■ Stoney Creek Bridge-Canadian Pacific Railway

 

■ Canadian Pacific Railway-Stoney Creek Bridge

The Canadian Pacific Railway (CPR) (reporting marks CP, CPAA, MILW, SOO), known as CP Rail between 1968 and 1996 and simply Canadian Pacific, is a historic Canadian Class I railway incorporated in 1881. The railway is owned by Canadian Pacific Railway Limited, which began operations as legal owner in a corporate restructuring in 2001.[2]

Headquartered in Calgary, Alberta, it owns approximately 20,100 kilometres (12,500 mi) of track in six provinces of Canada and into the United States,[2] stretching from Montreal to Vancouver, and as far north as Edmonton. Its rail network also serves Minneapolis–St. Paul, Milwaukee, Detroit, Chicago, and Albany, New York in the United States.

The railway was first built between eastern Canada and British Columbia between 1881 and 1885 (connecting with Ottawa Valley and Georgian Bay area lines built earlier), fulfilling a commitment extended to British Columbia when it entered Confederation in 1871. It was Canada's first transcontinental railway, but no longer reaches the Atlantic coast. Primarily a freight railway, the CPR was for decades the only practical means of long-distance passenger transport in most regions of Canada, and was instrumental in the settlement and development of Western Canada. The CPR became one of the largest and most powerful companies in Canada, a position it held as late as 1975.[3] Its primary passenger services were eliminated in 1986, after being assumed by Via Rail Canada in 1978. A beaver was chosen as the railway's logo in honour of Donald Smith, 1st Baron Strathcona and Mount Royal, who had risen from factor to governor of the Hudson's Bay Company over a lengthy career in the beaver fur trade. Smith was a principal financier of the CPR.[4] staking much of his personal wealth. In 1885, he drove the last spike to complete the transcontinental line.[4]

The company acquired two American lines in 2009: the Dakota, Minnesota and Eastern Railroad and the Iowa, Chicago and Eastern Railroad. The trackage of the IC&E was at one time part of CP subsidiary Soo Line and predecessor line The Milwaukee Road. The combined DME/ICE system spanned North Dakota, South Dakota, Minnesota, Wisconsin, Nebraska and Iowa, as well as two short stretches into two other states, which included a line to Kansas City, Missouri, and a line to Chicago, Illinois, and regulatory approval to build a line into the Powder River Basin of Wyoming. It is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP. Its U.S. headquarters are in Minneapolis.[5]

Together with the Canadian Confederation, the creation of the Canadian Pacific Railway was a task originally undertaken as the National Dream by the Conservative government of Prime Minister Sir John A. Macdonald (1st Canadian Ministry).[6] He was helped by Sir Alexander Tilloch Galt, who was the owner of the North Western Coal and Navigation Company. British Columbia, a four-month sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation (initially requesting a wagon road).[7] The government however proposed to build a railway linking the Pacific province to the Eastern provinces within 10 years of 20 July 1871. Macdonald saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing interests in Quebec and Ontario wanted access to raw materials and markets in Western Canada.[citation needed]

 

Sir John A. Macdonald.

The first obstacle to its construction was political. The logical route went through the American Midwest and the city of Chicago, Illinois (via some Milwaukee Road and Soo Line Railroad trackage that would later be acquired by CP in the late 20th century). In addition to this was the difficulty of building a railway through the Canadian Rockies; an entirely Canadian route would require crossing 1,600 km (990 mi) of rugged terrain across the barren Canadian Shield and muskeg of Northern Ontario. To ensure this routing, the government offered huge incentives including vast grants of land in the West.[citation needed]

In 1873, Sir John A. Macdonald and other high-ranking politicians, bribed in the Pacific Scandal, granted federal contracts to Hugh Allan's Canada Pacific Railway Company (which was unrelated to the current company) rather than to David Lewis Macpherson's Inter-Ocean Railway Company which was thought to have connections to the American Northern Pacific Railway Company. Because of this scandal, the Conservative Party was removed from office in 1873. The new Liberal prime minister, Alexander Mackenzie, ordered construction of segments of the railway as a public enterprise under the supervision of the Department of Public Works led by Sandford Fleming. Surveying was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon.[8] The Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875. By 1880, around 1,000 kilometres (700 mi) was nearly complete, mainly across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres (300 mi) of track.[9]

 

C.P.R. locomotive and employees

With Macdonald's return to power on 16 October 1878, a more aggressive construction policy was adopted. Macdonald confirmed that Port Moody would be the terminus of the transcontinental railway, and announced that the railway would follow the Fraser and Thompson rivers between Port Moody and Kamloops. In 1879, the federal government floated bonds in London and called for tenders to construct the 206 km (128 mi) section of the railway from Yale, British Columbia, to Savona's Ferry, on Kamloops Lake. The contract was awarded to Andrew Onderdonk, whose men started work on 15 May 1880. After the completion of that section, Onderdonk received contracts to build between Yale and Port Moody, and between Savona's Ferry and Eagle Pass.[10]

On 21 October 1880, a new syndicate, unrelated to Hugh Allan's, signed a contract with the Macdonald government. Fleming was dismissed and replaced with Sir Collingwood Schreiber as chief engineer and general manager of all government railways. They agreed to build the railway in exchange for $25 million (approximately $625 million in modern Canadian dollars) in credit from the Canadian government and a grant of 25 million acres (100,000 km2) of land. The government transferred to the new company those sections of the railway it had constructed under government ownership, on which it had already spent at least $25 million. But its estimates of the cost of the Rocky Mountain section alone was over $60 million.[11] The government also defrayed surveying costs and exempted the railway from property taxes for 20 years. The Montreal-based syndicate officially comprised five men: George Stephen, James J. Hill, Duncan McIntyre, Richard B. Angus and John Stewart Kennedy. Donald A. Smith[4] and Norman Kittson were unofficial silent partners with a significant financial interest. On 15 February 1881, legislation confirming the contract received royal assent, and the Canadian Pacific Railway Company was formally incorporated the next day.[12] Critics claimed that the government gave too large a subsidy for the proposed project but this was to incorporate uncertainties of risk and irreversibility of insurance. The large subsidy also needed to compensate the CPR for not constructing the line in the future, but rather right away even though demand would not cover operational costs.[13]

Stoney Creek Bridge is a Canadian Pacific Railway (CP) truss arch in southeastern British Columbia. This single-track crossing over Stoney Creek is in Glacier National Park, between Revelstoke and Golden.

Stoney Creek was the highest timber bridge ever built, and at the time was the second highest bridge in North America[1] with reference to deck height, rather than structural height. Deck height is the maximum vertical drop from the bridge deck to the ground or water surface below. However, various sources yield a range of height measurements for this wooden structure.

 

CP passenger train, former Stoney Creek Bridge, c.1890.

The heights of the three towers were 33 metres (109 ft), 60 metres (196 ft), and 10 metres (34 ft). Recalculating the measurement using the planning and photographic evidence indicates an 84-metre (275 ft) deck height.[2] Howe trusses, measuring 52 metres (172 ft) and 49 metres (161.5 ft), spanned the three piers.[1]

The confined workspace of the narrow gulch and the unstable rock foundation slowed construction. A flash flood, which buried the foundations of the high tower, cost two days of work. After a forest fire consumed 14 cars of lumber for the bridge, loggers had to fell additional trees to replace the loss. Completed in early August 1885, construction took seven weeks, which included ten days lost owing to the death of two workers and wet weather. Although each of the very high bridges on the east slope of the Selkirk Mountains had been construction challenges, this final one proved the most problematic.[3]

No other railway has ever matched CP in building as many high timber bridges as were required to initially conquer the mountainous terrain of eastern British Columbia.[1]

Stoney Creek Bridge - Wikipedia

1894 steel bridge[edit]

Construction[edit]

In 1893, 3,000 carloads of rock were railed from a Salmon Arm quarry. During construction, a carpenter struck by dislodged rock sustained fatal injuries on falling to the bottom of the ravine.[4] A Hamilton Bridge Co. employee fell to his death later that year.[5] This company replaced the existing crossing with an 82-metre (270 ft) high, 148-metre (486 ft) long structure, incorporating a 102-metre (336 ft) steel arch span.[6] After load testing, work was suspended until the spring 1894 completion and opening.[1][7] The design could comfortably support the combined weight of two mountain region locomotives.[6]

Strengthening[edit]

To handle heavier locomotives, CP proposed to replace the structure with a new 95-metre (311 ft) cantilever deck truss with 34-metre (111 ft) flanking anchor spans, built adjacent to the existing bridge. However, the unsuitable rock foundation of the canyon made the idea uneconomical. Instead, truss arches, positioned outside of the existing ones, would widen each side by 1.5 metres (5 ft).[6]

In 1929, the Canadian Bridge Co. undertook the installation, and replaced the deck lattice girder spans with deck plate girders.[8] The design could support four locomotives with a combined weight of 1,100 tons. In 1970, the load capacity was re-evaluated for the introduction of bulk commodity unit trains. In 1999, another strength evaluation was conducted.[6] The western approach comprises a sharp bend in the track to cross the gorge at its narrowest point.[8] This track curvature places considerably greater centrifugal forces on the west end of the structure, which limits current train speeds to 40 kilometres per hour (25 mph).[6]

Since the opening of the lower Macdonald Track in 1988 for westbound traffic, the Stoney Creek arch on the Connaught Track has primarily handled the lighter eastbound trains. Although fatigue damage during the prior 15 years was considerable, the bridge maintains an expected long life. However, to safely sustain present and future train loads, some deficient parts may require strengthening.[6]

Accident[edit]

In 2015, six cars of a westbound freight derailed on the bridge. The train had diverted to the eastbound route because the Mount Macdonald Tunnel was being vented. The incident occurred when the train lost momentum on the steeper grade and stopped with the cars on the bridge. However, restarting on the curve caused the heavier cars at the front and rear of the train to lift the lighter middle cars from the track.[9]

 

⬣ 生活 사진

생활 寫眞은 일상의 사소한 발견입니다.

森羅萬象(삼라만상)은 곧 사진의 훌륭한 소재라고 생각합니다.

늘 가지고 다니는 휴대 전화기나 손 안에 쏙 들어가는 똑따기 사진기만으로도 누구나 크게 공감하고 많이 동감하는 이야기를 만들 수가 있을 것이라 믿습니다.

더 없는 사랑과 꾸밈없는 정성으로 人時空을 담아내어 소중한 추억으로 오래토록 간직하게 되기를 희망합니다.

 

'사진은 빛의 예술이자 역사의 기록이다'

생활사진에 대하여 이렇게 거창한 말까지 앞세울 필요는 전혀 없을 것 같습니다.

진실과 진심으로 있는 대로 보고 진정과 최선을 다하여 보이는 대로 담아내면 그것이 곧 예술이자 역사가 될 것입니다.

보다 많은 사진인구의 저변 확대를 기대합니다.

 

가족의 건강과 가정의 행복을 축원합니다.

오로지 건강하세요.

늘 고맙습니다.

 

20121212(陰1029) WED

Mundy Sung

 

■ Stoney Creek Bridge-Canadian Pacific Railway