Engineering Wonders of the World
Volume III

Coal tip at Partington coal basin, I., 168. Cochrane, Sir Thomas, patentee of tunnel- ling with the aid of compressed air, I., 303. Cody biplane, III., 24. Coefficient, propulsive, in ship design, I., 356. Cold, effect of on iron and steel, I., 72. Colorado River Closure, The, III., 113-121. The Colorado River, 113 ; Cali- fornia Development Companyformed to use its waters for irrigation, 113 ; an irrigation canal made, 113 ; a serious mishap, river bursts its banks, 115 ; first attempt to close breach, with piles and sandbags, 115; second attempt, 116; third attempt, 117; fourth attempt, engineers try to divert water, 117 ; fifth attempt, a large dam com- menced, 119 ; water breaks through, 119 ; sixth attempt, a failure, 119, 120; seventh attempt, success at leist 121 Colossal Tool, A, IL, 382-384. Colossi, Egyptian, L, 8. Columbus’s flagship, the Santa Maria, I., 313. Comet, the, I., 314. Composite iron and wood ships, I., 316. Compressed air for tunnelling, I., 57, see “ Tunnelling-” Construction of the First American Transcontinental Railroad,The, III., 129-147. Early difficulty of crossing the continent, 129 ; Asa Whitney sug- gests a railway, 129; gold dis- covered in California, 130 ; Panama railroad built, 130 ; United States Government has surveys made for railroad, 131 ; hostility of the Indians, 131 ; Omaha to be the western starting-point, 131 ; Cen- tral Pacific Company formed, 131 ; Congress subsidizes Union Pacific and Central Pacific Companies, 131 ; a start made, but funds exhausted, 132 ; the second charter, 132. The Union Pacific begun at Omaha, 133; crosses the prairies, 133; reaches the Rockies, 133 ; General Dodge discovers Sherman Pass, 133, 135 ; tunnelling in the mountains, 135 ; high cost of materials, 135 ; Indian hostilities, 135. Central Pacific starts from Sacramento, 136; climbs the Sierra Nevada, 136 ; passes through the snow belt, 136 ; high elevations on the line, 137 ; descends into Great Desert, and approaches Salt Lake City, 137 ; anxiety of Mormons lest railway- should pass them by, 138; their disappointment, 138 ; the grades of the two railroads meet and over- lap 200 miles, 138; last spike driven at Promontory, May 10, 1869, 139 ; cost and quality of the line, 139 ; criticisms of the Central Pacific track, 140; engineering handicaps, 141 ; improvement of the Union Pacific track, 141 ; the Omaha cut-off, 142; the Lucin cut-off across Salt Lake, 143 ; driv- ing piles in lake bottom for trestles, 141; serious difficulties encoun- tered, 145; recent history of the track, 145; what the Overland Route has done, 145; conclusion, 147. Construction, railway, I., 346. Continuous beam in bridge construction, I., 103. Conversion of the Gauge of the Great Western Railway, The, L, 108-118. The broad gauge, 109 ; its dis- advantages, 109; growth of the narrow gauge throughout the coun- try, 109 ; need for narrowing the broad gauge, 109 ; the work to be done, 110 ; clearing the line, 110 ; the last day of using the broad gauge, 111 ; signal to commence work, 111; last “up” broad gauge train, 111 ; instructions to station- masters, 112; “death warrants” issued, 112; labour organization, 113, 114; lodging the men, 113; altering the gauge, 114 ; methodical work, 114; difficulties on curves, 115 ; cutting rails, 115 ; testing the line, 116; gauge converted in thirty hours, 116 ; cost of alteration, 117 ; narrow gauge unalterable, 118. Conveyor at Victoria Falls Bridge, I., 96. Cooling pistons by circulation of water, I., 225. “ Cornishman,” the, I., 111. Corrosion of steel, prevented by concrete casing, II., 13. Corruption of Russian railway officials, III., 84, 88. Cost of railway construction, Hedjaz Railway, I., 348. Cotton crop in Egypt, II., 390, 407. Cradles for ship launching, II., 7 6. “ Cradling ” of bridge cables, I., 299. CRANES: Goliath, III., 69, 79, 271 ; “ Jubi- lee,” at Forth Bridge, I., 334 ; ladle, in steel works, TH., 267 ; locomotive, II., 223 ; shipbuilding yard, II., 66, 67 ; Titan, III., 69 ; travelling, at Victoria Bridge, I., 209. Cruisers, armoured, I., 391 ; protected, 391. Crystal Palace, first iron frame cage building, II., 3. Culebra cutting on Panama Canal, II., 135, 145, 148. Curtain walls, II., 2. Curves—Chicago freight subways, I., 367; Fell railway, III., 304. Cut-and-cover work—aqueduct, III., 179; New York subway, II., 345-347; Rotherhithe Tunnel, I., 52. D Dalrymple Hay, Harley H., on “The Tube Railways of London,” L, 227- 240, 300-311.* DAMS (see “Great British Dams and Aqueducts,” “ Nile Dams and As- souan Reservoir,” “ Water Supply of New York City ”): Assouan, II., 391-398 ; Bhatghur, III., 245 ; Blackwater, III., 274 ; Caban Coch, III., 189; Colorado River, see “ Colorado River Closure;” Craig Goch, III., 190 ; Cross River, III., 102; Derwent, III., 191; Ganges Canal, III., 241 ; Gatun, II., 140; Howden, III., 191 ; Loch Katrine, III., 179 ; Loch Vennachar, III., 179 ; Marikanave, III., 246 ; Needle, III., 176; New Croton, III., 101; Nidd, III., 192; Old [ 389 ] Croton, III., 98; Olive Bridge,. III., 105-107; Pen-y-gareg, III., 190 ; Periyar, III., 245 ; Roosevelt,. II., 99 ; Shoshone, IL, 101 ; Thirl- mere, III., 183 ; Vyrnwy, III., 180 ; Yuma, II., 101. Deacon, G. F., engineer of Vyrnwy- Liverpool aqueduct, III., 180. “ Dead Horse Trail,” L, 25. Delta barrage, II., 389, 390. Deltas, formation of, III., 242; Godaveri, III., 244. Desert, Great, of United States, II., 90. Designing a Ship, I., 350-358. Factors of design, 350 ; choice of dimensions, 351 ; form of the ship, 352 ; distribution of weight in vari- ous kinds of vessels, 352 ; “ gross and net tonnage ” explained, 3.52; metacentric height and its effect on stability, 353; strength increased by employment of steel, 353 ; longi- tudinal strength, 353, 354 ; varieties of structural design, 354; general arrangement of steamship, 355; water ballast, double bottoms, 355, 356 ; cabin accommodation, 356 ; speed, resistance, and propulsion, 356; experimental tanks, 356; “ propulsive coefficient,” “ indi- cated horse-power,” “ slip,” 356. 357 ; rolling in a seaway, 357 ; the Schlick gyroscopic principle of pre- venting rolling, 358. Destroyers, I., 395; trials, 395, 396; ocean-going, 419 ; development of, 421 ; high speed, 421, 422 ; on a destroyer, 424. Development of the Ship, The, I.. 312-320. Birth of the shipbuilding industry, 312 ; Egyptian galleys, 312 ; Alfred the Great the founder of the British, navy, 313; Viking ships, 313; Columbus’s flagship, the/SWta Maria, 313, 314 ; application of steam to- marinel propulsion, 314; the Char- lotte Dundas, Clermont, and Comet, 314 ; early Atlantic steamships, the Savannah, 315 ; decline of the sail- ing ship, 315; wood, composite, and iron ships, 316; the Great Britain screw steamship, 316 ; th© Great Eastern, 316, 317, 318 ; de- velopments during the past fifty years, 318, 319 ; increase in size and speed, 319; will steamships continue to grow in size and speed ? 319, 320. Development of the Racing Motor Car, The, III., 321-334. Racing cars very wonderful ma- chines, 321 ; what is required of them, 321 ; the first important race, Paris to Rouen, 322 ; twenty- one cars take part, 323 ; a humorous incident, 323 ; Paris-Bordeaux race of 1895, 324 ; the winning car, 324 ; Paris-Marseilles-Paris race of 1896, 324; Paris-Amsterdam-Paris race of 1898, 325 ; tour de France, 1899, 325 ; an average speed of 27 miles an hour, 325 ; first Gordon-Bennett race, 1900, a partial fiasco, 325; weight limitations in the 1902 Gor- don-Bennett race, Paris to Vienna, 326 ; Paris-Madrid race, 1903, 326 ; tyres and speed, 327; racing in Ire- land for Gordon-Bennett cup, 1903, 327; Théry wins 1904 Gordon- Bennett race for France, 328; prac-