being such, that when the bridge was loaded with a
weight equal to one ton per foot run, which considerably
exceed that of a train entirely composed of the heaviest
locomotive engines used on the Great Northern Rail-
way, no strain could exceed five tons per square inch of
section.

The total weight of metal in each pair of girders com-
posing the bridge was 244 tons 10 cwt., of which 138
tons 5 cwt. were cast iron, and 106 tons 5 cwt. wrought
iron, which, with 50 tons for the platform, &c., made
the total weight of each bridge 294 tons 10 cwt., or 589
tons for the whole structure ; and the cost, excusive of
the masonry of the abutments, and of the permanent
rails, but including the staging for fixing and putting
together, and the expense of testing, was 11,0031.

In a series of experiments to test the stability of a
pair of the trussed girders, at the works of Messrs. Fox,
Henderson, and Co., where they were constructed, the
following results were obtained :
With a weight of 446 tons regularly distributed,
which was equal to 11 ton per foot run, plus the weight
of the platform, rails, &c., lowered seriatim on the 13
compartments, the ultimate deflection in the centre was
nearly 61; inches.

With a weight of 316 tons, equal to one ton per foot
run, plus the weight of the platform, &c., as before, the
ultimate deflection at the centre was 41 inches.
When the bridge was fixed in its place, a train of
waggons, loaded up to one ton per foot run, extending
the whole length of the platform, caused a centre deflec-
tion of 2:`43- inches.

The deflection caused by two heavy goods engines,
travelling fast, and slowly, waa 24 inches ; and that
produced by a train of five of the heaviest locomotive
engines used on the Great Northern Railway was 24
inces in the centre.

The proportions of the several parts of the structure
were originally given by Mr. C. H. Wild (Assoc. Inst.
C.E.), and had been only slightly modified by the au-
thor during the execution of the work.

IMPORTATIONS OF SUGAR, &c.—A return, obtained
on the motion of Mr. Moffat, contains an account of
the quantities of sugar imported into the United King-
dom, and the quanties retained for home consumption,
together with the rates of duty charged thereon and the
net revenue accruing therefrom, in the years from 1800
to 1852 ; and also a comparative statement of the
average prices of British plantation and foreign sugar
(ordinary yellow Ilavannah) for the same series of years.
The return, especially as regards refined sugar and
sugarcandy, is incomplete in many of its parts, since
the records for some of the earlier years were destroyed
by fire. Of the remaining figures we extract the follow-
ing :—The total of unrefined sugar imported into the
United Kingdom from 'British W est India, East India, and
Mauritius, and from foreign parts, amounted, in 1800, to
3,233,806 cwt., and in 1801 to 4,081,366 cwt., of which
latter quantity by far the largest portion viz.,
3,831,017 cwt. came from British West India, while
East India and the Mauritius contributed 61,314 cwt.,
and 189,135 cwt. were imported from foreign colonies.
In 1810 the quantity of unrefined sugar imported from
British West India amounted to 3,879,823 cwt. ;
49,240 cwt. caine from East India and the Mauritius,
and 991,460 cwt. from foreign colonies, making a total of
4,920,523 cwt. for that year. In 1820 the total of unre-
fined sugar imported amounted to 4,269,676 cwt., to which
the various ports abovementioned contributed a similar
proportion to those of 1801 and 1810. In 1830 the total
of unrefined sugar imported amounted to 4,916,004 cwt.
—namely, from British West India, 3,913,268 cwt. ;
from the Mauritius, 485,710 cwt. ; from British East
India 213,494 cwt. ; and from foreign colonies, 303,532
cwt. In 1840 the total was 4,035,845 cwt.—viz., from
British West India, 2,202,833 cwt. ; the Mauritius,
545,009 cwt. ; and British East India, 482,824 hwt. ;
while the importations from foreign colonies had risen to
805,197 cwt. In 1850 the importations from British
West India amounted to 2,587,420 cwt. ; from the
Mauritius, to 1,003,290 cwt. ; from East India, to
1,220,359 cwt. ; and from foreign colonies, 1,350,523
cwt. ; snaking a total of 6,291,535 for the year 1850.
The total fur 1852 amounted to 6,896,761 cwt.
OLD PENINSULA SOLDIERS.—Who has not read of
Rifleman Harris ?—Rifleman Harris has no pension ?
He fought at Copenhagen, the Netherlands, and Penin-
sula. He was rendered unfit for service by the horrible
Walcheren fever, and yet he has no pension ! At 73
years of age he makes shoes in James-street, Golden-
square, and a hard matter it must be at such a time of life
to make and mend enough to keep life and soul together.
George Parfect, of the 9th Foot, entered the army in 1805.
Twelve years later he was discharged, after being pre-
sent in every modern engagement with the 9th Foot--
that noble Regiment which, from the battle of Almanza
in the War of Succession down to the terrific struggle
with the Sikhs, was always foremost in victory. He
has eight clasps, and is old, feeble, and destitute, with
a sick and aged wife ; but he never " had the luck"
to be wounded, and so he has no pension ; but
grubs on with a poorhouse allowance of 3s. a-week.
James Egerton was one of the smartest men in
the Rifles. Few men were more prominent than
Egerton in the performance of the constant and
harassing duty which fell to the lot of that dis-
tinguished corps. From Roleia to Waterloo, he was
foremost in the strife. The war at an end, he was dis-
missed—with a pension ?—no, not a sou. He becomes
a sort of job workman in a harness-maker's shop. Ac-
cident brings him near the person of his great com-
mander when a ruthless mob assails him because he un-
flinchingly maintains his political opinions. The life of
the duke is in danger, Egerton rushes to his side, and
boldness
rewards of hishim
front
the animation e
ats
ear
es
the voafghaibsogneds st .0 re s aThenddtuhkee
with a sovereign. He seeks a pension ' • the rules of the
service are against a compliance with his prayer, and
some years afterwards the poor fellow is seen, an am-
bulatory sandwich, between two placards. Need
we multiply instances of the wretched fate of the good
men and true who survived scathless the dangers and
fatigues and privations of the Peninsular War and the
struggle in the Netherlands ? Have we not said enough
to vindicate their claim to be remembered beybtlhuesihr cfeerun;
2
coun-
try, after a lapse of nearly 40 years .
nation that for so long a period
have made the acci-
dentservices to pass unrequitted. To
could suffer merit and
cruelty and a folly, for it has acted it as a pre-
once a
or worse still, a
that personal exposure,
of war the only passport tobountyhas. been at
pre-
mium upon
his
of
temptation to that self-infliction of injury, which
pre-
maturely disqualifies the soldier for the fulfilment
duty.
•
The past, unfortunately, cannot be remedied—
there is no help for the thousands who have gone to
their graves pauperised, cursing the folly which led them
to take arms for a State which so unequally recognises
good service ; but the remedy of the present is in the
hands of the Secretary-at-War, and he may now honour-
ably atone for his folly in other repects by obtaining
some stiped for the remnants of the war.
METROPOLITAN SEWERS COMMlBBlON.—Yeeteraday a
special court was held at the Lecture-hall, Greenwich,
a
the commissioners in attendance being the chairman
Messrs. Gibson and Smith. Mr. Coggin, the clerk
went an available balance of 50,9991. - The payments
of accounts, stated that there was at the present mo-
now authorised amounted to 5,0641. Mr. Repton and
Mr. Sandham, who had been retained to argue the cases
odfrecsesrelinthoer court rituhaatbictailonstsideoraf btblee laebnogthve
odnistbliechlftas,ado-f
their respective clients, who, they said, had been sum-
moned to show cause why they had not paid the last
sewers rate. These parties urged the oft-repeated com-
plaints of defective drainage, and its deplorable results
in the shape of effluvium and disease ; they also detailed
the particular grievances under which the district la-
boured in respect of drainage, and desired either that
new sewers, &c., should be constructed, or that the rate
might be rescinded as regarded themselves. The Chair-
man said that while the commission acknowledged the
at present no available fund out of which.
inefficient drainage of these localities, yet that t
to
hehad
at apply a
remedy. The works required
in these districts, in order
effectively to drain them, were not of a trifling descrip-
tion. Several thousand pounds would, in fact, be
te
re-
quired to do this, and the rate upon the district did not
produce this. The
order of the court must be, that the
rate.
parties do pay the ra •

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