Tay Bridge苏格兰铁路路线的一个关键结构，为苏格兰东海岸提出了增加的旅行和贸易机会。
From the Tay Bridge disaster of 1879 a new structure emerged which set new standards for bridge building in Britain.
1862: the North British Railway Chairman backs the Company’s plans to bridge the Tay and the Forth.
1863：Tay桥计划广泛支持邓迪商业社区领导人的会议。
1864-1870: strongly opposed by the Caledonian railway, two Bills for the construction of the bridge are presented to parliament but withdrawn. A third Bill, presented in 1870 is approved.
1871：桥梁建设合同被授予Charles de Bergue＆Co.工作在七月的桥上开始。
1873: a new contractor, Hopkins Gilkes & Co is appointed after de Bergue runs into financial difficulties.
1873: changing circumstances and matters of cost force Bouch to significantly change his designs for the bridge.
1877：9月26日，第一列火车穿过完整的泰桥。许多着名的人，皇帝，王子，甚至是美国前总统来看看桥梁。
1878: 31 May, official public opening of the bridge. It was an immediate success for the North British Railway.
1879: Queen Victoria crosses the bridge on her way to Balmoral. Thomas Bouch is knighted. 28 December: the thirteen ‘high girders’ which formed the central part of the original Tay Railway Bridge collapse in a storm.
1880：建立询问法院，以调查泰桥的崩溃。relery先生（休眠委员），yolland上校（铁路首席督察）和Wh Barlow（冰总裁）弥补了法院。其报告从根本上归咎于灾难的桥梁的设计。
1880：10月30日，托马斯Bouch先生死了一个破碎的人。
1881: 18 July, the North British Railway’s Bill for the construction of a new Tay Bridge, designed by W H Barlow is passed. October: William Arrol & Co appointed contractors for the new bridge.
1882：6月，通过法律果仁与贸易委员会延迟，新泰桥的建设开始。
1887: 16-18 June, the new bridge is inspected by the Board of Trade; the bridge is approved, and opened for traffic, without ceremony on 20 June.
1989：Tay桥列出了一级结构。
2000-2006: Network Rail undertakes a 6 year, £38m project to strengthen and refurbish the bridge.
Railway rivalry
在19世纪60年代，苏格兰北方英国和卡利尔岛铁路公司之间的战斗举行了抓住。通过苏格兰控制主要路线的至高无上将取决于哪家公司首先将沿邓迪桥梁桥梁。原来的Tay桥是由北方英国铁路公司建造的，由托马斯Bouch设计，是一名土木工程师，在英格兰和苏格兰东南部建造了许多小分支线路。
Design disaster
A railway bridge across the Tay had widespread support but from the start the design of the bridge was roundly criticised, its single track particularly so on grounds of both capacity and stability. As construction began, Bouch was forced to change his plans for the bridge. The foundations and bases were redesigned, the original brick piers replaced with braced cast iron columns and the number of spans was reduced which made each significantly wider. Despite ongoing difficulties in its construction, the bridge was opened with much celebration on 31 May 1878. Within a year it had increased the fortunes of the North British Railway as well as those for Dundee and towns throughout Fife. Passenger numbers between Dundee and Fife doubled and the railway saw a 40% increase in freight traffic. However, on the night of 28 December 1879 and in a terrible storm, the thirteen central ‘high girders’ of the bridge fell down. The subsequent Court of Inquiry fundamentally blamed the design of the bridge for the collapse, and its judgement rested on Thomas Bouch.
From the ashes of the old
After the disaster both the North British Railway and supporters of the Tay Bridge were determined that it should be rebuilt. The company quickly submitted a Bill to Parliament for the rebuilding of the old bridge, but as Thomas Bouch was associated with the rebuilding project, Parliament rejected the Bill. After dispensing of the services of Thomas Bouch, William Henry Barlow, who had sat on the Court of Inquiry, was invited to report on the best course of action. After thorough investigation of the options, his recommendation was to build a new double line bridge, completely independent of the old.
Barlow’s design for the new bridge was deeply influenced by the presence of the old. To satisfy stipulations made by the Board of Trade, the bridge was to be constructed exactly parallel alongside the old in order to keep navigation channels open, and its height was to be reduced from 88ft in the old bridge to 77ft in the new. As in the old bridge, the railway line was to run on the top of the approach girders, and through the girders of the high, larger navigation spans. Barlow recommended that if the spans of the new bridge were to be kept the same, girders from the old bridge that were unaffected by the collapse of the high girders, were able to be re-used in the new. The new bridge was to be built 60ft upstream from the old, allowing the old bridge to become ‘staging’ for the men and materials in the construction of the new. The approaches onto the new bridge were altered; to the south the branch lines were joined on brick arches nearer to the shore at Wormitt, and to the North the eastwards curve into Tay Bridge Station (now called Dundee) was softened. Stringent tests on weight and wind loading in the design and construction of the new bridge were also to be undertaken. The proposals for the ‘New Tay Viaduct’ were accepted by Parliament in October 1881, and the firm William Arrol & Co of Glasgow was appointed contractor.
The new Tay Bridge
新桥仅仅花了5年的时间来建造，谢谢大多数都要到特殊的浮桥设备，液压腿由威廉·萨鲁尔设计。这些液压池的各种布置用于沉入并构建砖块和混凝土基坑，竖立锻铁墩，将旧梁移动到新桥梁的位置，并建立新的导航跨度。完成的桥梁的长度为10711英尺，8396英尺在直线上，几乎在泰铢运行，直到它向东弯曲邓迪。有85个码头;1-28形成南方方法，28-41“导航跨度”和41-85北方方法。新泰桥于1887年6月20日在没有仪式的情况下开放到交通。
Did you know?
The New Tay Railway Bridge is 2miles 73 yards (3286m) long. It can vary in overall length by as much as 3ft 9in (1.14m) due to thermal expansion. Temperature extremes recorded in the Dundee district since 1980 have been +29C and -17C.