Canadian Railways 2-Book Bundle

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David R.P. Guay. Canadian Railways 2-Book Bundle

Cover

Great Western Railway of Canada

Acknowledgements

Introduction

Chapter 1

Chapter 2

Chapter 3

Chapter 4

Chapter 5

Chapter 6

Epilogue

Sources

Appendix

Passenger and Merchant Ships of the Grand Trunk Pacific and Canadian Northern Railways

Dedication

Contents

Preface

Acknowledgements

1

2

3

4

5

6

Epilogue

Appendix 1

Appendix 2

Appendix 3

Sources

Return Navigation

Copyright

Отрывок из книги

The author wishes to thank the following persons/organizations for their assistance in bringing this book to a successful conclusion:

Don McQueen (whose careful review of the manuscript resulted in comments that substantially improved its quality)

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On September 13, 1864, the steamer Ottawa arrived with the steam hammer. Built by Morrison and Co., its cylinder measurements were thirty-six inches (dia­meter)by sixty inches (stroke) and the main bracket base weighed nine tons. The side frames and bedplate weighed ten tons. The piston and piston rod were made in one solid forging, the rod being fourteen inches in diameter, seventeen feet long, and the forging weighed five tons. Its anvil was cast in two pieces by Dundas Foundry and had been delivered previously to the mill. The mill’s annual capacity was 7,000 tons (seventy miles of track). At peak capacity, it employed 108 workers. It was operated under contract by Ward, Clement, and Potter of Detroit and Chicago. With the advent of steel rails in 1869, it became obvious that an iron rail re-rolling mill would not be needed much longer. In fact, the mill was closed for Great Western use on March 8, 1872. Mothballed for seven years, the railway leased the mill to the Ontario Rolling Mill Company in 1879 for custom steel rolling. This company eventually became a division of the Steel Company of Canada (STELCO) in 1909 and the former Great Western mill was enlarged and modernized. For many years it was in use as the Ontario Works of STELCO rolling, among other items, tie plates.

In a now familiar tune, the chief engineer complained about the much poorer quality of the fished rails in 1864 compared with those purchased only five to ten years previously. The iron rails being laid in the early to middle 1860s lasted but a few years. These rails were so poor in quality that freight trains of twenty to twenty-four cars running at thirty miles per hour were too much for them.

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