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Illinois river (United States) (search for this): entry engineering
n, Paris, Berlin, Boston, Chicago, and New Orleans. A very difficult work was the drainage of the City of Mexico, which is in a valley surrounded by mountains, and elevated only 4 or 5 feet above a lake having no outlet. Attempts to drain the lake had been made in vain for 600 years. It has lately been accomplished by a tunnel 6 miles long through the mountains, and a canal of over 30 miles, the whole work costing some $20,000,000. The drainage of Chicago by locks and canal into the Illinois River has cost some $35,000,000, and is well worth its cost. Scientific research has been applied to the designing of high masonry and concrete dams, and we know now that no well-designed dam on a good foundation should fail. The dams now building across the Nile by order of the British government will create the largest artificial lakes in the world. The Suez Canal is one of the largest hydraulic works of the last century, and is a notable instance of the displacement of hand labor by
Charles (Massachusetts, United States) (search for this): entry engineering
sons (in this case made of iron) was carried out with perfect success. The erection of this bridge involved another difficult problem. The mud was too soft and deep for piles and staging, and the cantilever system in this site would have increased the cost. The solution of the problems presented at Hawkesbury gave the second introduction of American engineers to bridge building outside of America. The first was in 1786, when an American carpenter or shipwright built a bridge over Charles River at Boston, 1,470 feet long by 46 feet wide. This bridge was of wood supported on piles. His work gained for him such renown that he was called to Ireland and built a similar bridge at Belfast. Tunnelling by compressed air is a horizontal application of compressed-air foundations. The earth is supported by an iron tube, which is added to in rings, which are pushed forward by hydraulic jacks. A tunnel is now being made under an arm of the sea between Boston and East Boston, some 1
Noddle's Island (Massachusetts, United States) (search for this): entry engineering
e over Charles River at Boston, 1,470 feet long by 46 feet wide. This bridge was of wood supported on piles. His work gained for him such renown that he was called to Ireland and built a similar bridge at Belfast. Tunnelling by compressed air is a horizontal application of compressed-air foundations. The earth is supported by an iron tube, which is added to in rings, which are pushed forward by hydraulic jacks. A tunnel is now being made under an arm of the sea between Boston and East Boston, some 1,400 feet long and 65 feet below tide. The interior lining of iron tubing is not used. The tunnel is built of concrete, reinforced by steel rods. Success in modern engineering means doing a thing in the most economical way consistent with safety. Had the North River tunnel, at New York, been designed on equally scientific principles it would probably have been finished, which now seems problematical. The construction of rapid-transit railways in cities is another branch of e
Europe (search for this): entry engineering
lt 12,982 miles. They were built economically, and at first in not as solid a manner as those of Europe. Steeper gradients, sharper curves, and lighter rails were used. This rendered necessary a difwivelling-truck and equalizing-beam enabled our engines to run safely on tracks where the rigid European engines would soon have been in the ditch. Our cars were made longer, and by the use of longes. The large American rolling-stock is not used in England, and but little on the continent of Europe, as the width of tunnels and other obstacles will not allow of it. It is said that there is an aississippi in six days. The parts were not assembled until they were put upon the false works. European engineers have sometimes ordered a bridge to be riveted together complete in the maker's yard, ury. The irrigation works of Asia, Africa. Spain, Italy, the Roman aqueducts, and the canals of Europe, are examples. Hydraulic works cannot be constructed in ignorance of the laws which govern the
China (China) (search for this): entry engineering
strial engineering, or the production of articles useful to man. This may be divided into agricultural, mining, metallurgical, and chemical engineering. Structural engineering. This is the oldest of all. We have not been able to surpass the works of the past in grandeur or durability. The pyramids of Egypt still stand, and will stand for thousands of years. Roman bridges, aqueducts, and sewers still perform their duties. Joseph's canal still irrigates lower Egypt. The great wall of China, running for 1,500 miles over mountains and plains, contains 150,000,000 cubic yards of materials and is the greatest of artificial works. No modern building compares in grandeur with St. Peter's, and the medieval cathedrals shame our puny imitations. Railways. The greatest engineering work of the nineteenth century was the development of the railway system which has changed the face of the world. Beginning in 1829 with the locomotive of George Stephenson, it has extended with such s
Ohio (United States) (search for this): entry engineering
t high and over half a mile long, belongs to this era. It is the type of the numerous high viaducts now so common. About 1885 a new material was given to engineers, having greater strength and tenacity than iron, and commercially available from its low cost. This is basic steel. This new chemical metal, for such it is, is 50 per cent. stronger than iron, and can be tied in a knot when cold. The effect of improved devices and the use of steel is shown by the weights of the 400-foot Ohio River iron bridge, built in 1870, and a bridge at the same place, built in 1886. The bridge of 1870 was of iron, with a span of 400 feet. The bridge of 1886 was of steel. Its span was 550 feet. The weights of the two were nearly alike. The cantilever design, which is a revival of a very ancient type, came into use. The great Forth Bridge, in Scotland, 1,600-foot span, is of this style, as are the 500-foot spans at Poughkeepsie, and now a new one is being designed to cross the St. Lawrence n
North River (Virginia, United States) (search for this): entry engineering
ng, in 1852, and the Brooklyn Bridge, of 1,600 feet, built by Roebling and his son, twenty years after, marked a wonderful advance in bridge design. The same lines of construction will be followed in the 2,700-foot span, designed to cross the North River some time in the present century. The only radical advance is the use of a better steel than could be had in earlier days. Steel-arched bridges are now scientifically designed. Such are the new Niagara Bridge, of 840-foot span, and the Aland 65 feet below tide. The interior lining of iron tubing is not used. The tunnel is built of concrete, reinforced by steel rods. Success in modern engineering means doing a thing in the most economical way consistent with safety. Had the North River tunnel, at New York, been designed on equally scientific principles it would probably have been finished, which now seems problematical. The construction of rapid-transit railways in cities is another branch of engineering. Some of these r
London (United Kingdom) (search for this): entry engineering
is that of subways. There are two kinds, those near the surface, like the District railways of London, the subways in Paris, Berlin, and Boston, and that now building in New York. The South London South London and Central London, and other London projects, are tubes sunk 50 to 80 feet below the surface and requiring elevators for access. The construction of the Boston subway was difficult on account of tCentral London, and other London projects, are tubes sunk 50 to 80 feet below the surface and requiring elevators for access. The construction of the Boston subway was difficult on account of the small width of the streets, their great traffic, and the necessity of underpinning the foundations of buildings. All of this was successfully done without disturbing the traffic for a single day, London projects, are tubes sunk 50 to 80 feet below the surface and requiring elevators for access. The construction of the Boston subway was difficult on account of the small width of the streets, their great traffic, and the necessity of underpinning the foundations of buildings. All of this was successfully done without disturbing the traffic for a single day, and reflects great credit on the engineer. Owing to the great width of New York streets, the problem is simpler in that respect. Although many times as long as the Boston subway, it will be built inor water supply. Some of them have been of great size and cost. Such are the drainage works of London, Paris, Berlin, Boston, Chicago, and New Orleans. A very difficult work was the drainage of the
Pacific Ocean (search for this): entry engineering
e Erie large enough for vessels able to navigate the lakes and the ocean. A draft of 21 feet can be had at a cost estimated at $200,000,000. The deepening of the Chicago drainage canal to the Mississippi River, and the deepening of the Mississippi itself to the Gulf of Mexico, is a logical sequence of the first project. The Nicaragua Canal would then form one part of a great line of navigation, by which the products of the interior of the continent could reach either the Atlantic or Pacific Ocean. The cost would be small compared with the resulting benefits, and some day this navigation will be built by the government of the United States. The deepening of the Southwest Pass of the Mississippi River from 6 to 30 feet by James B. Eads was a great engineering achievement. It was the first application of the jetty system on a large scale. This is merely confining the flow of a river, and thus increasing its velocity so that it secures a deeper channel for itself. The im
Cairo, Greene county (New York, United States) (search for this): entry engineering
ipped with appliances for both shop drawings and construction that the old joke becomes almost true that they can make bridges and sell them by the mile. All improvements of design are now publie property. All that the bridge companies do is done in the fierce light of competition. Mistakes mean ruin, and the fittest only survives. The American system gives the greatest possible rapidity of erection of the bridge on its piers. A span of 518 feet, weighing 1,000 tons, was erected at Cairo on the Mississippi in six days. The parts were not assembled until they were put upon the false works. European engineers have sometimes ordered a bridge to be riveted together complete in the maker's yard, and then taken apart. The adoption of American work in such bridges as the Atbara in South Africa, the Gokteik viaduct in Burmah, 320 feet high, and others, was due to low cost, quick delivery and erection, as well as excellence of material and construction. Foundations, etc. Br
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