Engineering

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 Louisville-Nashville Railroad Bridge, constructed in 1857-1859 as part of the Louisville-Nashville Railway System, spans the Green River and is still used by trains of the current CSX system in its reconstructed form. During the construction of the L&N railroad, the Green River presented a formidable obstacle that had to be surmounted. A well-known construction engineer from Germany, Albert Fink, was hired to design and supervise the construction of a massive structure over the Green River. He planned to support the tracks and all trains over this bridge by constructing an elaborate trusswork of his own design supported by four enormous and intricately detailed stone piers. John W. Key of Woodsonville and his two sons, Abner David Lewis Key and John Martin Key, all stonemasons, were hired to construct the piers.

Mid-19th century advertisement for Wendell Bollman from a City Directory , a civil and constructing engineer noted for his truss bridges. An engraving in the ad. shows a truss bridge with a Civil War era locomotive about to cross it. The address for Bollman's works was given as Clinton Street and Second Avenue, Canton.

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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).

SIR CHARLES FOX was born at Derby on the 11th of March, 1810, and was the youngest of the four sons of Dr. Fox, who held a prominent position as a physician in that town. He was articled to his brother, Mr. Douglas Fox, then practising as a surgeon, and remained with him for some time. During this period he prepared a great deal of apparatus with his own hands for his brother's lectures at the Mechanics' Institution, and also aided in working out the process of casting in elastic moulds, for which the silver medal of the Society of Arts was awarded to Mr. D. Fox. He manifested from the first much mechanical skill, and took the deepest interest, when quite a lad, in manufactures of all kinds. The projection of the Liverpool and Manchester railway gave increased force to his natural bent, and, being released from his medical articles, he was taken as a pupil by Captain Ericsson, then of Liverpool. Whilst with that gentleman, he was engaged in experiments upon rotary engines, and in designing and constructing the "Novelty " engine, one of the three which competed at Rainhill in October 1829. Shortly afterwards, through the late Mr. Robert Stephenson, M.P., Past-President Inst. C.E., he obtained an appointment as an Assistant Engineer on the London and Birmingham railway, then in course of construction, being placed first under the late Mr. Luck, M. Inst. C.E., on the Watford section, and afterwards in charge of the Extension Works from Camden Town to Euston Square.

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”.

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).

The Zoarville Station Bridge at Camp Tuscazoar is the only Fink Through-Truss bridge known to exist in the United States. The builders of this example, Smith, Latrobe and Co. of Baltimore, MD specialized in this type. Originally part of the three-span bridge over the Tuscarawas River in Dover, this span was moved to its present site over One Leg Creek, now called Conotton Creek, when the bridge was replaced in 1905. Recently acquired by the Camp Tuscazoar Foundation, this interesting architectural treasure has become the newest camp landmark. We are executing plans now for the bridge's full restoration but it already is a great hiking destination and teaches our campers about some of the rich local history of the area surrounding our camp.

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).