University

Stowell Park Suspension Bridge is an private accommodation bridge over the canal, serving Stowell Park on the north side, giving access to Lower Bristow Copse on the south side of the canal.
The bridge is an elegant web of iron; Dredge's Patent; 42 miles 60 chains from Reading. It was erected at the private expense of Colonel Wroughton of Wilcot, 1845.

Debate about the descriptor for Victoria's second university was not prolonged and through an enabling Act 1958, Monash University became one of a very few universities in the world named after a military hero. Of German-Jewish immigrant stock Sir John Monash was Australian, indeed Victorian, to the core and is still regarded as Australia's greatest fighting General. He was possessed of such diverse talents that his scholastic failures as a young man serve to remind us that even great men are human and that focus, application and determination are key ingredients for success as much in academia as in other spheres of life.

Bridges are employed to support weight over an open space, and transfer this weight to their supports, or abutments. They may be fundamentally classified by the reactions they exert upon their abutments. They may push on the abutments, pull on them, or simply rest on the abutments without horizontal forces. In general, the production of horzontal forces in the bridge structure is the cost of transferring the weight of bridge and load to the abutments. Bridges are generally, and less fundamentally, classified by the type of construction. Arch bridges push on their abutments, suspension bridges pull on them, while beams and trusses rest on their abutments without horizontal forces. The term beam is used when the material of the bridge is in a single piece, such as a log or a plate girder, while a truss is built up of pieces, called members. A truss generally has an upper chord in compression, a lower chord in tension, and web members consisting of diagonal or vertical ties (if in tension) or posts (if in compression).

Eugene Figg, Jr., loves bridges. His company, the Figg Engineering Group, of Tallahassee, Florida, is the only national engineering firm in America that does nothing but bridges. He loves to talk about the bridges he’s built, how they’re faring, how the people who own them feel about them now.

He’s proud of the ones that came in early and under budget (like the Natchez Trace Parkway Arches, budgeted for $15 million, brought in for $11 million). He’s equally proud of the ones that won major design awards. The National Endowment for the Arts began giving Presidential Design Awards in 1984. A total of 41 awards have been given, only five for bridges, and Figg got three of those: Lin Cove Viaduct in North Carolina (1984), Sunshine Sky Bridge in Florida (1988) and the Natchez Trace Parkway Arches in Tennessee (1995). Figg’s pride in his bridges doesn’t come off like vanity; it’s more like a parent talking to anyone who’ll listen about a child who is doing well in the world.

He was in Buffalo last week for a conference of the Association for Bridge Construction and Design, where he spoke about bridge permitting and community involvement issues, and about the community design charettes for which he has become famous. He also managed to talk with a good number of people involved in the Peace Bridge expansion: Buffalo Development Commissioner Joseph Ryan, Common Council President James Pitts, the Buffalo News editorial board, the Public Bridge Review Panel’s Technical Review Subcommittee, and about 75 people at D’Youville College, a meeting incorporated into one of the New Millennium Group’s informational sessions.

[No suitable text.]

It will be the effort of the writer in the following pages to point out the peculiarities of material and construction involved in the designing and building of “Iron Highway Bridges,” in the hope that a dissemination of their scientific principles in a popular form, will bear fruit in a more thorough appreciation of a noble art, and in elevating the standard of requirements of this very important class of public works. The subject has been divided into two parts, each complete in itself; the one general and descriptive, and the other analytical. The former is peculiarly intended to present to public committees entrusted with the letting of bridge contracts such information as they ought to possess, while the latter is offered as an aid to engineers not experts in this branch of the profession, and yet who are often called upon to act as inspectors.

We call the confluence of the Harlem and the East Rivers in New York City Hell's Gate. Dramatic, I suppose, but why not! A bridge opened over Hell's Gate in 1917. It's an arch of iron girders. The arch thickens at each end. It thins toward the center. You get a feeling of buoyancy looking at it.

Othmar Ammann, who designed the bridge, caught Hell for it. This, says writer Christopher Bonanos, was an age of ornament, gravity, solidity, and dignity. Ammann's design was imperfect in some ways. But its simplicity, lightness, and freedom signaled a new era in design.

Civil engineer.
Born: 26 December 1867 Sandgate, Queensland, Australia. Died: 23 September 1943 Gordeon, New South Wales, Australia.
John Job C. Bradfield was associated with a great range of engineering works including the Cataract and Burrinjuck Dams, the Sydney Underground Railways and Brisbane's Story Bridge. He was, however, best known as one of the original designers of the Sydney Harbour Bridge. For his thesis on the design and construction of the Sydney Harbour Bridge and the city railway system, Bradfield was awarded the degree of Doctor

In 1867 a convention for the improvements of the Mississippi and its tributaries met in St. Louis. Even at this early date the people were beginning to see vaguely that the Mississippi Valley was destined to be the ruling section of the country. Eads in his address to the convention showed that he foresaw it plainly. It was at this time he made clear his remarkable plans for the bridge. A little later in the same year the long-talked-of bridge at St. Louis was at last begun. The population of St. Louis at this time was about 100,000 inhabitants. The estimated cost of the bridge, $736,000, caused consternation among the city officials and there was some delay in the plans.

A gift of John F. Harbeson, the archive consists of Cret's student and professional work and is displayed on approximately four hundred and seventy-six sheets containing one or more drawings, photos, or prints per sheet. The archival holdings may be broadly divided into eighty-eight sheets of student work at the Ecole des Beaux Arts in Lyon and Paris, fifty-three student and professional watercolors, thirteen sheets of bookplates, seals, medals and title pages, fifty-six sheets of competitions (thirty-two of various university designs), nine sheets of commercial work, one hundred and two of memorials, twenty-two sheets of government buildings, twelve residential designs, twenty-one sheets of bridge designs, five sheets of watercolors and ink sketches by Col. Oscar Lahalle (Cret's father-in-law), and one hundred and eleven sheets of varied design work.