Engineering Wonders of the World
Volume III

pneumatic lock described, 168 ; ex- cavators and dredgers for the new canal works, 169; “geysers,” 169; pile-driving, 170; screening, crush- ing, and washing plants, 170. Sault Ste. Marie Canal, 170; early history, 170; canal opened in 1855, 170; larger channel and locks soon required, 170 ; Weitzel and Poe locks, 171 ; facts about the canal, 172 ; at present the most im- portant canal in the United States, 172. Chicago Drainage Canal, 172 ; its double purpose, 172 ; won- derful machinery used for excava- tion, 173 ; “ channel lers ” and dredges, 173, 174; power-houses on the canal, 174. Other Canals : Illinois and Michigan, 174 ; Lake Borgne Canal, opened 1901, 174; proposed Florida Canal, 175 ; Albe- marle and Chesapeake Canal, 175 ; Chesapeake and Delaware Canal, 175 ; Pennsylvania and Ohio Canals, 175, 176; activity in the state of Ohio, 176; rivers canalized by means of movable dams, 176; principle of the needle dam, 176. Transporter Bridges, I., 287-299. Development of bridges, 287; the transporter bridge, 289; a primitive transporter bridge, 289; Portugaleti Bridge, 289; Rouen transporter, 289; Newport trans- porter, 291, 292; Nantes trans- porter, 292; Duluth transporter, 292, 294; Runcorn transporter, 294 - 297 — sinking cylinders for foundations of towers, 294; the suspension cables, 295; method of attachment to anchorage, 295 ; the stiffening girders, trolley, and car, 297 ; the trolley motors, 297 ; table of chief transporter bridges, 297. Design, 297 ; superstructure, 298 ; different construction and arrange- ments of cables, 298, 299 ; how the cables are put in position, 298 ; a curious effect of wind on cables, 299 ; car propulsion, 299. Trans=Siberian Railway, The, III., 81-95. Early schemes for a railway across Asia, 81 ; a horse tramway sug- gested, 81 ; imperial order to com- mence building a line issued in 1891, 82 ; first sod turned at Vladivostok in 1892, 82; the Russian peasant slothful but persevering, 82 ; popu- lation and physical features of Siberia, 83 ; route of the railway, with distances, 83 ; work divided into sections, 83; surveying the route, 83; specifications for con- struction, 83; rails, embankment, ballast, gradients, and curves, 84; official corruption and scamped work, 84 ; only Russians employed, 84; sections of the railway, 85; country easy from Urals to Lake Baikal, 85; the great rivers of Central Siberia, 85; thirty miles of bridges required, 85 ; the Yenisei Bridge, 85 ; track laid at average of more than one mile a day, 86 ; Siberian trains, 87 ; express de luxe, 87 ; very primitive accommodation for emigrants, 87 ; the railway sta- tions, 87; Omsk, 87; the Obi Bridge, 87 ; the “ Taiga,” 87 ; why the railway did not pass through Tomsk, 88; the penalties of in- dependence, 88 ; Krasnoiarsk, 89 ; Yenisei Bridge, 89 ; Lake Baikal, 89 ; temporary methods of main- taining traffic across the lake, 89 ; sledges used in winter, 90 ; dangers of sledging, a gruesome incident, 90 ; the Baikal and Angara train- ferries, 90; trans-Baikal section, route modified, 90; crossing the Yablonoi Mountains, 91 ; Man- churian Railway, 91; “ East Chinese section,” to Vladivostok, 91; branch line from Harbin to Port Arthur, 92 ; subsequently captured by Jap- anese, 92; Ussuri Railway from Vladivostok to Khabarovsk, 92; the Baikal Ring Railway round south end of lake—great difficulties to be overcome, 92 ; much, tunnel- ling and blasting required, 93 ; Italian workmen imported, 93; work let to contractors, 93 ; care- less workmen and frequent acci- dents, 93; heavy rails used for Baikal section, 93 ; the railway an important factor in the Russo- Japanese War, 94; the railway to-day, 94 ; mail traffic to the Far East, 94 ; train robbers, 94 ; future of the railway, 94, 95. “ Travellers ” for bridge erection—Black- well’s Island Bridge, IL, 272; Niagara Arch Bridges, III., 282, 284. Traverse lines, in tunnel surveying, I., 231. Trial trip of a destroyer, I., 395, 396 ; of a ship, II., 80. Trusses, bridge—“ king,” I., 105 ; lat- tice, L, 105; “queen,” I., 105; timber, in New York subway, II., 347 ; Warren, I., 105. Tube Railways of London, The, I., 227-240, 300-311. Need for relieving congestion in London streets, 227 ; Barlow’s pro- posed “ omnibus ” tunnels, 227 ; the Tower subway, 228 ; City and South London Railway, 229. Lon- don Tube Railways, 229; approxi- mate length in miles, 229 ; gauge, diameter of train tunnels, 229, 230. Mathematics of tunnelling, 230. Setting out a tunnel, 231 ; “ traverse ” lines run over the sur- face, 231 ; careful measurement with steel tape, 231 ; the plan, 231 ; transferring surface lines bolow ground, 231, 232. Guiding shields, 232; on the straight, 232, 233; steering round a curve, 233 ; pro- portionally divided guide rods, 233 ; “ offsets,” 233, 234; setting out tangents, 234; vertical steering, 234, 236. Shaft sinking, 236: diameters of shafts, 236; the “ underpinning ” method, 236 ; use of a cutting edge, shaft lining sunk by its own weight, 236; shield method of sinking, its success, 237. Tunnelling : various methods em- ployed under different conditions, 238; the London clay an ideal material to tunnel through, 238; the Greathead shield, its various parts, and how it is used, 239, 240 ; station tunnels, 300; details of, 300, 301. The Rotary Digger, 301 ; two types of mechanical ex- cavators tried, 301 ; Price’s rotary digger, /first type, 301 ; improved { 400 ] type, 301 ; the digger’s efficiency, 302 ; gradual increase in working speed, 302 ; Groathead and rotary shields compared, 303. Tunnel- ling THROUGH WATER - BEARING strata, 303 ; compressed air used to exclude water, 303 ; its adoption first suggested by a British admiral, 303 ; the air lock, its principle and construction, 304 ; passing through an air lock, 305 ; shaft sinking and tunnelling with compressed air not equally simple, 305 ; a difficulty in tunnelling due to differences of pres- sure, 306. Circumventing diffi- culties, 306 ; Greathead’s “ as- sisted shield ” method for loose ground, 306; Dalrymple Hay’s “ clay pocket ” system, its success, 307 ; a blow-out and its curious consequences, 308. Erecting iron TUNNEL LINING, 308; placing a segment, 309 ; grouting a ring with cement, 309. Methods of getting EID OF WATER FROM TUNNELS : usual course to provide a small drainage tunnel as dump, 309 ; borehole into chalk tridd successfully, 310. Gra- dients. 310 ; “ dipping ” gradients used where possible, 310, 311 ; sta- tions situated at summits, 311 ; maximum acceleration obtained and minimum braking required, 311 ; various relative positions of two running tunnels, 311; steepest gradients, 311. Tubas—for St. Louis Bridge arches, IL, 170; for Forth Bridge members, L, 331. Tunnel for gas mains, East River, IL, 106, 107. TUNNELLING: Ancient, I., 19 ; baking mud at working face, II., 110; correcting line after construction, II., 114, 120, 121 ; draining, I., 309 ; drills, see “ Drill, Rock Boring ; ” lining, I., 308 ; mathematics of, I., 230 ; methods of in Alpine tunnels, III., 153, 155, 156; pilot, I., 58; IL, 109 ; quicksand, II., 117 ; setting- out, I., 231, 232 ; shield—Thames Tunnel, I., 57 ; Greathead, I., 228, 239, 240, 303 ; steering, I., 232- 236; speed—increase shown by suc- cessive Alpine tunnels, III., 153; phenomenal, in Hudson River Tun- nel, II., 110; winter work, III., 352, 355. TUNNELS, RAILWAY AND ROAD: Arlberg, III., 152, 153; Battery, Now York, IL, 119-121 ; Black- wall, I., 182; Central Pacific Rail- way, III., 137 ; Chicago subways, I., 363, 364 ; Gravehals, III., 349, 354 ; Hudson River, first, II., 105, 109-111; Jungfrau railway, III., 307, 310 ; Loetschberg, TIT., 162 ; London tube, see “ Tube Railways of London ; ” lower Hudson, II., Ill, 112; New York River, see “ River Tunnels of New York City,” II., 102-123 ; Pennsylvania rail- ways, II., 113-118; Rotherhithe, see “ Rotherhithe Tunnel,” I., 49- 64; St. Gothard, III., 151, 152; Severn, I., 79-89; Steinway, II., 122; Tauern, III., 162; Thames, I., 49, see '* Thames Tunnel," I., 181-192; Union Pacific Railway, TIL, 135.