Great Lakes Art Database

Marine Review (Cleveland, OH), 21 Jul 1904, p. 18

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18 mk 6 Reed ee THE SAHARA, THE SECOND LARGEST FREIGHT CARRIER ON THE GREAT LAKES, OWNED BY THE GLOBE STEAMSHIP CQ., DULUTH. an important work wholly by local men, when it is well -known that on the continent such undertakings are placed in 'the hands of engineers of continental and often world wide reputation and wide experience. It is greatly to the credit of the staff of the Trent canal office here, and the results fully justify the confidence reposed in them. Having determined the general dimensions of the proposed lock, and its capacity, and keeping in mind the conditions un- der which it would operate, and looking into the future, the general plans were prepared. From these the detail drawings were worked up, and from time to time as improvements sug- gested themselves they were adopted. Some idea may be had of the responsible character and magnitude of the work in- volved from the fact that hundreds of separate drawings were made during the progress of the work. The general arrangement of the lock was laid down by Mr. R. B. Rogers, superintending engineer of the canal, and on him the department of railways. and canals places the responsibility of conducting the work. The layout of the embankments and the preliminary plans of the concrete work were prepared by Mr. T. A. S. Hay, who after- wards resigned his position on the staff to become city en- gineer of Peterborough. The excavations and embankments were commenced under Col. H. S. Greenwood, then engineer of the Peterborough-Lakefield division of the canal. After making the concrete plans of the superstructure and the work- ing plans of the concrete work Mr. Walter J. Francis, engineer of hydraulic locks, was appointed in 1900 to succeed Col. Greenwood on his departure for South Africa, and he has since been in charge of the whole construction. Mr. John Rankin was inspecting engineer of steel work during manu- facture and erection. The contractors for the steel work, The Dominion Bridge Co. of Montreal, are referred to by the government engineers in the highest terms of praise for the painstaking studies of the problems involved in this immense undertaking and the [Burtt at the Lorain yard of the American Ship Building Co. highly creditable manner in which their work has been per- formed. Many of the details adopted originated with the officers of the company, who were required by the contract to make and submit details for approval. The gentlemen more particularly interested for the company were Messrs. Phelps Johnson, manager; G. H. Duggan, late chief engineer; and D. A. Murphy, mechanical engineer in charge of the work. The general erection was carried out un- der the superintendence of Mr. E. W. Nichols. The lock itself has already been described in the Review but the following tabulated facts are of interest. Height ot lift, 65 feet. Dimensions of Presses:--External diameter of cylinders, 8 ft. 3% ins.; diameter. of ram, 7 ft,, 6 in:; working stroke, 65 ft.; the largest ever built. Pressure in presses during operation, 600 lbs. to the square inch. : Approximate weight of water in each chamber, 1,300 tons. Depth of water in chamber, 8 ft. Dimensions of Chambers :--Two, each 140 ft. long, by 33 ft. wide; depth, 9 ft., 10 in. Built of steel plates. Height of Guide Towers:--10o ft. from foundation. Base of tower, 26 ft., 6 in. x 4o ft, 8 in. Central tower slightly smaller, Breast Wall of Lock:--4o ft. thick, 80 ft. high and 126 ft. long at base. Substructure of Lock:--Concrete; the largest monolithic mass of concrete in the world. It contains over 26,000 cu. yds. Cost of lock, $500,000. Excavation work commenced in 1806. Concrete work commenced in 10900. Steel superstructure manufactured in 1901, erected in 1902-3. Superintendent and designer of lock, R. B. Rogers. Contractors for excavation and substructure, (concrete) Corry and Laverdure, Ottawa.

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