New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1877-01-18
THE ASHTABULA DISASTER.

| TRACK.
fBY TELEGRAPH TO THE TRTBUSE.l
CLEVELAND, Jan. 1.-THE committee OF the
Ohio Legislature sent TO examine into the Of the
disaster at Ashtabula met here to-day and the
dcnce OF Amasa Stone Mr. Stone being In III health, the
committee met at his residence. Being sworn, the wit
ness said: ! at first superintendent OF the Lake
Shore Road between Cleveland ana Erie. for years;
was then President from 1856 until 1875; have
then been director OF the road the AsabulA bridge
wac erected In the Autumn OF 1853; designed the
bridge only superntended the making Of the plans;
the detail of the work done by Albert Congdon
supervised generally by Mr.. Tomlinsop have not the
original plan Of the structure do not know where II a.
but suppose it Is In the Office OF Charles Colins,
chief engineer Of the road there all the
specifications usually given for the construction OF the
bridge bl OF details produced full specifications were
written at the time; they prepared by except
minor details; cannot tell where the original spcci
hcatops have nothing of them since the build
ing II bridge until within fortnight; this paper
paper pIoduced copied from the order book OF tho
Cleveland Rolling Min Company 1t handed by
my brother, made up the hgres at the time IN refer
TO the strain the bridge; am not aware where
the paper whether preserved up to the time
Of the Disaster the bridge Is feet between the bear
ngs the width of the bridge, including cords from out
| side to outside, 10 feet inches, accord
| ing to my recollection; the width was, In
side OF the cords IA feet think the width Of the truss
feet inches and the hight 20 feet There were
IA panels OF 10 feet each There change VI plan
after the work was projected by There de-
parture the bridge finally erected, from the
strength Of the bridge planned by but there
by the constructors which gave good deal Of
trouble until erected brace put in horizontally
when ii should have been vertical The original design
by TO my recollection. When advised that the
bridge was being put up slowly and did not to-
gcther right, / went down myself aud found the
braces were being put in wrongly. The change
of righng the braces made before the bridge
finished The superntendeDce OF construction was In
hands of Mr. TomIinson, until found him inefficient
and discharged him; afuerward 1t in the hands Of
Mr.. Rogers do not think be Rogers had put to-
gethcr bridge BEFORE do not know whether he
has since He had had years experience In
bridge building. The dropping Of one two counters
would not effect the destruction Of the bridge My i'm
preston that If half the counter braces 10
would the bridge TO drop The counter braces
enable bridge stand shock and stand the traction
OF train going at full speed They have little service
TO perform except to stand shock. The dropping
out OF single counter would not result
in the destruction Of the bridge under
weight of 800 tons above the dead weight The lugs
put for convenience In raising than for any
special purpose. After erecting the bridge the braces
were held by clamp bolts at Intersections that with fc-
ton should think would be sufficient to keep them
place. The tie rods would eongate to the eighth Of
inch unless they too weak for the purpose. The
lateral bracng between the lower cords two and
half by half an men nat BAR DO not remember now
close together they but think they came together
throughout the length OF the bridge ntersocng each
other They in every panel and braced every inch
Of the bridge The bridge was so very thick that IL
would have been great deal safer without any lateral
large photograph of the bridge exhibited by Mr.
and examined by the members Of the committee.
~ TO details OF construction Mr. Stone continued: have
bridges erected without any lateral braces be
the chords and stand for years There
three Finch beams 70 each rail there were three string
ers boted and Tapped together, and over t:ese two
sringers and bars connecting and spiked 1t usual TO
have beams upon the top chord h@ always
been DONE The OF the strain upon upper
chord il a thrust the top chords 4x7-uch BEAM.
of them Tshaped, fange q inch thick BY = astol
inch web The web thicker in the mid lie a,d lighter
the end Those cords would stand thrust stroke Of
So 600 pounds to the inch Tho dead weight VI the
bridge something 100 tons according to my
impression; but must be remembered that there were
two trusses including rails and crosstes. Nv impress
that the dead weight was ton to IT, loot rum
The tracks feet apart. The center OF each
outside rail OF each track nearly over te center OF
truss bridge carry two tracks would nave to be quite
twice strong bridge 10 carry one have carefully
dead weight OF the br1dgceyen with two trains rp0n
would not strain any portion OF the iron qrs ,nan syyo
of resisting strain OF az least S0Vo S pounds 4ae
IL is very conclusive evidence to my mind that tho
some way leaving the track; The, bridge was not
strong enough TO carry train deraed Had the bridge
broken from its weakness am convinced II would
have fallen to the south am convinced that model
to the extent Of breaking truss would show that
| that truss would fall to the south and pull tho
bridge to the south An engine dropping on the
| the truss inward to the north. and when pulled to
then S So oM Sm the he o The
from 10 to 10 miles OF How bridges; do not
| know of another How bridge anywhere with wrought
iron braces; do not think it was negligence in again in
trusting Mr. Rogers with the construction Of the bridge
after finding that h. had put the braces IN wrong at rst
| There other particular IN Whcu Ne cOulu
p Iaane The sway rods Were placed at every
8 RsnG to hove tn se rods were fastened the chief
braces aud counters AS originally projected were TO be
the bridge each panel ard at the ends six IL the mid
die there three mains and two counters, near the
At the time the bridge built had not dollar OF
interest in the mill where the IRON was rolled; was not
OF the road and then only small owner Mr.. Cos
| Inns had general charge OF examining this bridge;
Lake Shore If had stood years without showing any
weakness, would not likely be examined every day:
Common prudence would require that the bridge should
be thoroughly examined least every three months and
! by the trackinen quite frequently.
The might have taken fire from the locomotive or
the heaters in each examined some patent stoves,
and my conclusion was that they were more dangerous
ears by from the locomotive MY opinion Is that
could be provided which would extlngnish us
fire In ease Of accident heard Of any difficulty
with the bridge after the builders mistake of putting
the braces aatwise instead OF vertical, as provided
the EXPRESSION rba T regard to the As
inS%l IT. aHd aon Know should
as never shrink responsibility. stone vaduct or arch
would have been preferable, but at that time our funds
road, and thought had perfect bridge. Did not
give my personal attention to the bridge rs it was
| thorough q master machinist as knew OF,
and when he worked at the plans ~, was az the
were work. was present at the raising OF the bridge
4 .itak mn