I have wanted to write a “top 10” grain elevator post for this site for a while. I wasn’t sure exactly what the criteria would be to choose the “top 10.” Obviously it would be subjective. I started going through the list of almost 200 grain elevators that still exist in Manitoba, eliminating the modern concrete elevators right away. I started compiling a “favorites” list but it had significantly more than 10 elevators in it!
Then I thought… Trackside Photographer . . . trackside . . . maybe I should choose the top 10 grain elevators that are still trackside! Brilliant! However, that eliminated a lot of my favorite elevators from contention. That wouldn’t do.
In the end, I chose a mix of actual trackside elevators plus a few that have not had railway tracks beside them for decades. It’s all subjective. I hope you like them. Read more
In time, the Lethbridge (Alberta district, Northwest Territories) coal mines would feed all the Canadian Pacific Railway (CPR) steam locomotives in western Canada, as well as the stoves of its stations and many settler prairie homes. The slogan “Galt Coal Burns All Night” was emblazoned on signage wherever it was sold; lumber yards, grain elevators, and farm cooperatives. By 1890, the North-West Coal & Navigation Company (NWC&NC) averaged 90,000 tons delivered per year to Dunmore, and the CPR wanted more. Northwest Mounted Police Superintendent Deane reported the Galt mines could produce more than 1,000 tons per day – with the possibilities for more in sight.
In Part Two, we had just begun to explore Fayette Station, West Virginia. Here Route 82 (one way from the north side of the Gorge and back up the other side) descends the mountain to the river then back up along the south side. Before the New River Gorge Bridge was built, Route 82 was how the Gorge was crossed at this location. At that time it was two way but for years now it has been limited to one way traffic.
Fayette Station is a busy place during the warm months. It is a center of activity for raft take-outs, rock climbing, viewing the bridge and for several waterfalls which are within walking distance. It also has a great rail fan location which I’ll get to later. Read more
On July 6, 1892, the “Battle of Homestead” was fought at this site between the striking steelworkers of the Carnegie Company and the Pinkerton detectives.
The conflict had been brewing for several months. For union members belonging to the Amalgamated Association of Iron and Steel Workers the working and living conditions were dismal. Twelve hour days, seven days a week with every other Sunday off was the norm. Efforts by the union to negotiate were ignored. Management in the form of Andrew Carnegie and Henry Clay Frick refused any form of negotiations. Frick developed a hard line, telling Carnegie that he, Frick, would take care of the strike. The workers were locked out; they, in turn, surrounded the plant, refusing entry to anyone. Read more
When you start out watching trains as a kid, most of what occupies your attention is the locomotive—big and noisy and powerful. After that, the rest is just legions of freight cars and (when I was young) a caboose bringing up the rear end. I’ll admit that I gave little thought as to what the trains hauled or where they were from or where they were headed—all I wanted to see were locomotives, especially those of the minority builders. Time and age changed that; I began to step back away from the tracks and look at all that was happening around the railroad. Read more
Across the Potomac river from Paw Paw, West Virginia, a landmark canal tunnel stands which is also associated with the early years of railroading. The largest structure on the Chesapeake and Ohio Canal, the 3,118 foot long Paw Paw Tunnel was built at the height of the race between the C&O canal and the Baltimore and Ohio Railroad to reach the Ohio River. Construction of the tunnel began in 1836, but labor disputes, unexpected construction difficulties and lack of funds delayed completion until 1848.
The C&O Canal and the B&O Railroad were both born on July 4th, 1828. In Georgetown (Washington, DC) the C&O Canal held an elaborate ceremony with President John Quincy Adams in attendance. In Baltimore the groundbreaking for the B&O railroad was more modest. Charles Carroll, the last remaining signer of the Declaration of Independence dug the first shovel-full of dirt to begin the construction of the railway.
As the two companies made their way westward disputes over property were inevitable. At Point of Rocks, Maryland, competing claims to the narrow right of way resulted in a four year delay in construction until the courts ruled in the canal's favor.
In the end, of course, the railroad won out. The Baltimore and Ohio reached Cumberland, Maryland in 1842, eight years ahead of the canal. After a disastrous flood in 1889 bankrupted the C&O, the canal came under the control of the Consolidation Coal Company, which was principally owned by the B&O. The canal closed in 1924.