The Columbian. [volume] (Bloomsburg, Pa.) 1866-1910, 1888-01-13
Bridging the English Channel
NOVEL PLANS FOR A GIGANTIC ENGINEER.
ING ENTERPRISE.

A railway communication between
France aud England g, ems at last to
be on the eve of realization. Admiral
Clone, ex-Minister of Marine, has the
plans in charge and thus describes the
gigantic project:
"a solid viaduct built up on stout
piers from the bed of the sea, with a
massive iron superstructure, will b.
erected. This will start from Amble-
teuse. which has the advantage of a
small rosds,ead on the French coast
The bridge is to form one continuous
way and to extend in a northerly di-
rection as far as Folkestoue. Its
length will be tbirty-five kilometres.
A slight bend will occur at two points,
where reefs afford splendid opportuni-
ties for abutments and cantilevers.
These reefs are in mid-channel and in
dicated on naval maps as the rocks of
Colbart and Varne.
"We do not take the shortest, but
the best and shallowest route. The
sea depths vary between fifty and
twelve metres, the deepest water being
on the French side of the channel
The piers are to be built of hard con-
crete and masonry, and to measure
each about fifty asesres long by thirty
metres wide; they are TO rise ten met.
res above the waves, and to support
lofty pier towers on whose iron frame
u,,rG tho ou,ora< r,. NJ ,,ra mill ract
"The interval between two piers will
be from 500 to 600 metres, an senor
nous span, since the superintendent
weight of the iron work would amount
at least to twenty-five thousand tons
'Instead of having recourse to the
usual system of projecting or under
girders, and instead of gradually CON-
strneting from the pier outwards one
half of the span until it meets the other
midway, where both halves are con-
joined, the whole span OF ironwork
will be manufactured on shore. This
section of the superstruoture will then
be transported in fair weather on four
elevated air-tight pontoon cases, each
of which is able to support weight OF
10 900 tons, and when brought into
position, that is, when placed on a
parallel line with the stone piers
(whereon some kind of elastic body
has been placed to deaden the shock
and prevent injury to the masonry,
water is allowed to float into the pom
toon cases, which, on slowly sinking,
bring the superstructure at both ex-
trem'ties on line level with the fiat
surface OF the piers. The whole mass
is then gradually raised as the iron
pier towers are built up und,r it.
"The bridge will be Unity metres
wide, and have four railway lines, be-
sides roai for foot passengers, We
hicles, and inspectors. Boxes for
guards and shunting lines will be es-
tablished at stated distances. Each
pier will be provided with powerful
electric light, besides sirens aud alarm
bells for foggy weather.
"The superstructure on the pier tow
ers will, OF course, rise to a height
sufficient to allow the taliest ships to
ride under it at ease--say, between
fifty and sixty metres. Buoys like
those used in the Suez Canal will be
placed at regular points to show the
way at nigh: to approaching ships, so
that these may sail through the broad
arches without danger of colliding
with the piers.
"a company has been formed to
carry out the giaut enterprise, under
the name of The Channel Bridge
and Railway Company, Limited Al
able engineer and contractor, M.
Hersent, who has done extraordinary
engineering feats already at SueE,
Antwerp and elsewhere, and who en-
enjoys world wide reputation, is to
construct the French portion of the
stone piers to a height of ten metres
above the sea level, while the ircnwork
OF the towers and superstructure de
wolves on the famous Creuzot Works.
These gentlemen will be seconded by
Messrs. Fowler 81 Baker, the we'll
kno wn l. ndon firm. The plans ant
sections OF the masonry are now ready
while the Creuzot establishment is busy
on the plans and sections which relate
TO the ironwork.'