(This is a reproduction of a book published before 1923. T...)
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(Excerpt from Movable Bridges, Vol. 2 of 2: Machinery For...)
Excerpt from Movable Bridges, Vol. 2 of 2: Machinery For economy in the cost of construction, operation, and mainte nance, the time of Operation should be made as long as feasible without inconvenience to traffic. The economic importance of allowing a rea sonable time for the operation of the bridge will be appreciated if it is remembered that the power required increases almost in inverse propor tion to the cube of the time for operation. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.
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(Excerpt from Movable Bridges, Vol. 1 of 2 Appendix A giv...)
Excerpt from Movable Bridges, Vol. 1 of 2 Appendix A gives an analysis of the stresses in lenticular discs, and Appendix B proposes a new method for the design of the tread plates on the supporting and segmental girders of rolling-lift bridges. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.
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He was born in East Hardwick, Vt. , in 1864, the oldest of four children of Jabez Wadsworth Hovey and Hannah Catherine (Montgomery) Hovey. His ancestors were among the early settlers of Massachusetts, having come from England to Ipswich about 1635. His father was a farmer, schoolteacher, and part-time surveyor.
When in the early 1870's a railroad location survey party ran its line through his home town, Otis determined to study engineering. From local schools, he went on to nearby Dartmouth College, graduating first from its Chandler Scientific School (B. S. 1885) and then from its Thayer School of Civil Engineering (C. E. 1889).
Before entering Thayer he acquired field experience as a construction engineer with the Hoosac Tunnel and Wilmington (Vt. ) Railroad and as a draftsman with the bridge department of an iron works in Delaware; in 1888 he was resident engineer on a large mill dam in Chicopee, Massachussets. Just before receiving his C. E. degree, Hovey accepted an instructorship in civil engineering at Washington University in St. Louis, Mo. He left teaching a year later when the renowned bridge engineer George S. Morison asked him to assist in surveys of a proposed bridge over the Detroit River.
Hovey's excellent performance on this project led Morison to place him in charge of the consulting firm's drafting room in Chicago. Here the young engineer participated in studies and designs for a wide variety of structures, including railroad viaducts at Memphis, Tenn. , and St. Louis, Mo. ; large bridges at Bellefontaine, Mo. , Alton, Ill. , and Leavenworth, Kans. ; and, of particular interest to Hovey, the Chicago and Northern Pacific bascule bridge over the West Fork of the Chicago River (1895). He also made detailed designs and cost estimates for a proposed 3, 200-foot-span suspension bridge across the Hudson River, almost forty years before the famous George Washington Bridge was erected.
In February 1896 Hovey joined the Union Bridge Company as engineer-in-charge of its Athens, Pa. , office. When Union Bridge merged with several other small companies in 1900 to form the American Bridge Company (a subsidiary of United States Steel), Hovey became engineer of design at Pencoyd, Pa. His organizing and engineering ability proved invaluable to the new firm. In 1904 his office moved to New York City. He became assistant chief engineer in 1907 and consulting engineer in 1931. During these years Hovey was involved in virtually every aspect of bridge building – from the concept and design through the fabrication and erection. His reputation became international, and as an expert in bridge construction he traveled to such far-flung places as South Africa and Turkey.
His specialty, however, was large movable steel structures, principally bridges, but also dams. One of the more intricate aspects of "swing" bridges is their turntables; more than a quarter-century after his death three major types of pivots which he designed and patented were still called "O-center, " "E-center, " and "H-center, " after Hovey's initials. Among his more difficult projects were the construction of the steel flood-regulation gates for the Panama Canal (1912) and the strengthening of New York's Williamsburg Suspension Bridge (1914).
During his career with the American Bridge Company, Hovey wrote the first of his two major works, Movable Bridges (2 vols. , 1926 - 27), covering comprehensively both the superstructure and the machinery of these complicated structures. His writing was remarkable for its conciseness and clarity, and after his retirement, in 1934, at the age of seventy, he produced a second major work, Steel Dams (1935), for the American Institute of Steel Construction. In 1930 he was appointed to the board of the Engineering Foundation, a research foundation established by Ambrose Swasey in 1914; he became its director in 1937. As an engineer for a large fabricating firm, Hovey received little public credit for his work, but this did not trouble him; he found his pleasure in doing a difficult job to his own satisfaction.
He died of cancer in New York City in 1941, soon after his seventy-seventh birthday, and was buried in the cemetery at Hartford, Vt. , where he had a summer home.
(This is a reproduction of a book published before 1923. T...)
(Excerpt from Movable Bridges, Vol. 2 of 2: Machinery For...)
(Excerpt from Movable Bridges, Vol. 1 of 2 Appendix A giv...)
Outside his profession, he served as a deacon in the Presbyterian Church.
In his later years Hovey maintained a consulting practice and continued to serve as treasurer for the American Society of Civil Engineers, a position he had held since 1921. In 1937 his colleagues elected him to honorary membership in the society.
A prodigious worker, orderly and systematic, he also had a serene and kindly nature that led him to take a particular interest in helping younger colleagues.
He was survived by his wife, Martha Wilson Owen, originally of Toledo, Ohio, whom he had married on September 15, 1891, and their two children, Otis Wadsworth (a civil engineer) and Ellen Catherine.
