The Somerset press. [volume] (Somerset, Ohio) 1873-1977, 1880-02-12

The Firth of the Tay ia one OF the prin-
cipal estuariss of Scotland. The river by
which it is supplied is formed BY the juno
tion Of two streams, one flowing from Loeb
Tay and the others from nsar the borders
of Argyle. From the meeting of these two
streams, the river Tay pursues tortuous
course east and south past Aberfeldy,
Punkele and Perth. draining the county
of Perth and q part of Forfarshire. Al
Perth the river becomes firth OF entuary,
widening to the extent of three miles be.
fore ID joins the Firth or Forth on the
North sea. IL ID supposed to discharge
more water than any other river in Scot
land and it's basin has been estimrted to
comprise about 2, 500 square miles. 1t
winds through a country of picturesque
beauty. Dundee and Errald are on the
north side and Nuburg is on the south
side of the estuary. 1t is navigable from
the sea to Newburg, Is miles for vessels of
500 tons burden, and sometimes to Perth
for vessels drawing nine feet of water. The
bridge was only opened for trafo in May,
1873, it was considered triumph of engin-
eering skill. 1t was about two miles long
and had IS spans, the wildcat of which was
245 feet. The long spans near the center
Of the bridge were the highest, 8S feet
above the water. On Saturday evening,
the 28th of December, 1879 . train consis
ting of locomotive and tender. four cars of
the third class, one of the second and one
of the first class, and brakeman's van en-
tered upon the bridge near 7 o'clock, the
most appalling disaster in the annals of
railroading, as the train was crossing from
Edingburg to Dundee, a bright moonlight
night, the train Was sesn to reach the mid
die of the bridge over the navigable part
of the Firth then, with q flash of fire it
disappeared. Subsequent examination
found that section of the bridge half q
mile in length, comprising II spans of 245
feet each and one of AS feet, making in all
2840 feet, had fallen, and the train had
precipitated into the gulf. The only point
cleared up by the divers that both the
bridge and train fell together, and that the
train had entered on the forth span from
the south end of the gap before the bridge
was overturned. The disaster occurred
where the sides of the iron lattice girdert
rose above the level of the track. The by
pothesis of the constructing engineer OF
the bridge, Sir Thomas Bouch, is thai
when the train reached the fatal spot il
was tilted over against the girders by {
sudden gust Of wind, the girders gave way
under the strain, and the whole structur.
broke down the combined impact Of trail
and storm. This is the best face that cal
be put upon the terrible affair. The ex
treme hight and the narrow base OF tn
bridge; the broad side of 40 great train
when the wind was blowing such a gale
as that boats Of every kind were unable +
approach near the scene Of the disaste,
proved that the side bracing was insult
cient.
At the last station before entering tn
bridge tickets were taken and the train wa
crowded. Vast quantities Of wreckase
such as doors and roofs of carriages, piece
of bridge and articles Of wearing appare
are coming ashore. The number of pas
sengers are variously estimated at Is I
200 besides the employees on the train
, Let the number be as it may, the catastrc
phe ia appalling. Not one. survives.
SEeo.