Pointed cutwaters to upstream side and rounded cutwaters, "very rare", to downstream side.
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Thorp Arch bridge has five arched spans, two of which are over the current course of the river Wharfe is built of Ashlar magnesian limestone. The central arch has triangular cutwaters which accommodate pedestrian refuges in the parapets (the bridge has a footpath only to its upstream side), the remaining piers have cutwaters terminating in offsets.
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The upstream (southern) piers have triangular cutwaters. Probably higher originally, they would have formed pedestrian refuges. The refuges were in-filled and the cutwaters capped with half-pyramid shaped stones when the parapet was raised. A well-preserved paved stone invert was found under the easternmost arch during repair works in 1992. The single span plate girder Ivel Navigation bridge of five curved cast iron beams resting on abutments of large sandstone blocks was built in 1823.
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The single track viaduct has an overall length of and width . The seven segmental arches have a span, with a rise of . The arch rings are . The bridge piers are thick with pointed cutwaters.
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This carries a concrete deck and full-height abutments over solid concrete piers with bullnosed cutwaters. In total, it used some of concrete in the design. The girder walls feature rectangular recessed panels capped by concrete copings.
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The Ministry of Railways of the USSR made the decision to erect new spans with subsequent dismantling of the old structures, because their load-carrying capacity didn't meet modern requirements anymore. A draft of the new bridge was developed by the Moscow Institute of Civil Engineers (). After the commissioning of Novosibirsk hydroelectric power plant, spring ice drifts ended around the city, and so the function of cutwaters (starlings) was no longer relevant. The bridge builders erected (spliced) seven ferroconcrete supports into the foundations of the former cutwaters and constructed two new abutments.
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It had a rectangular plan, long by wide. Its south wall rested on the north side (right-hand side when crossing from the Exeter side) of the bridge and its side walls rested on the cutwaters while the north wall was supported by piers rising from the riverbed which had their own cutwaters. The church was extended several times during the bridge's lifetime. By the end of the 14th century, accumulated silt on the Exeter side allowed a portion of land to be reclaimed and leaving the west wall of the church above dry land.
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Llangynidr Bridge lies in the Hundred (county division) of Crickhowell and is similar in style to the Crickhowell Bridge over the Usk, which dates from 1706. It has six arches, which vary in span from 22 to 30 feet, divided by v-shaped cutwaters topped by pedestrian refuges and parapets with plain coping stones. The cutwaters continue up to the parapet, in order to provide spaces for pedestrians to stand to avoid wheeled traffic crossing the bridge. It is 69m (230 ft) long and the road is 2.4m (8 ft) wide.
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The old bridge had seven arches and was recorded in 1849 as having an iron balustrade. The arches were divided by pointed cutwaters. Ultimately the old bridge was demolished in 1936 to make way for a modern replacement.
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The piers supporting the arches have become quite worn over time. They show several interesting architectural techniques. The bossage technique is visible on the downstream side of the eastern piers. The upstream faces of the piers show stepped cutwaters and footings.
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The west front of the gatehouse The bridge is in length and wide. The gatehouse stands high above the bridge deck. It has three arches standing on piers. The two piers that stand on the bed of the Monnow form cutwaters.
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The piers are protected by angled cutwaters and cylindrical fenders upriver. The bridge was notable for its safety features. It has six light standards (three to a side) along its length for illumination. Traffic gates and traffic lights warn traffic when the bridge will rise for vessels.
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The superstructure system of the bridge was composed of six spans. The length of each span was , the height , the weight 900 tons.Канувший в Лету мост The piers were reinforced by starlings (cutwaters) pointing upstream, to break up ice that floats downstream during the annual spring thaw.
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Fred Boedeker was awarded a contract for $7,058 to build this concrete deck girder bridge designed by the Iowa State Highway Commission. The three span structure features concrete abutments and piers with bullnosed cutwaters. The bridge was listed on the National Register of Historic Places in 1998.
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The Mill Street bridge is a , three-span concrete arch bridge with a deck. The maximum span of the arches measures . The bridge has flared concrete wingwalls covered with a stone veneer. On the upstream side are cutwaters on both piers and at both abutment–wingwall junctions.
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The bridge is long, and wide.Petersen, 2001, p. 318 It comprises three arches, two central piers with triangular upstream- facing cutwaters and downstream-facing buttresses with sloping cills. It is very similar in design to the more well-known Jisr Jindas, apart from the width of the piers.
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The stylistic concrete piers are cement rendered. There are dressed stone cutwaters embedded in concrete to the upstream leading edges. A cantilevered pedestrian footbridge is attached to the upstream side of the bridge. It has wrought iron stanchions, chain wire and timber top-rail balustrades on both sides.
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The National Inventory of Architectural Heritage describes it as a double-arched bridge, built c. 1800, and spanning the Dripsey River. A single-span feeder arch is located on the western side. It also has rubble stone v-cutwaters on its north and south elevations, and rubble stone parapet walls with concrete capping.
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On the (original) downstream side, the arches are recessed, though not on the upstream side. The bridge has V-shaped cutwaters to both sides with pedestrian refuges above. Construction is of rubble masonry with flat coping stones on the parapets. The bridge is long and has a minimum width of between parapets.
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Barcelos Bridge is a medieval bridge that crosses the Cávado River in Barcelos, Portugal. The bridge was classified as a National Monument in 1910. Construction started in 1325 by order of Pedro Afonso, Count of Barcelos; the structure underwent re-construction works during the XVII and XIX centuries. It features five uneven arches, with cutwaters in the pillars.
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This was a stone bridge of eleven arches. It was built by Henry Yevele between August 1387 September 1391. The bridge over the tidal River Medway was long and wide. The piers were built on protective platforms called starlings, each about wide and long with cutwaters or pointed ends upstream and downstream to deflect the current.
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The lido design is a semicircle of diameter. The site comprises a concrete pool, counter-fort outer walls, reinforced concrete inner walls, duct walls and floors. The main building is reinforced with concrete and has some stone retaining walls. The semi-circular pool has projecting jetties, and at the entrance, there are circular cutwaters separated by steps.
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The arches were of local freestone with sandstone ashlar facings and rounded cutwaters: these were later extended to form semi-circular buttresses. Built in 1811 - 1812, it is the oldest surviving railway viaduct in Scotland. and one of the oldest in the world. It is about 82 m (270 ft) long by 5.8 m (19 ft) wide over all.
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It has six fine masonry spans, with relatively small round cutwaters, which are fitted on the upstream side with stout steel fenders to provide protection from debris. The centre of the bridge has a pedestrian refuge on each side. The arches have been reinforced by a layer of concrete in the soffit."Builth Wells Bridge" at brantacan.co.
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The bridge was repaired and strengthened in 1916, 1938, 1956, 1965, 1967 and 2006. The 1903 central cast iron cylinder piers, cutwaters, timber cross-bracings and boxing remain, though most other parts have been replaced. From 1905 to May 1962 it was a road rail bridge, with traffic controlled by bridge-keepers. The road was wide.
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Linton Bridge carries the minor road that links Collingham and Linton over the River Wharfe near Wetherby in West Yorkshire, England. The Grade II listed bridge was built out of rock-faced stone in the early to mid-19th century. Its parapet, terminating in square piers, was renewed later that century. It has three basket arches and rounded cutwaters.
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There are eight arches, with cutwaters on the upper side. In 1644, supporters of Charles I demolished the bridge to cover his retreat from Worcester to Oxford - this was repaired in 1650 by Quarter Sessions, for whom Bidford Bridge was a 'county bridge' under its control. The Heart of England Way walking route uses the bridge.
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Road bridge over the River Tern, not far from the confluence of the River Roden. Ashlar with 3 rusticated round-arches with keyblocks. Cutwaters have semi- circular section 'pilasters' above in the spandrels. String course and low parapet with panel at centre inscribed with date MDCCLXXXII (Roman for year 1782) and inscription "the last Edifice erected by that ingenious Architect William Hayward".
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These stepped piers are a feature typical of Roman construction. Two of the relieving arches (the fifth and seventh arches from the western end) have their upstream side open but have been filled on the downstream side. The dimensions of the arches all differ due to the complex history of its construction. The upstream faces of the piers now have triangular cutwaters.
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A central pier has cutwaters both upstream and downstream. There is a third paper mill at Burneside. Here the mill was fed by a channel which drove turbines to generate electricity. At the southern edge of the mill, the river was crossed by Burneside Bridge, which was washed away in the floods of December 2015, and was being reconstructed in 2019.
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The Mower Road – Cole Drain Bridge is a three-span concrete structure, consisting of three concrete through girder spans. The spans are supported by concrete abutments and piers with bullnosed cutwaters. The bridge contains straight 45-foot girders, which form the guardrails on either side of the concrete slab deck. Rectangular recessed panels on the exterior of the girders provide a minimal decoration.
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The bridge spans the River Dove and provides a crossing between the parishes of Stretton, Staffordshire and Egginton, Derbyshire. It is a stone bridge with four arches, founded in the river on cutwaters, and with triangular bastions (outwards projections of the deck and parapet) at the piers. Each arch spans apprximately and the bridge is around wide. The arches, except for the westernmost, are ribbed.
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Nearby water mill The ancient bridge had nine arches with spans of 10–12 m. The roadway rested on wide piers, which were protected on both sides by arched floodways and large cutwaters. The original length of the structure is estimated as 150 m, its road width as 4 m. The missing spans are known to have been destroyed by flood some time before 1536.
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Replacement bridge, 2012 The Wadhams Road Bridge was long, and consisted of two curved chord, concrete through-girder spans. The bridge was wide, and carried a roadway with concrete girders on each side, serving as railings. Each girder contained five openings, with a row of 14 recessed square panels below. The bridge sat on a solid concrete pier with slightly pointed cutwaters on each end.
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The Williams-Ellis bridge has curved grey sandstone cutwaters between each arch. The parapets are built up with layers of sandstone ashlar, alternating in thickness. There are Georgian style octagonal lamps attached to the parapets above each arch. The parapets continue some distance beyond the ends of the bridge, for example the southwest parapet curving down Station Approach towards the nearby Carmarthen Railway Station.
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Greystone Bridge is south-east of Launceston, Cornwall and carries the B3362 over the River Tamar. It is faced in stone with a dressing of freestone. The road is wide and the bridge's cutwaters extend up to up from the river's bed; there is a footpath for use by pedestrians. The bridge has four segmental arches and two floodwater arches measured at on each bank.
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The viaduct is in good condition, having been renovated between 1992 and 1995. Repairs included replacement of masonry and brickwork, grouting, and underwater repair to one of the cutwaters. It is near to the Roman settlement of Trimontium, which is to the south-west of the viaduct. To the east of the viaduct are the Drygrange Old Bridge, a road bridge dating from 1776, and its modern successor.
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The National Inventory of Architectural Heritage describes it as a triple-arch humpback road bridge built c. 1780. It has rubble stone walls, concrete capping to the parapet, arches with dressed stone voussoirs, and v-shaped cutwaters on its east and west elevations. The bridge's name is said to derive from nearby Dripsey Castle, Carrignamuck. Adjoining the bridge is the entrance to Dripsey Castle, a gate lodge and an ornamental tower.
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A barge lock was constructed against the north-east ("Surrey") side. This is followed by four immense brick piers protected by large ashlar stone cutwaters (starlings). These in turn support relatively thin stone dressings reaching to the metal parapet level, carved in a classical style with reredos and cornices, supporting painted metal arches. A matching-colour balustrade is above the arches finished with black lanterns, metal pillars and simple finials.
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The Lake Leelanau Narrows Bridge is a three-span structure crossing the narrowest part of the Lake Leelanau. Each span is long and consists of nine rolled steel beams, sitting on concrete mid- stream piers and skewed end abutments. The base of each pier are formed into pointed cutwaters at each end. Four posts on each pier support the bridge, with the exterior post ending with a graceful Streamline Moderne curve.
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It is long, with four arches of span, and high above the surface of the river. According to measurements by John Rennie as the canal was nearing completion, there was around of puddle clay at the bottom of the canal. The aqueduct was designed to carry a depth of of water. The piers are buttressed in such a way as to resemble cutwaters, but only one pier sits in the river.
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The piers themselves were protected on their up- and downstream side by large cutwaters with pointed caps. Slot-like hollow chambers (view from west) The bridge is 5.60 m wide and around 158 m long. Hasluck gave the spans of the third and seventh opening as 12.20 m each. The facing, including breakwaters and hollow chambers, consists of granite blocks, whereas the interior is filled with mortar-bound rubble.
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Further, it connected Castro Laboreiro with Galicia to the east, in the direction of Celanova (through Portos and Seara) and south towards Entrimo and Lobios (through Ameixoeira). It is an arched bridge, with soft incline, over two arcs with long, regular staves, reinforced by triangular cutwaters. On the ramp are large rectangular stone blocks that act as railing. It is proceeded by a gentle incline from a curvilinear bend in the road on both sides.
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The five brick piers have triangular cutwaters which extend upwards to provide pedestrian refuges. The total cost of the construction was £3,617 (equivalent to £ today) which was met by Gibbs, the unusually low tolls being levied only to meet the cost of ongoing maintenance. The bridge opened in 1867 with its builder, Richard Casey, as toll keeper. In 1931 the bridge was nearly demolished as part of Berkshire County Council's policy of replacing toll bridges.
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The Old Dumbarton Bridge was eventually built in 1765 by John Brown of Dumbarton, at the site of a ferry crossing. It was constructed at the behest of the Duke of Argyll, who was anxious to obtain access to Glasgow from his estate at Rosneath. The bridge, with five segmental arches with rounded cutwaters, resulted in the extension of Dumbarton to West Bridgend. The bridge was substantially developed in 1884 and 1934.
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Carron Bridge is located near the town of Carron, in Moray, Scotland. The main span, a segmental arch, is supported by three cast iron ribs, each cast in seven parts and bolted together, with masonry flood arches on each bank, which have spans of . The spandrels linking the main arch to the carriageways are composed of delicate cast iron lattice work. At either end are abutment piers of rustic ashlar, protected by triangular cutwaters.
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The western pier is to in width, whilst the eastern pier is to wide. Both have pointed cutwaters, much eroded on the east pier downstream, and are faced with large granite blocks, rough and weathered on the west pier, dressed and squared on the east pier. The three openings beneath the bridge vary from to wide and are roughly square in section. The abutments and causeways have masonry walls of roughly dressed granite and rubble.
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The bridge features six uneven arches with cutwaters. It is possibly a reconstruction of a pre-existing Roman bridge, with characteristics attributable to the Late Middle Ages and similarities to many other bridges built in Northern Portugal during the XIII century. The bridge was subject to studies performed by investigators from the University of Porto, at the behest of Direção-Geral dos Edifícios e Monumentos Nacionais. It was found that the structure was in risk due to heavy traffic.
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Projecting pilasters form rectangular cutwaters, which extend up the face of the piers to form part of the parapet walls. The width between the parapets is 7.6 metres. The retaining walls of the western embankment have been strengthened by the addition of stay bolts, which extend deep inside the embankment and bolt fixings set onto the faces of the retaining walls. Concrete has been applied to some of the vertical pilasters and areas of the masonry.
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The effect of adding to the bridge can be seen from below The five spans vary in length from to . The oldest part of the bridge uses arches which are almost circular, but the more modern parts use flatter segmental arches. On the upstream side the piers have triangular ashlar cutwaters, and rounded profiles on the downstream side. At the north end of the bridge is an arched ramp to the east that leads to Tweed Green.
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The Beach–Garland Street Bridge was a two-span Luten arch concrete bridge, constructed from two heavily skewed filled spandrel arches spanning 80 feet. The arches were supported by massive concrete abutments on each bank and a central pier with bullnosed cutwaters. The arches were elliptically shaped with tapered arch rings marked with incised lines in the concrete. The arches supported an asphalt-surfaced roadway, flanked on both sides by concrete sidewalks which were cantilevered over the arch supports.
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The upstream piers all have stone cutwaters. The parapet has a thick moulding on the outside and is built with holes to allow water to flow off the roadway. Sinclair detects spolia (reused stonework) from the Classical and Anatolian Seljuk periods in the construction of the current bridge. He interprets this as likely to indicate that the original bridge was built by the Seljuks and included some material from an earlier building of the Classical era.
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Lade Bank Pumping Station Lade Bank lock was built on the Hobhole Drain in 1805 by John Rennie and 1867 the Lade Bank pumping station was built of red and yellow brick. Originally a lock of four cutwaters and two abutments with grooves and fixings for lock gates. In 1867 an engine house and pumping station with tall chimney were built above. The engine house contained six boilers to raise the steam to operate the two pumps.
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"Tripontium", with the new concrete road bridge in front of the Old Bridge and the viaduct behind The Old Bridge has a central span of , with two side spans of , and a smaller arch in the south abutment. The central arch has a rise of . The rounded cutwaters are carried up to the level of the roadway and are topped with angular pedestrian refuges. Hollow spandrels reduce the weight of the structure, an innovation by Thomas Telford.
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The triangular cutwaters extend up to the level of the deck to become pedestrian refuges. The bridge is now one way, from east to west. A short distance upstream is the Royal Tweed Bridge, which succeeded the Berwick Bridge as the main road crossing of the Tweed at Berwick when it opened in 1928. In 1984, the A1 River Tweed Bridge opened about a mile to the west of Berwick, carrying the A1 road around the town.
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The Kelso Bridge has five elliptical arches of span and rise, and is wide between the parapets. A pair of engaged Doric columns rises from the semicircular cutwaters on each of the piers. The high approach at the south end meant that to keep the deck level, as was Rennie's style, an embankment had to be built at the north end. The design of the Kelso Bridge inspired Rennie's design of the Waterloo Bridge in London.
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The two different bridges can be seen here The bridge has five spans of dressed granite, and rounded cutwaters that carry up to road level to form pedestrian refuges. The spans are , with a rise of . It was widened in 1958-59, from , to by the construction of a new concrete bridge adjacent to the old one. It now carries four lanes of the A956 road, and is the last bridge on the River Don before it meets the sea.
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The next bridge is Barley Bridge, above which is Staveley (old) weir, which supplied a corn mill on the east bank and a woollen mill on the west bank. Barley Bridge was built of slate rubble, possibly in the 17th century. It was widened in the 20th century, when the north side was rebuilt in a sympathetic style. The two arches are supported by a central pier, with cutwaters at river level and a pedestrian refuge above the cutwater on the north side.
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For this purpose, special foot sidewalks were made of wood (subsequently the movement of pedestrians was forbidden). The piers were reinforced by starlings (cutwaters) pointing upstream, to break up pieces of ice floating downstream during the annual spring thaw. 270 px In June 1919, the battles of the Russian Civil War took place directly around the town of Ufa. Striving to keep their control over the town at any cost, the retreating troops of Admiral Kolchak detonated the sixth right-bank span of the bridge.
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27-30 There is evidence available to suggest that it existed much earlier, probably even before the 8th century BC. They appear first on stylized images found on Greek pottery and jewelry and on Assyrian reliefs and paintings.Casson, L. "The Ancient Mariners: Seafarers and Sea Fighters of the Mediterranean in Ancient Times." Princeton: Princeton University Press, 1991; pp. 76-77. The ram most likely evolved from cutwaters, structures designed to support the keel-stem joint and allow for greater speed and dynamism in the water.
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The surviving arches are up to 6 metres high. The piers are rounded in the downstream direction but feature cutwaters (streamlined brickwork intended to reduce the impact of the water on the piers) facing upstream. Local stone was used for the faces of the arches, behind which is gravel and rubble contained within a box of wooden stakes which were driven into the ground and the riverbed. Dendrochronology (tree-ring dating) has established that the oldest of these stakes came from trees felled between 1190 and 1210.
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When asked to confirm this sum, he replied that Midhat Pasha could take his head if he didn't succeed doing it for this sum. It is 276 m long and 6 m wide, has 14 arches each with a clearance of 12 m and decorated with relief images of animals. Constructed from local limestone and limestone plaster, it is supported by 13 props with cutwaters. The Belenski most suffered from a flood in 1897, as 8 vaults of the central part (about 130 m) were destroyed.
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Reinforcing cages of rebar with a strength grade up to A-I and A-II (St5sp and St3sp steel grades) in diameter of 10 to 20 mm were embedded into the sheaths voids. In total, 304 sheaths were immersed during construction. The intermediate supports were massive prefabricated monolithic structures. They were dressed with granite slabs from the edges of the foundations up to the high-water level area and equipped with pointed ends on the upstream side serving as cutwaters (starlings) equipped with a vertical cutting surface.
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It is a late stone road arch bridge with four spans. The two middle arches are of span, and the outer two of span, and the width of the roadway between the parapets is . The outer piers have triangular cutwaters, but the central pier has a curved cutwater that continues up to the height of the road, with a break in the parapet to create a refuge for pedestrians. The bridge uses dressed-stone for the arch rings, and has coursed-rubble spandrels and wing walls.
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Gatehampton Railway Bridge from the upstream bank The each of the two bridges consist of four low semi-elliptical arches, having a combined length of 120 meters and a width of 18 meters. The arches rise from water level from round cutwaters moulded in ashlar and featuring a square span of 62 foot (19 meters). In relation to the river below, the bridge is noticeably skewed, using step-outs on each bank with raked and slightly splayed abutments. The bridge is primarily composed of red brick, laid in English bond with Bramley Fall gritstone dressings.
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A.) 6 (N.A.) 3 Sketch of the surviving sections of the bridge, including the now vanished triumphal arch in the western end, and the apse in the eastern end (1838) The piers are shaped so as to act as cutwaters, rounded on the upstream and pointed on the downstream side. The only exception is the broadest pier on the western shore, which is wedge-shaped on both sides. This feature of the Sangarius bridge sets it apart from most known Roman bridges, which usually feature pointed cut- waters upstream, and – if existing – also downstream.
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Woolbeding House Woolbeding was listed in the Domesday Book (1086) in the ancient hundred of Easebourne as having 24 households: 14 villagers, 5 smallholders and five slaves; with woodland, ploughing land, meadows, a mill and church, it had a value to the lord of the manor of £6. Woolbeding Bridge across the River Rother is a medieval one, with three arches and two cutwaters. The large 18th century country house, Woolbeding House, is a Grade I listed building. It was the home of the late Simon Sainsbury of the Sainsbury supermarket family.
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The starlings of Tower Bridge are clearly seen beneath the roadway. In architecture, a starling (or sterling) or, more commonly, cutwater is a defensive bulwark, usually built with pilings or bricks, surrounding the supports (or piers) of a bridge or similar construction. Starlings are shaped to ease the flow of the water around the bridge, reducing the damage caused by erosion or collisions with flood-borne debris, and may also form an important part of the structure of the bridge, spreading the weight of the piers. So the cutwaters make the current of water less forceful.
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Watercolour, pen and ink drawing of Barton Aqueduct in 1793 by G. F. Yates At about long, wide and above the river at its highest point, the aqueduct was, for its time, an enormous construction. Early illustrations show the aqueduct's piers to have been flat- faced, but an engraving of 1864 shows them to have pointed cutwaters extending beyond the spring of the arch; it is likely that the piers were refaced in the early 1820s. The arches were composed of several rings of brickwork, with masonry used for decorative keystones. All the masonry used in the structure was coursed ashlar.
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The bridge continues to be an important crossing point over the river, linking the centre of Ludlow with Ludford and places to the south and southwest of the town, including the town's livestock market. Until the opening of the Ludlow by-pass in 1979, the A49 road used the bridge (the B4361 through Ludlow and Ludford was then the A49). Vehicular traffic over the bridge is restricted to one direction at a time, and the two-way traffic of the road is controlled by traffic lights on both sides. Pedestrian refuges exist above the cutwaters between the arches.
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Larger scale removal of Brown's infilling of the site began in the 1880s, when the 10th Earl of Scarborough ensured that the process was recorded photographically. Responsibility for the ruins passed to the State following the First World War, after which Brown's lake was drained and the original water channels were rediscovered and reinstated. The Office of Works used the work as a way to provide jobs for the unemployed. Two cutwaters are visible, one to the west of the site near the 18th century banquetting lodge, and the other at the east of the site, which carries the public footpath to Laughton Pond.
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The pointed arches which dominate visually the present-day structure, or rather its remains, are testimony to numerous reconstruction and maintenance works executed in Islamic times.Reconstructed arches: ; other repairs: The typical clear span of the Pol-e Kaisar was between 6.6 and 9 m. The piers, protected on their upstream side by pointed cutwaters, were of rectangular shape and pierced by high-set floodways; their considerable thickness of 5 to 6.4 m restricted the waterway by nearly one-half. By comparison, pier thicknesses of Roman bridges located within the empire’s frontiers commonly made up one-fourth of the length of the bridge and did not exceed a maximum of one-third.
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The Old Spey Bridge crosses the River Spey at Fochabers, between the parishes of Bellie and Speymouth. The present structure has three spans, all supported by segmental arches. The two arches at the eastern end, surviving from when the bridge was built, are of ashlar, with large oculi in the rubble-built spandrels between them, and with tooled ashlar cutwaters. The western arch, built to replace two arches that were destroyed in a flood, is of cast iron, supported by three ribs, with lattice grids connecting supporting the roadway to the arch, and is known as the longest cast iron span of its kind in Scotland.
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The and bridge features three segmental arches with a span to rise ratio of up to c. 3:1. Its spans are 2.80 m, 7.90 m and 11.40; the thickness of the two larger arch ribs is between one and two Roman feet, making the structure one of the few Roman bridges whose ratio for rib thickness to span is lower than the commonly applied ancient standard of 1:20. The bridge was built of local limestone whose shape varies according to its function: the arches consist of voussoirs, the spandrel walls of irregular stonework. The main pier is protected both upstream and downstream by large triangular cutwaters out of rectangular blocks of stone.
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Ruined state of the bridge in 2009 The Macestus Bridge has a width of 6.35 m and a length of 234 m, excluding the ramps at both ends. The distance between the centreline of the piers measures 17.80 m for each of its 13 arches, the clear span being 14.20 m and the pier width, accordingly, 3.60 m. The slender piers are protected upstream by triangular cutwaters and, owing to a favourable thickness against span ratio of almost 1 to 4, allowed the waterflow to pass the bridge relatively unrestricted. The rise from the springing line to the keystone is only 4.30 m (see drawing), giving the arcade a span-to-rise ratio of 3.3 to 1.
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Pont Cysyllte, or Cysylltau Bridge Aerial view of Pont Cysyllte Pont CysyllteCysylltau Bridge; Pont Cysyllte RCAHMW also known as Cysylltau BridgeCysylltau Bridge; Pont Cysyllte RCAHMW or Bont Bridge is a 17th-century road bridge crossing the River Dee near the village of Trevor, Wrexham County, Wales. It lies 200 m west of Thomas Telford's Pontcysyllte Aqueduct and, carrying the B5434 road, is the main connection between Trevor and nearby Froncysyllte. The sandstone bridge is dated '1697', though it was substantially rebuilt during the 18th century, and only the south arch and part of the south pier are original. The bridge comprises three arches, with full-height triangular cutwaters between each arch, each topped by a pedestrian refuge.
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Essex Bridge, a packhorse bridge across the River Trent Medieval packhorse bridge crossing the Almofrei at Cotobade, Galicia A packhorse bridge is a bridge intended to carry packhorses (horses loaded with sidebags or panniers) across a river or stream. Typically a packhorse bridge consists of one or more narrow (one horse wide) masonry arches, and has low parapets so as not to interfere with the panniers borne by the horses. Multi-arched examples sometimes have triangular cutwaters that are extended upward to form pedestrian refuges. Packhorse bridges were often built on the trade routes (often called packhorse routes) that formed major transport arteries across Europe and Great Britain until the coming of the turnpike roads and canals in the 18th century.
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The Gatehampton Railway Bridge is actually two individual viaducts running parallel to one another, sharing cutwaters. The west or fast viaduct was the first to be constructed, being a part of the Great Western Railway's (GWR) original route between London and Bristol. The line was authorised during 1835 by an Act of Parliament, while construction commenced during the following year. The bridge was designed by the noted civil engineer Isambard Kingdom Brunel, who served as the lead engineer of the line for the GWR, to carry the main line over the River Thames. Brunel’s chosen route, designed to be as direct and level as possible, required the line to cross the River Thames twice in the narrow Goring Gap, west of Reading, necessitating the construction of two bridges at Gatehampton and Moulsford.
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