The evening times. [volume] (Washington, D.C.) 1895-1902, 1901-03-29
OVERHEAD FERRY AT RoUEN.
The Famous FsstAnted Bridge That
Spans the River Seine.


T. NJ j. DelIepiane. the United States
Vice Consul at Rouen. France. has for
warded TO the State Department a most
interesting description OF the overhead
Terry across thezSeine at that city. Vice
consul Dellepiane says he has had num-
erous requests from this country for pho
tographs, drawings. and descriptive ac-
counts OF this famous structure, which,
ne says, Is the first bridge with suspend
ed carriage in France. Great Britain, or
america, so far as he knows. In his re
port on this subject the Vice Consul says:
The crossing of channels has always
been difficult problem 10 solve. espe-
cially when such channels are near the
sea and are thereby subject TO tides, I'll
daI or ordinary waves, and currents. 10
which may he added, in northern lati-
tudeS, the possibilities and risks of frost
The chief difficulty arises from the fact
that it is necessary for channels in all
weathers to retain a free passage, E7ast
high and Of great width, in order not to
interfere with the rights of navigation
Among the means which the engineer
has hitherto had at his disposal for the
purpose of crossing rivers or channels
may be named: Boats. or ordinary fer
ries; swing, draw, and baseIie bridges
ordinary bridges; tunnels under the bed
OF channels; travelling carriers
Boats, whether propelled by hand or
steam, are, OF course, subject to the state
Of the weather; they are carried out of
their path by currents, and necessarily
describe erratic courses, increasing the
distance and danger. Their landing
places must follow the tidal level, and
this involves the obligation OF providing,
either at the point of departure or arri-
val, or both, activities, which interfere
with the general traffic, especially when
vehicles are to be carried or when a rail-
way has to be served. Lastly, by night,
fogs, storms. and ice foes may interfere
with the working OF the traffic, or even
completely stop It. In order to obyiate
the Inconvenience of variations of level
in tidal channels. there have been built
it is true, especially on the Clyde, fer
ries with movable platforms; but these
are ponderous machines requiring pow
erful engines and a numerous STAFF, all of
which render their working very expen-
sive- 1t is therefore evident that al
though the movable platform is q real
Improvement over ordinary ferries which
take IN passengers and goods at variable
levels. all the other drawbacks inherent
To floating bodies remain, and some ueY
ones are introduced
Swing, draw, and bascuIe bridges are
limited to relatively small openings. They
can only be used over canals or sea chan
nels which allow the water traffic TO be
temporarily Interrupted and where a yes
sci can be under perfect control in all
weathers, as the navigation is necessarily
discontinued when the bridge is closed or
lowered. These bridges cannot be used
over channels near the open sea, from
which vessel sometimes comes in stress
of weather.
Ordinary bridges are more satisfactory
for navigation than the preceding, but If
they are TO cross a river leading to an
important harbor, they must be built OF
such a height that the tallest naasted
ship may sail underneath and some
times these masts reach . height of near
y 200 feet above. the water.
Tunnels are practicable under certain
geological circumstances and when the
surface OF the ground on both shores is
not very prominent.
Travelling carriers, the first specimen
Of which was established by NJ LeroyeT
between St Mal0 and St SerVan, are
much more convenient and economical
than any OF the foregoing means. But
these carriages are practicable only in
unimportant passages where vessels have
not to anchor, where the current is hard
~ peFceptible, and where the bottom IS
rocky and exposed TO view at low water,
thus allowing the line to be examined and
repaired when needed
THE system exempijfed by the Trans
bordeur here at Rouen which will be
briefly described, remedies the drawba clGs
mentioned above. It is called by the In
Ventors the trans-shipping bridge (pOnt a
trans-bordeur), and Is due TO the combin-
ed labor OF bieSSrS. De PdldciO and Arno-
din, to whom Nj Brull, former Presi-
dent OF the Society Of Civil Engineers in
France, lent his assistance for the Yeri-
hcation of the conditions OF stability.
The advantages of the system are:
First The channel to be crossed is left
entirely clear at all hours, without re-
qdiriBg vessels TO make auy special sig
- 70 of E1A an
( more than they would in the case of a
cross channel ferry.
Second. No increase of distance or
ascent or descent is forced on the traf-
nc in order TO cross from one shore TO
the other
The essential part of the system may
( be described as a horizontal railway sup
ported by 4 bridge spanning the channel
and built up at such a height as viii al
low the tallest maSted vessels freduent-
ing the channel to pass beneath ANY
kind of bridge may be used. provided the
rectangular opening for navigation is left
( entirely clear except that arched bridges
/ area, must be excluded.
The platform Of the bridge carries two
LleS OF rails. over which a carriage on
small wheels rolls, the number OF wheels
vary ing with the weight to he carried
The rollers are connected with a mov-
able frame under The line of rails, which
! may freely move in longitudinal dfrec-
/ ton quite close to the platform and from
( one end to the other OF same
The frame can roll over the rails in
both directions at pleasure, the suspend
ed carrier can therefore land on che shore
or the other at viii, as il follows the
frame in the same way as the car fol-
lows the balloon.
In order 10 Obviate any swinging mo-
ton which might result from the pres
sure of the wind the forward motion
of the carrier itself, the rods by which
/ the latter is suspended are arranged in
| triangleS, both in the longitudinal and
| ira nSNe rsal directions There is thus a
! this difference, that the body of the We
| hicle, instead OF being above the rails and
wheels as usual, is some 40 feet or 100
feet below these 1t possesses revert he
less the speed and regularity OF motion
which can be obtained or any straight
and horizontal railway line.
The motion Of the frame is obtained
means Of any motor-the kind most suit
able to local circumstan ces-eable driven
( by steam, water under high pressure
| compressed air. gas. oil, or better
still. by electricity But IN the last ca Sc
/ the dynamo, instead of being erect ed on
/ shore. as the steam engine. Is preferably
| placed on the movable frame
Whatever may be the kind of engine.
; employed. it must be able 10 work back
ward instantaneOusly-
! 1t does not en- mOmentarily inter
( rUpt navigation, nor does it compel the
traffic 90 make Iaborious ascents as in
g the ordinary bridge, or an ascent and
J descent TO an unpleasant passage through
| a tunnel.
/ 1T realizes the minimum distance "a
! be crossed, as its course is straight and
! horizontal; st consumes very Iittle motive
! power, and this can be supplied by anv
! kind of motor Lastly, It is economical