The Sun.
London, England, 1859-09-01 00:00:00

SUBMARINE

THE SUN, LONDON, THURSDAY EVENING, SEPTEMBER- 1, 18b9.

when the river rises, these icebergs get again into
its current, and go rolling and sweeping down the
St. Lawrence, carrying danger and destruction all
before them.
Could any bridge be devised to withstand these
formidable difficulties ? If possible, how was such
a bridge to be constructed ? The directors of the
Grand Trunk Railway, to whom these questions
were so vitally important, took a course which will
probably be thought to redound greatly to their
enterprise and sagacity. They determined to take
the opinion of the most eminent engineer whose
advice and counsel they could obtain.
The Britannia bridge across the Menai Straits
was opened in 1849 ; and it was not, therefore, un-
natural that in 1852 the directors should look to
Mr. Robert Stephenson as the engineer most com-
petent to advise them. Mr. Stephenson considered
the subject of so much interest and importance that
he determined to go out to Canada, personally, for
the purpose of dealing with it. He accordingly re-
paired there at the end of the summer of 1853,and,
after examining into the facts, made a public de-
claration of his opinion, that a bridge across the St.
Lawrence was practicable. On the 2d of May fol-
lowing, Mr. Stephenson addressed to the Grand
Trunk Railway directors a report, in which he con-
sidered the whole question in three branches ; first,
as to the description of bridge best calculated to prove
efficient and permanent ; second, as to the proper site;
and thirdly, as to the necessity for such a structure.
Upon the first point he did not heSitate at once to
recommend the adoption of a tubular bridge as the
description of bridge best fitted for a permanent,
safe, and substantial structure in such a situation ;
on he second point, he was not a little influenced
by considerations affecting the flow of the river and
"those almost irresistible forces" consequent upon
the breaking up of the ice in spring.
As Mr. Stephenson's view of the nature of these
forces, and the best mode of encountering them,
has not yet, that we are aware of, received pub
licity, it may be interesting to place them on re-
cord—especially as we are enabled to do so on
authority. Mr. Stephenson, on his arrival in Canada,
met with numerous alarmists, who could graphi-
cally describe to him the effects of the ice, but he
met with no one who had in any way measured or
calculated the amount of its pressure. In consider-
ing the question whether a bridge could be con-
structed to withstand that pressure, it appeared to
Mr. Stephenson to be of primary importance to as-
certain really and precisely what that pressure was.
This was a question of calculation; though, in the
absence of any data, the difficulty was how to cal-
culate it. And here, before the reader proceeds fur-
ther, he may, perhaps, not without advantage,
pause for a moment to ponder on the way to solve
the problem—what is the amount of the pressure of
ice four or five feet thick in a running stream of a
certain inclination, velocity, and breadth ?
This problem puzzled Mr. Stephenson himself at
first ; but it was not long before he hit on an expe-
dient. He first got at the inclination of the river ;
next at its velocity. He then assumed that the ice
upon that river was what they told him it usually
was, from four to five feet thick. He then inquired
into the condition of the river, and he found that,
about nine miles above Montreal, there was a fall
called the Fall of Lachine, which, of course, sepa-
rated the body of ice above the fall from the body
of ice below it. Taking these data, he calculated
what would be the pressure of nine miles of ice, from
four to five feet thick, lying on a plane of a given
inclination, and pressing against the piers of a
bridge across the channel. The result of that calcula-
tion in figures it would be unnecessary, even if it
were possible, to state ; but, whatever were the
figures, they enabled Mr. Stephenson at once to
realise one all-important fact. He arrived at the
conclusion that the almost irresistible force of this
mass of ice would crush or sweep away any ordi-
nary bridge, and that all the suggestions previously
made for encountering the difficulty were only likely
to result in disaster if carried into effect.
For up to the period of Mr. Stephenson's report
great difference of opinion existed in Canada and
elsewhere as to the probable effect of the pressure.
One party held that no bridge whatever could stand
against it ; another, whilst admitting the difficulty
to be formidable, thought timber casings or fen-
ders, such as those in use on the small rivers of
Norway and elsewhere, would be an efficient pro-
tection for the piers. The proposal most forcibly
impressed on Mr. Stephenson was to protect his
piers by what is called a " crib-work ;" tb at is to say
by large masses of timber in front of the piers,
crossed and weighted, and as thick or thicker than
the ice itself. It was evident from the first that
this extensive crib-work must be an additional ob-
stacle and impediment to the free navigation of the
river, and to the passage of the ice. But, beyond
this, Mr. Stephenson's calculations convinced him
that such a work would be entirely inadequate to
protect such a structure as he contemplated, in such
a river as the St. Lawrence ; and that, even if the
crib-work stood, it would be subject to such abra-
sion and wear and tear, from its conflicts with the
ice, that it would require to be reinstated at least
every two or three years. It was more than doubt-
ful to his mind if such an arrangement would be
capable of resisting the ice at all ; and if it did not
the capital of the company would be wasted. Mr.
Stephenson, therefore, at once determined that such
a work was undesirable, and that such enormous
works as those at issue could not be left dependent
upon the uncertainty of such an expedient.
The abstract methods he had taken to as?ertain if
any bridge would withstand the almost irresistible
pressure of the ice had not alone convinced Mr.
Stephenson that no such projects would avail as
those proposed in Canada. They had equally satis-
fied his mind as to the amount of resistance requi-
site to encounter the pressure against which it was
needful to provide. Knowing what timber would
not resist, he equally knew what resistance could '
be afforded by substantial masonry. " Cribs" he felt
were useless ; but there were methods by which the
pressure could be resisted independently of " cribs."
Mr. Stephenson decided on the adoption of stone
piers to carry the tubes at wide intervals, each pier
having, on one side opposed to the course of the
stream, large cut-waters of solid stone work, in-
clined against the current, up which, as it were,
the ice would creep, and break itself to pieces by
its own weight and pressure. He arranged that
these well-shaped cut-waters should present angles
to the ice sufficient to separate and fracture it as it
rose up upon the piers, but at the same time so ob-
tuse as not to be liable themselves to fracture. These
piers were therefore devised to answer the double
purpose of piers and ice-breakers. They exhibit, as
now constructed, every indication of massiveness
and power to resist pressure as well as of stability
to support the superstructure. Experience, indeed,
has proved the piers suited for all the purposes fOr
which they were designed. During the four years
the structure has been in progress it has fulfilled
all the conditions its originator anticipated; and it
has withstood, in the most satisfactory manner, the
most violent pressures which have followed the
break-up of the ice.
Whilst the piers of this bridge are thus peculiar
in their design, in order to meet the peculiar cir-
cumstances of the country and climate of Canada,
the superstructure, which creates in America so
much surprise, is an elongated repetition only of
the design for the Britannia-bridge. The Victoria-
bridge is indeed remarkable for its extreme length,
but its several tubes are not so long as those of the
Bri+s,nnia-bridge, and are only otherwise distin-
guishable. inasmuch as they are the longest tubes
constructed without the adaptation of the cellular
principle. It deserves notice that these tubes, in all
their details, were designed, plate by plate, and
rivet by rivet, in the office of Mr. Stephenson, and
were calculated for every strength and strain, and
prepared and arranged in all their details under
the sole superintendenceand supervision of his rela-
lative, Mr. George Robert Stephenson. With such
nicety were all the arrangements respecting these
plates conducted in this country, that, under the
directions of that gentleman, every plate and piece
of iron was punched in England before it was sent
out to Canada ; and elaborate and detailed draw-
ings and instructions were sent by the same hand
to show the method of connection. On the arrival,
therefore, of each separate cargo of iron in Canada,
little remained to those ,upon the spot but to fasten
together the various pieces, and place them in their
order and position as directed.
So entirely, indeed, have the details respecting
the tubes been conducted on this side, that it has
not only devolved on Mr. a. R. Stephenson to exa-
mine the quality of the iron at the iron-works, but
to superintend the construction of the plates at the
manufactory, and to issue instructions for putting
the pieces together. Upon him has devolved the
duty of seeing to the shipment of each tuba as it
was completed, and of signing the certificates for
payments, not alone to the contractors, but also to
the resident engineer and other officials in tlanada,
who were employed and paid under Mr. Robert
Stephenson's directions. It is most gratifying that,
from first to last, the design has been carried out
harmoniously and efficiently by all concerned.
Great credit is due to Mr. Alex. M Ross, who was
appointed the resident engineer to superintend the
bridge works in Canada, and who has especially
devoted himself to the erection of the masonry; to
Mr. Hodges, who from the cominencetnent has most

TOT.

efficiently and honourably represented Messrs. Peto,
Betts, and Brassey, the contractors, and on whom

has devolved the principal responsibility in the
execution of the works ; as well as to Mr. Stock-

man, who in the early part of the prosent year went
to Canada, accompanied by Mr. S. P. Bidder, to
make a full inspection and detailed report upon the
works—a duty which was performed in a manner
eminently calculated to satisfy the minds of the
engineers and of the public. , - _ -
It isnot the objectof the present preliminary paper

to enter into the fuller statement, which will here-
after be given, of the dimensions of the bridge, of its
quantities, and of the various details connected with
its construction. The present object is rather to
exhibit the theory upon which it was commenced
and carried forward. One remark, therefore, in con-
clusion, is alone necessary. Canada owes this bridge
to one mind—the mind of Robert Stephenson. Had
the eminent eneneer expressed the smallest doubt
or apprehension, the directors of the Grand Trunk
Railway would have shrunk from involving their
company in an expenditure of a million and a half
of money to carry a bridge across the St. Lawrence.
Until Mr. Stephenson had satisfied the Grand Trunk
Company, they would not entertain the idea of con-
structing such a bridge; and, unquestionably, Mr.
Stephenson would never have satisfied the company
unless he had thoroughly satisfied himself. It was
the reliance of the company on Mr. Stephenson's
experience and professional reputation that induced
them to commence the bridge; and having pledged
that experience and reputation, Mr. Stephenson,
who would have been responsible for failure, is en-
titled to the full meed of honour and of fame which
must hereafter attach to the successful execution of
so great a work. He has indelibly inscribed his
name on the structure which resists the ice of the
St. Lawrence.

ALLEGED FRAUD BY A COAL

MERCBANT.

At t he Mansion-house Police-courtyesterday, Mr.
John Nicol, of 12, George-yard, lombard-street,
coal agent, appeared to answer a summons obtained
against him by Mr. Henry Hunter, of 16, Water-
lane, charging that he did, on the 24th August last,
.being bailee of a certain warrant for delivery of 148
chaldrons of coals, the property of Henry Hunter
and another, unlawfully convert the warrant to his
own use, and thereby did feloniously steal, take, and
carry away the same, contrary to the statutes 20
and 21 Vict., c. 54, sec. 4, commonly known as the
Fraudulent Traders' Act.
Mr. Humphreys appeared for the complainants,
and Mr. Sleigh for the defendant.
Sir R. Carden sat with the Lord Mayor to hear
the case.
Mr. Henry Hunter—l am in partnership with
Mr. Francis John Fowles. We trade as merchants
and brokers, at 16, Water-lane, Tower-street. On
the 2d August I entered into the contract produced
with defendant. The contract was handed in, and
read as follows :—" Water-lane. That Messrs.
Fowles and Co. agree to sell, and Messrs. John Nicol
and Co. agree to buy, two cargoes of East
Hetton double-screened nut coals, from 200 to
250 chaldrons, to be shipped from East Hartle-
pool, at 1 ls. per chaldron, free on board ship.
Payment cash on shipment, handing bills
of lading." There was also a proviso that the
purchasers might take a further quantity at the
same price, on giving notice. Pursuant to that
contract one delivery of coals was made. On the
24th August I received from Hartlepool two bills
of lading, dated August 23, of which that produced
is one. (A duplicate bill of lading was handed in.)
According to the usages of commerce, the bill re-
quired my endorsement for the delivery of the
coals. On the 24th I went to Mr. Nicol's office,
taking with me the invoice and bills of lading. Mr.
Nicol was not in, and I left the invoice, retaining
the bills of lading myself. Afterwardsl met the
defendant in Finch-lane, and told him I had the
bills of lading for cargo per Eagle, and I showed
them to him. He asked me to let him have then
to show his buyers ; but I refused to do so, telling
him that that was not according to contract, and
that the money ought to be paid against the bills
of lading. He then said—" If you doubt my
honour, we had better not do business." I said
there was already a dispute about a eargo by ship
Speculation, and that it would only complicate
matters ; but if he would give me his word of
honour that this transaction should be settled, with-
out reference to that, I would let him have the billy,
of lading. I also asked him at what time I should
call upon him to settle, and he said" Three o'clock."
I then stated that I would call at that time to re-
ceive the money or the bills of lading, which I
could endorse when we settled. I then gave him
the bills of lading, on an absolute understanding
that he would return them or pay the money at
three o'clock, and I did not endorse the bills of
lading, or authorise any one else to do so. I be-
lieved them to be perfectly secure, as they had not
my endorsement on them. I called at three o'clock
at his office, but he was not in. I called again
several times, and saw him about 20 minutes to
four, when I asked him for 'a settlement of
the amount of the invoice of the coals. He said he
would not settle unless we made some arrange-
ment about the previous cargo of coals we had de-
livered to him. I told him that had no reference
to this matter, according to his own promise, and
I demanded the return of the' bills of lading, or
payment of the money, telling him that we had
bought the- cargo of coals by the Speculation on the
same terms on which we • had sold them to
him. He said, unless we made some arrangement
about that 'cargo, he would not pay me.
Mr. Sleigh—There is an alderman on the bench,
my lord, who is well acquainted with all the forms
of public business, and my client, who is a highly
respectable man, is willing, I am sure, to refer the
matter to him, and take his decisien, which can be
given in a very few minutes ; and give his cheque
if the decision is against him. But it is not to be
I endured that a respectable man should be brought
here and charged with felony in this way.
The Lord Mayor—He has been more leniently
dealt bya charge, than any one who ever came to this court
on such
for I refused to grant a warrant,
and he was summoned. I made a suggestion about
a reference to Sir R. Carden, but I cannot say
whether Sir. R.-Circ.:en is willing to act.
Sir R. Carden--I do not see how I could do so
consistently.
Mr. Sleigh—Any gentleman conversant with the
business of the Coal Exchange would settle the
matter in five minutes.
Mr. Humphreys—Perhaps the case had better be
completed my lord.
Mr. E. Wigdhall, jun., deposed that he was clerk
to his father, who carried on business at 73, Lower
Thames-street, as a broker; and that on the 24th
instant, the defendant took to him the bill of lading
produced, which was then endorsed " For self Jno.
Nicol and Co." 'Witness objected that, as the de-
livery was "to order" the endorsement of Fowles
and Co. was necessary. Defendant said that was
not necessary, as Fowles and Co. were his agents,
but witness declined to settle until his father's
managing clerk arrived. Defendant waited some
time, but the clerk did not come he went away,
telrne• witness to send to his office, and not to hive
the cheque crossed.
Mr.-J. F. Boyle, clerk to Mr. Wigdhall, deposed
that on the 24th August he saw defendant in Mr.
Wigdhall's office, when defendant handed him two
bills of lading. They were then endorsed "For
self and John Fowles and Co., Jno. Nicol and Co."
Witness objected that the endorseinent seemed
irregular, to which defendant replied that they
were all in order. Witness said that as the names
of Fowles and Co. alone were mentioned in the
body of the bills, the bills ought to bear their en-
dorsement only. He said there was an arrange-
ment between himsetf and Fowles and Co. He left
the bills of lading, and witness told the cashier to
give him a cheque for the amount.
Cross-examined—This statement was to the effect
that he felt himself authorised to sign the endorse-
ment.

Mr. Fawcett, cashier to Mr. Wigdhall, produced
a cheque for £25 whiehhe gave to the defendant in
payment for the coals.
Mr. Humphreys said this completed his case.
Mr. Sleigh said he thought it hardly necessary
to reply to such a charge made against a gentleman
of the highest respectability.
The Lord -Mayor said he had nothing to say
against the respectability of the defendant. He
had heard nothing to derogate from that, and be-
lieved the defendant to be highly respectable; but
there were many difficult questions involved as to
the construction of a new act, and whatever the
learned counsel might say, he should adjourn the
case and take time to consider his decision.
Mr. Sleigh said he was very glad to hear his
' lordship declare so positively his conviction of the
defendant's respectability, which otherwise could
have been proved by a host of witnesses. The truth
was defendant sold the first cargo of coals to Mr.
Croll for makine, gas, and they were returned to
him as being unfit for the purpose. The defendant
then, finding himself unable to get compensation
from Fowles and Co., kept the bills of lading for
the second cargo as a sort of guarantee for his ulti-
mate indemnification.
The proceedings were then adjourned, defendant
entering into his own recognisance to appear again
on Monday.

AL WRECK OF THE BRIDE STEAMER AT -LON-
no N-111i1DGE.—Yesterd4y much excitement was created hi
the City, in consaqa.ence of its being reported that the boilers
of the BriCe, penny steamboat, had exploded, and that a
fearful sacrifice of life had been the result, and the alarm
rues greatly 'increased by persons who had seen the wreck,
but had no time to stop to make inquiries, being-obliged to
be at their offices. Some thousands of persons hurried to
the bridge. which, as well as the Shades. the Swan, and
Dyer',s-hall piers, was thronged during-the day. On in-
luiry, the following was ascertained :—The Bride-had just
eft the pier on her trip to Westminster, when she ran foul
Of a sunken. lighter and fell on to the buttress of the bridge.
he instant she struck the engineer (to whom all praise is
ue), with great presence of mind, endeavoured to reverse
lie engines, but failing, ho at once blew the steam off.
liad the power been left on a moment longer the conse-
quences might have been dreadful • providentially the pas-
Sengers and crew were rescued, although for a time it was
feared that several persons were drowned. Such is, fortu-
nately' not *the case.; but the hull and machinery of the
Vessel are a total wreck; the hull is so much injured as to-
be past repairing. .