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j Marcu 29, 1872. THE BUILDING NEWS. 265
Mr. Witucocks said that on some of the iron
bridges of the Midland Railway at S. Pancras a
method of preventing the dripping of water through
| bridges was adopted which he believed had proved
successful. On each edge of all the girders a kind
of shoot was cast, into and along which all the rain
falling on to the plates was conducted, and thence
away by gutters. When some of the arches of the
Greenwich Railway were pulled down, a year or two
ago, in connection with the works of the East Lon-
don Railway, it was found that all sorts of ‘‘ seamp-
ing” had been carried out in the brickwork,
which, whether as to material or execution, was far
from being of the quality specified.
Mr. B. Havenron said it appeared to him that
cast-iron girders of the span referred to by Mr. Law-
ford and used in the work under discussion were not
to be depended upon. Although they might last
very well for a time (say ten or twenty years), they
would, in course of time, become crystallised by the
vibration. He had known very large castings in
iron to fail after being subjected to ordinary duty
for twenty or thirty years, and he believed it was
becoming more and more unusual to use cast-iron
girders (at any rate of so great span) for railway
work, The dripping of water through the railway
bridges was no doubt a very serious nuisance, and it
seemed to him that there was no means of counter-
acting it except by the expedient of roofing over the
bridge, as suggested by Mr. Lawford in his paper.
Mr. Pain’s objection to the use of corrugated iron
plating under the bridges, on account of difficulty in
getting at the ironwork of the bridge for cleaning
and painting, could be obviated by so fastening the
iron ceiling that it could be easily removed when re-
quired. Undoubtedly the making of this City branch
of the North London line was a great boon to the
inhabitants of the northern suburbs, but he thought
it avery great pity that the London and North-Western
Railway Company did not, in the first instance, con-
nect their line with the Metropolitan Railway, the
same as the Midland and Great Northern Railway
Companies had done. He was not at all surprised
at the retaining wall having given away, as described,
because its construction seemed to be very light, con-
sidering the enormous weight of the locomotives on
the line. Turned arches, he imagined, would be found
equal to the work. Mr. Lawford had mentioned that
the Charing Cross line had cost one million pounds
sterling per mile: was that inclusive of land ?
Mr. Lawrorp: Yes.
Mr. Haventon thought that in giving the cost
of such railways, the cost exclusive of land should
he stated, as then some idea would be afforded of
the engineering difficulties of the work. He thought
Mr. Pain’s remarks with regard to the liability to
the driving out of the line round sharp curves well
worthy of attention. Where a railway ran upon a
viaduct round a curye, the rails ought to be sup-
ported on a framework of iron, or ona series of
iron columns and girders. As far as his experience
went, he should certainly prefer wrought to cast
iron for almost every purpose of railway engineer-
ing.
Mr. Waumistey thanked Mr. Lawford for his
paper, which had been brought forward in a very
able manner, remarking that although they might
admire the engineering skill displayed in such a
bridge as that over the Kingsland-road, he wished
such structures were a little more ornamental. Mr.
Lawford had given the dimensions of the Broad-street
Station roof as 600ft. by 200ft., and its cost as £30
per square foot. The §. Pancras Station roof, which
was 690ft. by 240ft., cost £31 11s., and that was
only in one span, whereas the Broad-street roof was
in two spans, so that the cost was very nearly the
same, and much greater convenience attended the
single span roofs, as lines and platforms could be
shifted about to any position without columns getting
in the way. He believed that the Butterley Iron
Company manufactured the ironwork of the S.
Pancras roof, the cost being £128,000.
Mr. Winicocks asked whether Mr. Lawford con-
sidered solid retaining walls the best, or those with
arches and abutments, as used by Mr. Fowler on the
Metropolitan Railway.
Mr. Haveuron having endorsed the views of Mr.
Walmisley with respect to single span roofs,
Mr. Hunr asked for further information respect-
ing the giving way of the retaining wall, for, differ-
ing from Mr. Haughton, he considered it to be
amply strong enough as regarded its thickness.
With regard to the immunity enjoyed by cast-iron
girder bridges from the percolation of rain, of course
that was only the case when brickwork was used in
conjunction therewith. Where the Charing Cross
railway bridge crossed the Thames Embankment,
they were at present taking means to prevent water
from dripping through the bridge, and were drilling
holes in the bottom table of the girder, for the pur-
pose of fixing balks of timbers, to which, he sup-
posed, they would attach plates of corrugated iron.
The drilling of those holes seemed to him to be a
very dangerous expedient.
Mr. Perrerr and Mr. HAvauron having made a
few remarks,
Mr. LAwrorp rose to reply to the questions
raised during the discussion, He said that on the
whole, he considered over-head railways very much
better in every respect than underground lines. As
to the ugliness of the Kingsland-road bridge, well,
at any rate, it was not so bad as some structures of
the kind which had-been inflicted on the public, and
some pains had been taken to make it look as well
as possible. As to Mr. Pain’s suggestion of carrying
a line on a viaduct where sharp curves existed on a
framework of girders, there were no curves upon the
City branch of the North London Railway of less
than twenty chains’ radius, except in the cuttings at
Dalston Junction, where there was one of 15 chains
and one of 10 chains. As to the depthof “made
ground” it was found to increase the nearer they got
to the heart of the city. From Dalston Junction to
the Regent’s Canal, the depth of the foundations
averaged from 4ft. to 8ft.; from the Regent’s Canal to
Worship-street the depth increased to 13ft.; and
from Worship-street to Broad-street the depth rose
to about 20ft., and in one case 26ft. With regard
to the goods station at Broad-street, he was not pre-
pared to give all the information required. The
whole of the passenger station was about 26ft. above
the level of the roadway, and the whole of the goods
trains ran upon the same level. All the goods lines
were built on iron columns, and the goods trucks
were let down by drops. The line had been carried
out on the principles of what was known as London
and North Western engineering. As to retaining
walls, he did not like those used by Mr. Fowler on
the Metropolitan Railway; he would rather have
solid walls. As to the question of one span or two
span roofs for large stations, the Broad-street
Station was a joint concern, half belonging to the
North London Railway and half to the London and
North Western. As to the comparative strength of
wrought and cast-iron girders for railway bridges,
he thought that up to 32ft. span cast iron was equal
to all requirements; girders of that span would be
absolutely strengthened by turning semi-circular
brick arches between them, especially if the girders
were continued a yard or so over the abutment. As
to the giving way of the retaining wall, it was not
to be wondered at, considering that 45-ton locomo-
tives were constantly travelling to and fro upon
gradients of Lin 60, at aspeed of from 25 to 30
milesan hour. If he had to build such a wall again,
however, he should certainly put another brick, or
perhaps only half a brick, in the thickness.
On the motion of Mr. Wimucocks, seconded by
Mr. Whitaker, the thanks of the Society were
unanimously given to Mr. Lawford for his paper,
and that gentleman having acknowledged the com-
pliment, the proceedings terminated.
pee ee
STATUES, MEMORIALS, &c.
Bust oF THE LaTE Mr. Grotr.—On Monday
afternoon a bust of the late Mr. George Grote was
unveiled in Westminster Abbey. The bust, which
is of white marble, and is placed at the junction of
Poet's Corner with the southern transept, is the
work of Mr. Charles Bacon.
STATUE TO THE QUEEN AT BomBAy.—A statue
to the Queen is to be unveiled at Bombay this
month. The cost has been £15,500. It is a co-
lossal sitting statue of Her Majesty, in the best
Carrara marble, with an elaborate canopy, nearly
50ft. high, also executed in the best marble of
various colours. The Royal coat-of-arms is placed
on the front of the pedestal, and the Star of India in
the centre of the canopy, while onthe enriched part,
immediately above the statue of Her Majesty, the
rose of England and the lotus of India, accompanied
by the mottoes “God and my Right,” and “ The
Light of Heaven our Guide,” are introduced. Be-
sides these accessories, others also are introduced in
the design, such as the symbols of strength and
friendship, namely, the oak and ivy leaves respec-
tively adorning the plinth and capitals ot the
columns, with the oak, ivy, and lotus leaves en-
riching the mouldings surrounding the entire work.
Four panels between the columns have been pro-
vided as spaces for the inscriptions in four languages.
——_@__<_
It is proposed to build a new Congregational
Church at Sutton, near Croydon.
The memorial window to be placed in S. Thomas’s
Church, Dudley, to the late Vicar is now com-
pleted, and will shortly be fixed in its position. It
is in the style of the fifteenth century, and consists
of three lights. ‘lhe design represents the Resur-
rection of Our Lord. Messrs. Hardman of, Bir-
mingham, are the artists.
Huilding Sutelligence,
CHURCHES AND CHAPELS,
Beppineton.—A temporary church at Bandon
Hill was opened on Monday week by the Bishop of
Winchester. The church, which is built from a
design by Mr. Richard Martin, of Caterham, is
100ft. long by 24ft. broad; the nave is 60ft. in
length; the north and south transepts, 10ft. by
20ft.; and the vestry and organ chamber each 10ft.
by 10ft.; the roofs are 32ft. high, surmounted by a
spire 60ft. high from the ground line; the chancel is
apsidal, and contains a large five-light window by
Clayton & Bell; the floors are laid with Maw’s
tesselated pavement, and it is calculated that the
building will accommodate 559 persons. The material
is wood. Messrs. Taylor & Son, of Bromley, were
the contractors.
Penistone.—A new Wesleyan Methodist Chapel,
with school-room, class-room, &c., underneath, is to
be erected at Penistone, Sheffield. The building will be
in the Gothic style, from a design by Mr. Moxon,
architect, Barnsley. Accommodation will be pro-
vided in the chapel for 400 persons, and in the
school-room for 200 scholars. The cost will be
£1,000.
Sroxe Fremimve.—tThe parish church of Stoke
Fleming, after restoration from the designs of Mr.
J. P. St. Aubyn, was reopened on Tuesday week.
Two cumbrous galleries have been removed, the old
fashioned square pews demolished, and the old
plastering removed. The new roof, replacing an old
cradle roof, has open arched principals which, with
the rafters, are of red pine. Open benches of the
same material take the place of the pews. The
floors are paved with red, black, and buff tiles, sup-
plied by the Poole Architectural Pottery Company.
The aisles are separated from the nave by five arches
on each side, which, excepting the transept arches,
are of red sandstone, supported by large moulded
pillars formed of large blocks of gray slate, of the
same kind as those in Townstal and Blackawton
Churches. The transept arches, probably built at a
later period than the original church, are of Beer
stone, and were supported by four pillars of the
same material, but one of these on the southern side
was so much decayed that it has been replaced by
another of Bath stone, which is of the same colour,
although perhaps not so durable. Between the
north transept and the vestry, a new organ chamber
has been built; a new oak pulpit is also erected.
The church is now capable of seating 515 persons.
The outside of the church has been newly rough-
cast. The works have been executed in a most
satisfactory manner by Messrs. Stevenson & Son,
of Newton Ferrers, at a cost of about £1,400.
BUILDINGS.
NortHampton.—The new post office at North-
ampton is completed and will shortly be opened. The
style is Italian. The length of frontage is 42ft.,
and the building has three storeys. The ground-
floor front is completely of stone, the remainder
being of brick, with handsome Bath stone dressings.
The architect is Mr. Jas. Williams, Post Office
Surveyor, Whitehall, London, and the contractor is
Mr. Dunkley, of Blisworth. The erection has been
under the supervision of Mr. Hatch, clerk of the
works.
Sanpwicu.—Mr. Frederick Mares Godden, archi-
tect, Westminster, is about to restore the only re-
maining gateway of the ancient fortifications. The
subject of restoration is a portcullis in the old town
wall facing the Quay. The superstructure was
erected on the ancient walls (which still surround
the town) during the mayoralty of Richard Porridge
in the year 1581, and is known as “ Fisher’s Gate,”
formerly Gregory Ive’s Gate.
S. Luke’s.—At the last meeting of the Holborn
Board of Guardians, it was resolved to add a new
wing to the S. Luke’s Workhouse, City-road, at a
cost of £10,000, from plans by Mr. H. Saxon Snell,
architect to the Holborn Union. The plan will com-
plete the administrative offices required for 1,500
inmates, which it is proposed that building shall
eventually be made to accommodate; and, in ad-
dition, it will provide 125 additional beds. The
basement provides the following administrative
offices: —Dining-room, store clerks’ offices, bed and
wine cellars; and connected with these offices will be
the general store rooms of the buildings on either side.
The basement will complete the corridor communica-
tion between the kitchen, laundry, and staircase of the
new infirm wards. The ground floor will contain on the
right-hand side the master’s offices, clerks’ offices,
committee rooms, and waiting-room, and on the leit
side a waiting or receiving room, doctor’s examining
