The Life of George Stephenson and of his Son Robert Stephenson / Comprising Also a History of the Invention and Introduction of the Railway Locomotive

by Samuel Smiles

The directors felt that such a work would necessarily be of a most formidable and difficult character, and before coming to any conclusion they determined to call to their assistance Mr. Robert Stephenson, as the engineer most competent to advise them in the matter. Mr. Stephenson considered the subject of so much interest and importance that, in the summer of 1853, he proceeded to Canada to inquire as to all the facts, and examine carefully the site of the proposed work. He then formed the opinion that a tubular bridge across the river was not only practicable, but by far the most suitable for the purpose intended, and early in the following year he sent an elaborate report on the whole subject to the directors of the railway. The result was the adoption of his recommendation and the erection of the Victoria Bridge, of which Robert Stephenson was the designer and engineer, and Mr. A. M. Ross the joint and resident engineer in directly superintending the execution of the undertaking. The details of the plans were principally worked out in Mr. Stephenson's office in London, under the superintendence of his cousin, Mr. George Robert Stephenson, while the iron-work was for the most part constructed at the Canada Works, Liverpool, from whence it was shipped, ready for being fixed in position on the spot.

The Victoria Bridge is, without exception, the greatest work of its kind in the world. For gigantic proportions, and vast length and strength, there is nothing to compare with it in ancient or modern times. The entire bridge, with its approaches, is only about sixty yards short of two miles in length, being five times longer than the Britannia Bridge across the Menai Straits, seven and a half times longer than Waterloo Bridge, and more than ten times longer than Chelsea Bridge. The two-mile tube across the St. Lawrence rests on twenty-four piers, which, with the abutments, leave twenty-five spaces or spans for the several parts of the tube. Twenty-four of these spans are 242 feet wide; the centre span—itself a huge bridge—being 330 feet. The road is carried within the tube 60 feet above the level of the river, so as not to interfere with its navigation.

SIDE ELEVATION OF PIER.

As one of the principal difficulties apprehended in the erection of the bridge was that arising from the tremendous "shoving" and ramming of the ice at the break-up of winter, the plans were carefully designed so as to avert all danger from this cause. Hence the peculiarity in the form of the piers, which, though greatly increasing their strength for the purpose intended, must be admitted to detract considerably from the symmetry of the structure as a whole. The western face of each pier—that is, the up-river side—has a large wedge-shaped cutwater of stone-work, presenting an inclined plane toward the current, for the purpose of arresting and breaking up the ice-blocks, and thereby preventing them from piling up and damaging the tube carrying the railway. The piers are of immense strength. Those close to the abutments contain about 6000 tons of masonry each, while those which support the great centre tube contain about 12,000 tons. The former are 15 feet wide, and the latter 18. Scarcely a block of stone used in the piers is less than seven tons in weight, while many of those opposed to the force of the breaking-up ice weigh fully ten tons.

As might naturally be expected, the getting in of the foundations of these enormous piers in so wide and rapid a river was attended with many difficulties. To give an idea of the water-power of the St. Lawrence, it may be mentioned that when the river comes down in its greatest might, large stone boulders weighing upward of a ton are rolled along by the sheer force of the current. The depth of the river, however, was not so great as might be supposed, varying from only five to fifteen feet during summer, when the foundation-work was carried on.

The method first employed to get in the foundations was by means of dams or caissons, which were constructed on shore, floated into position, and scuttled over the places at which the foundations were to be laid, thus at once forming a nucleus from which the dams could be constructed. The first of such dams was floated, got into position, scuttled, and sunk, and the piling fairly begun, on the 19th of June, 1854. By the 15th of the following month the sheet-piling and puddling was finished, when the pumping of the water out of the inclosed space by steam-power was proceeded with, and in a few hours the bed of the river was laid almost dry, the toe of every pile being distinctly visible. By the 22d the first stone of the pier was laid, and on the 14th of August the masonry was above water-level.

The getting in of the foundations of the other piers was proceeded with in like manner, though frequently interrupted by storms, inundations, and collisions of timber-rafts, which occasionally carried away the moorings of the dams. Considerable difficulty was in some places experienced from the huge boulder-stones lying in the bed of the river, to remove which sometimes cost the divers several months of hard labor. In getting in the foundations of the later piers, the method first employed of sinking the floating caissons in position was abandoned, and the dams were constructed of "crib-work,"[106] which was found more convenient, and less liable to interruption by accident from collision or otherwise.

By the spring of 1857 a sufficient number of piers had been finished to enable the erection of the tubes to be proceeded with. The operations connected with this portion of the work were also of a novel character. Instead of floating the tubes between the piers and raising them into position by hydraulic power, as at Conway and Menai, which the rapid current of the St. Lawrence would not permit, the tubes were erected in situ on a staging prepared for the purpose, as shown in the following engraving.