By John Fry
The rigors and tribulations of a Canadian company titan in the course of a desirable interval in 19th-century Quebec.
A brain at Sea is an intimate window right into a vanished time whilst Canada used to be one of the world’s nice maritime international locations. among 1856 and 1877, Henry Fry used to be the Lloyd’s agent for the St. Lawrence River, east of Montreal. The harbour coves less than his domestic in Quebec have been filled with vast rafts of lower wooden, the river’s coastline sprawled with yards the place significant square-rigged ships – many owned by means of Fry – have been built.
As the president of Canada’s Dominion Board of exchange, Fry used to be on the epicentre of wealth and impression. His domestic urban of Quebec served because the capital of the province of Canada, whereas its port used to be frequently the scene of uncooked illegal activity. He fought vigorously opposed to the abduction of sailors and the harmful perform of deck loading. He additionally battled opposed to and overcame his own demon – psychological melancholy – happening to jot down many send histories and essays on U.S.-Canada relations.
Fry was once a colorful determine and a reformer who interacted with the well-known figures of the day, together with Lord and woman Dufferin, Sir John A. Macdonald, Wilfrid Laurier, and Sir Narcisse-Fortunat Belleau, Quebec’s lieutenant-governor.
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Extra resources for A Mind at Sea: Henry Fry and the Glorious Era of Quebec's Sailing Ships
I n the execution of this work over 150,000 piles, each about 30 ft. in length, were driven. The upper part of the work is what is seen in our illustra tions, and it served as a jetty on which to bring the ballast trains up close to the points of tipping. As this work was completed, the upper part was removed, but there still remains permanently buried in the ground, and completely covered by the bank, about 650,000 cubic feet of timber. I t will thus be seen that the permanent timber hearting was used for a part of the jetty on which the material to form the bank was brought up, the upper part of the jetty being removed as the work was completed.
I n these machines a special locomotive is required in attend ance upon the excavator ; for although it is tra versed by its own power over the train of wagons it is filling, its movement is not sufficiently rapid. The wagons are also kept in motion in the opposite direction by the attendant locomotive. The weight of these machines is at least 80 tons. They travel on steel rails weighing 80 lb. per yard carried by cross sleepers spaced about 2 ft. apart. wheel base is therefore narrower, special precau tions have to be taken in the construction of the road upon which it runs, and the machines have been known more than once, when working in light marsh clays, to tilt bodily over into the cutting, a circumstance not of a soothing nature to a contractor, for it must be a terrible job to set one of these elaborate moving structures on its legs—or, rather, wheels again.
The advantage was not so greatly apparent in the speed of towage as in the readiness of the locomotive to take another barge back immediately on the return journey, whereas the tugs had to t u r n round, an operation requiring some little time. Having so far dealt with some of the more salient matters connected with the dredging work since Mr. Schenk took it in hand, we will return to an earlier period to refer briefly to an interesting feature in connection with this part of the work of construct ing the canal.