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Cubitt's first waterway project was the Norwich & Lowestoft Navigation, then he engineered the straightening of the northern part of the Oxford Canal. He became Telford's successor on what is now known as the Shropshire Union Canal and on the Ulster Canal. His largest waterway scheme was the improvement of the River Servern, including building four locks and weirs.

Docks schemes included Lowestoft, Ellesmere Port, Cardiff and Middlesbrough.

Thomas Cubitt was responsible for many large London projects including Belgravia centred around Belgrave Square, Pimlico, much of Bloomsbury and the East front of Buckingham Palace. He built three thousand feet of the Thames Embankment at his own expense.

Elsewhere, he build a similarly large development in Brighton called Kemp Town, and Osborne House on the Isle of Wight which was completed in 1851.

Queen Victoria regarded as 'her' Cubitt and after his death said of him "In his sphere of life, with the immense business he had in hand, he is a real national loss. A better, kindhearted or more simple, unassuming man never breathed."

A Chronology-
1783 - On May 3, Phoenix Iron decided on starting an iron works. For the next seven years, activity got underway in preparation for the manufacture of iron and iron products.
1790 - A rolling and slitting mill and a nail factory started operating. French Creek was dammed a short distance from North Main St. In the nail factory, plates were made from rolled bars. The width of the bars rolled determined the length of the nails.
1809- The property was called the French Creek Works. A new frame nail factory was built at this time and here was installed the first machine for cutting nails. This machine was the invention of Thomas Odiorne. It has been determined that the machine-made nails at this time were the first made by machinery in the country, with Phoenixville getting the credit.

the King Iron Bridge & Manufacturing Company of Cleveland, Ohio (later the King Bridge Company) was founded by Zenas King in 1858. Many of the Company's bridges were used during America's expansion West in the late 1800's and early 1900's and some of these bridges are still standing today. The bridge pictured on this website represent some of the beautiful King iron bridges. We are trying to locate any existing ones in order to preserve these pieces of American history.

In 2001 he will has completed 50 years as IST Cathedratic Professor.
That school had a decision to devote oneself a solemn session one year after he died.
He is one of the most mediatic and loved Portuguese Engineer since ever by your job.
He became eternal by various structures and special for bridges, some of then became ex-libris for some places or regions.
To the traditional analysis way of structures study, with very limitation in that time, Edgar Cardoso came to support the experimental analysis in little models of structures to build, this thing allow him to achieve the best performances of the materials and building boldness structures.
To this advantage, Edgar Cardoso, jointed the pleasure for new designs and high esthetic feel for “real structures”.

Jean-Rodolphe Perronet: Born on 25 October 1708 in Suresnes, Hauts-de-Seine (92), Ile de France, France. Deceased on 27 February 1794 in Paris, Ile de France, France. Biography: 1750 - 1760, Bridge at Orléans. 1757 - 1765, Bridge at Mantes. 1758 - 1764, Bridge at Trilport. Participation in the following structures: Concorde, Pont de la (1791); Neuilly Bridge (1774). Designer: Nemours Bridge (1804); Pont-Sainte-Maxence Bridge (1786); Rozay-en-Brie Bridge (1787).

Eugene C. Figg, Jr.: Born on 4 August 1936 in Charleston, South Carolina, USA. Deceased on 20 March 2002 in Tallahassee, Florida, USA. Associated with the following firms:Formerly:Founder(s): Barrett, Daffin & Figg; Figg & Muller Engineers; Figg Engineering Group. Participation in the following structures:Designer: Natchez Trace Parkway Arches (1994), Sagadahoc Bridge (2000), Seven Mile Bridge (1982), Sunshine Skyway Bridge (1987).

Against the city's gleaming spires,

Above the ships that ply the stream,

A bridge of haunting beauty stands –

Fulfillment of an artist's dream.

Between 1901 and 1903, the New York City Department of Bridges presented plans for a new swing bridge at 207th Street (Fordham Road) before the Board of Estimate. Gustav Lindenthal, the commissioner of the newly created New York City Department of Bridges, favored a lift bridge, then a new development in bridge engineering. The city was not eager to spend on this expensive design, and when the opportunity was presented to make use of the original Broadway Bridge span (which was about to be replaced by a dual-deck swing span), the city seized it. In August 1903, the War Department approved plans for the bridge, provided that allowances were made for navigable vessels at Fordham Landing, and the Board of Estimate subsequently approved the bridge.

Alfred P. Boller, who designed the Madison Avenue, 145th Street and Macombs Dam swing spans, created the design for the University Heights Bridge. In November 1903, work began on dredging and building the center pier on which the draw span was to rest. The center pier and side piers were constructed of masonry. The steel draw span, which was originally constructed over the Harlem River Ship Canal in 1895, was lifted from its pier, floated down the river and lifted onto the new center pier in June 1906. New machinery was installed to control the draw span.

Othmar Herrmann Ammann. Swiss-American engineer and designer of the largest bridges of the city of New York. Born on 26 March 1879 in Feuerthalen bei Schaffhausen, Zurich, Switzerland. Deceased on 22 September 1965 in Rye, New York, USA. Associated with the following firms:Formerly: Triborough Bridge Authority. Technical director(s), Port of New York Authority. Founder(s), Ammann & Whitney.