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This increased psionic training helps. Remember to move downloaded map to your Warcraft 3 dir. Default dir CProgram FilesWarcraft IIIMapsDownload. Everything you need to know about the Resources and AdvancementsUpgrades in your Class Order Halls in World of Warcraft Legion. This week Amazon had its biggest shopping day ever, with the Dot, the pintsized version of the companys Echo, being the best seller of the day. While the device. Tay Bridge disaster Wikipedia. The Tay Bridge disaster occurred during a violent storm on Sunday 2. December 1. 87. 9 when the first Tay Rail Bridge collapsed while a train was passing over it from Wormit to Dundee, killing all aboard. Program Remote Entry Key'>Program Remote Entry Key. The bridgedesigned by Sir Thomas Bouchused lattice girders supported by iron piers, with cast iron columns and wrought iron cross bracing. The piers were narrower and their cross bracing was less extensive and robust than on previous similar designs by Bouch. Bouch had sought expert advice on wind loading when designing a proposed rail bridge over the Firth of Forth as a result of that advice he had made no explicit allowance for wind loading in the design of the Tay Bridge. There were other flaws in detailed design, in maintenance, and in quality control of castings, all of which were, at least in part, Bouchs responsibility. Bouch died within the year, with his reputation as an engineer ruined. Future British bridge designs had to allow for wind loadings of up to 5. Pa. Bouchs design for the Forth Bridge was not used. The bridgeedit. Original Tay Bridge from the north. Construction began in 1. Trial borings had shown the bedrock to lie at no great depth under the river. At either end of the bridge, the bridge girders were deck trusses, the tops of which were level with the pier tops, with the single track railway running on top. However, in the centre section of the bridge the high girders the bridge girders ran as through trusses above the pier tops with the railway inside them in order to give the required clearance to allow passage of sailing ships to Perth. Daihatsu Sirion Owners Manual here. The bedrock actually lay much deeper than the trial borings had shown, and Bouch had to redesign the bridge, with fewer piers and correspondingly longer span girders. The pier foundations were now constructed by sinking brick lined wrought iron caissons onto the riverbed, and filling these with concrete. To reduce the weight these had to support, Bouch used open lattice iron skeleton piers each pier had multiple cast iron columns taking the weight of the bridging girders. Wrought iron horizontal braces and diagonal tiebars linked the columns in each pier to provide rigidity and stability. The basic concept was well known, but for the Tay Bridge, the pier dimensions were constrained by the caisson. For the higher portion of the bridge, there were 1. In order to accommodate thermal expansion, at only 3 of their 1. There were therefore 3 divisions of linked high girder spans, the spans in each division being structurally connected to each other, but not to neighbouring spans in other divisions. The southern and central divisions were nearly level, but the northern division descended towards Dundee at gradients of up to 1 in 7. The bridge was built by Hopkin Gilkes and Company, a Middlesbrough company which had worked previously with Bouch on iron viaducts. Gilkes, having first intended to produce all ironwork on Teesside, used a foundry at Wormit to produce the cast iron components, and to carry out limited post casting machining. Gilkes were in some financial difficulty they ceased trading in 1. May 1. 87. 9, before the disaster. Bouchs brother had been a director of Gilkes,note 1 and on his death in January 1. Bouch had inherited Gilkes shares valued at 3. Gilkes borrowings and been unable to extricate himself. The change in design increased cost and necessitated delay, intensified after two of the high girders fell when being lifted into place in February 1. The first engine crossed the bridge in September, 1. A Board of Trade inspection was conducted over three days of good weather in February 1. The inspection report noted When again visiting the spot I should wish, if possible, to have an opportunity of observing the effects of high wind when a train of carriages is running over the bridge. The bridge was opened for passenger services on 1 June 1. Bouch was knighted in June 1. Queen Victoria had used the bridge. DisastereditOn the evening of Sunday 2. December 1. 87. 9, a violent storm 1. Beaufort scale was blowing virtually at right angles to the bridge. Witnesses said the storm was as bad as any they had seen in the 2. China Sea. 1. 3 The wind speed was measured at Glasgow  7. Aberdeen, but not at Dundee. Higher windspeeds were recorded over shorter intervals, but at the inquiry an expert witness warned of their unreliability, and declined to estimate conditions at Dundee from readings taken elsewhere. One modern interpretation of available information suggests winds were gusting to 8. Usage of the bridge was restricted to one train at a time by a signalling block system using a baton as a token. At 7 1. 3 p. m. a train from the south consisting of a 4 4 0 locomotive, its tender, five passenger carriages,note 3 and a luggage van brake van1. The signalman turned away to log this and then tended the cabin fire, but a friend present in the cabin watched the train when it got about 2. The signalman saw none of this and did not believe when told about it. When the train failed to appear on the line off the bridge into Dundee he tried to talk to the signal cabin at the north end of the bridge, but found that all communication with it had been lost. Not only was the train in the river, but so were the high girders, and much of the ironwork of their supporting piers. Divers exploring the wreckage later found the train still within the girders, with the engine in the fifth span of the southern 5 span division. There were no survivors only 4. Fifty six tickets for Dundee had been collected from passengers on the train before crossing the bridge allowing for season ticket holders, tickets for other destinations, and for railway employees, 7. The locomotive was dropped during retrieval, but eventually recovered and returned to service. The left front of the recovered locomotive tender. Right side of the recovered locomotive tender. Torrent Adobe Lightroom 6 Upgrade Mac. Two wagons holding wreckage salvaged from the train. Opposite view of previous view showing two wagons holding salvaged wreckage. Salvaged wreckage from the train. Salvaged wreckage from the train. Court of Inquiry evidenceeditA Court of Inquiry a judicial enquiry under Section 7 of the Regulation of Railways Act 1. Henry Cadogan Rothery, Commissioner of Wrecks, presided, supported by Colonel Yolland Inspector of Railways and William Henry Barlow, President of the Institution of Civil Engineers. By 3 January 1. 88. Dundee they then appointed Henry Law a qualified civil engineer to undertake detailed investigations. Whilst awaiting his report they held further hearings in Dundee 2. February 3 March having got it they sat at Westminster 1. April 8 May to consider the engineering aspects of the collapse. By then railway, contractor and designer had separate legal representation, and the NBR had sought independent advice from James Brunlees and John Cochranenote 7, both engineers with extensive experience of major cast iron structures. The terms of reference did not specify the underlying purpose of the inquiry to prevent a repetition, to allocate blame, to apportion liability or culpability, or to establish what precisely had happened. This led to difficulties culminating in clashes during the Westminster sessions and when the court reported their findings at the end of June, there was both an Inquiry Report signed by Barlow and Yolland and a minority report by Rothery.