. The railroad and engineering journal . Fio. -2.—Part Sectional Plan of Tunnels and GLASGOW HARBOR TUNNEL. has been performed by hand labor filling skips worked bysteam cranes situated on the surface. The skins of thelining are composed of cast-iron plates, each 4 ft. long by2 ft. in depth, with a llange inside all round 3 in. in depth,and of ;-^-in. metal throughout. The plates are boltedtogether by j^^-in. bolts, spaced 12 in. apart, about being left between the flanges for wedging with softwood, a mode of packing the joints which has proved high-ly satisfactory and wa
. The railroad and engineering journal . Fio. -2.—Part Sectional Plan of Tunnels and GLASGOW HARBOR TUNNEL. has been performed by hand labor filling skips worked bysteam cranes situated on the surface. The skins of thelining are composed of cast-iron plates, each 4 ft. long by2 ft. in depth, with a llange inside all round 3 in. in depth,and of ;-^-in. metal throughout. The plates are boltedtogether by j^^-in. bolts, spaced 12 in. apart, about being left between the flanges for wedging with softwood, a mode of packing the joints which has proved high-ly satisfactory and water-tight under considerable pres-sure. The skins are tied together at the top of each tierof plates by malleable iron ties, 3 ft. deep by ,4 in. thick,secured to the flanges by ;^-in. bolts. The lining is armedwith a cutting edge to facilitate its descent. The spacebetween the inner and outer skins of the lining is filledwith concrete composed of five parts of broken stone andsand to one part of cement. As the lining descends, freshs
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectrailroa, bookyear1887
