(Excerpt from Report of W. J. McAlpine, Esq., C. E., On th...)
Excerpt from Report of W. J. McAlpine, Esq., C. E., On the Water Works of the City of Montreal Nowhere else, on the American continent, do these advantages of transport and water-power unite as they do at Montreal; and hence it furnishes an additional reason why you should avail yourselves of this power to its utmost extent in your municipal works, and thus encourage its development for those other important purposes. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.
https://www.amazon.com/Report-McAlpine-Montreal-Classic-Reprint/dp/1528313747?SubscriptionId=AKIAJRRWTH346WSPOAFQ&tag=prabook-20&linkCode=sp1&camp=2025&creative=165953&creativeASIN=1528313747
(Excerpt from Address by Hon. Wm. J. McAlpine Before the C...)
Excerpt from Address by Hon. Wm. J. McAlpine Before the Chamber of Commerce at the Cooper Union: On the Extent of the Products of the Food-Producing Interior of the United States; The Channels of Transport to Market; Their Relative Capacity and Economy; What Improvements or New Routes May Be Made to Increase and Cheapen Transport Twenty years ago, I ascertained that the agricultural exports from the West equalled in value the imports from the East, and in tonnage were as four to one. At the present time, when many of these agricultural products are condensed into flour, the products of animals, and Spirits (to lessen the cost of transporta tion), the proportion of the tonnage between the Western exports and imports, of the same aggregate value, is probably as three to one. Thus, out of about seven millions of tons of freight, which accumulate at the eastern end of Lake Erie, there is bound East a little over five millions, and of this the Erie and Welland Canals probably convey three-fourths. It is difficult to ascertain the actual tonnage of freight which has been carried upon the Lakes. The tonnage of the vessels has increased one-half since 1862, and the trade is now valued at a thousand million of dollars.* The introduction of steam, efficient management and low tolls will enable the Erie Canal to increase its capacity from Buffalo, for through freight, and carry the local tonnage naturally be longing to it, to the extent altogether of four millions of tons per annum. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.
https://www.amazon.com/Address-McAlpine-Before-Chamber-Commerce/dp/0332231275?SubscriptionId=AKIAJRRWTH346WSPOAFQ&tag=prabook-20&linkCode=sp1&camp=2025&creative=165953&creativeASIN=0332231275
( This work has been selected by scholars as being cultur...)
This work has been selected by scholars as being culturally important, and is part of the knowledge base of civilization as we know it. This work was reproduced from the original artifact, and remains as true to the original work as possible. Therefore, you will see the original copyright references, library stamps (as most of these works have been housed in our most important libraries around the world), and other notations in the work. This work is in the public domain in the United States of America, and possibly other nations. Within the United States, you may freely copy and distribute this work, as no entity (individual or corporate) has a copyright on the body of the work. As a reproduction of a historical artifact, this work may contain missing or blurred pages, poor pictures, errant marks, etc. Scholars believe, and we concur, that this work is important enough to be preserved, reproduced, and made generally available to the public. We appreciate your support of the preservation process, and thank you for being an important part of keeping this knowledge alive and relevant.
https://www.amazon.com/Report-Commissioners-Proposed-Projects-Supplying/dp/1378583965?SubscriptionId=AKIAJRRWTH346WSPOAFQ&tag=prabook-20&linkCode=sp1&camp=2025&creative=165953&creativeASIN=1378583965
William Jarvis McAlpine was born in New York City. He was the eldest son of John and Elizabeth (Jarvis) McAlpine. His paternal grandfather, Donald McAlpine, was an officer in the famous "Black Watch"; his mother was a granddaughter of Abraham Jarvis, second Protestant Episcopal bishop of Connecticut. John McAlpine, who was a millwright and mechanical engineer with a large practice, desired his son to enter the engineering profession with a view to carrying on his own business.
After completing his elementary education at private academies in Newburgh and Rome, N. Y. , William, then fifteen, was apprenticed to John B. Jervis, a civil engineer. He served under Jervis as pupil, assistant, and resident engineer for eight years, showing remarkable aptitude and developing rapidly.
In 1836, McAlpine succeeded his preceptor as chief engineer of the eastern division of the Erie Canal. After several years' service in this capacity, he became chief engineer of the government dry dock in Brooklyn. This was a project of the first magnitude, and, because the foundations had to be laid on a deep layer of quicksand, forty feet below tide level, one of extraordinary difficulty. McAlpine handled the construction in a masterly manner, and by the successful completion of the work definitely established himself as one of the leading engineers of his time. As state engineer and railway commissioner of New York from 1852 to 1857, he made studies on comparative costs of rail and water transportation which achieved international recognition. He served as chief engineer of the Erie Railroad 1856-57, of the Chicago & Galena (later Northwestern), 1857, and of the Ohio & Mississippi, 1861-64; and as consulting engineer to many others. He prepared plans and reports on water supply systems for Chicago (1851 - 54), Brooklyn (1852), Buffalo (1868), Montreal (1869), Philadelphia (1874 and 1884), San Francisco (1879), New York (1882), Toronto (1886), and many smaller cities. As chief engineer of the Third Avenue drawbridge over the Harlem River, New York (1860 - 61), he did pioneer work on the design and sinking of the caissons for the piers. Later he acted either as chief engineer or consulting engineer for a number of the greatest bridge projects of the time, including the Eads bridge over the Mississippi at St. Louis (1865), the Clifton suspension bridge at Niagara (1868), and the Washington bridge over the Harlem in New York City (1885 - 88). He was superintendent of construction of the New York State Capitol at Albany in 1873, a project of great magnitude and difficulty; and later, as engineer of parks for New York City, he built the famous boulevard, Riverside Drive. At the time of his death he was actively engaged upon plans for the "Arcade Railway" a project for providing an underground rapid transit system for New York City and also second level streets under some of the congested thoroughfares. The scheme was one of remarkable ingenuity and in many respects far ahead of its time, but opposition of abutting property owners and legal and financial difficulties forced its abandonment. McAlpine enjoyed wide professional recognition in England and Continental Europe, where he was consulted on many important projects, including the Manchester Ship Canal, a proposed railway to India, and improvement of the navigation of the Danube River near the "Iron Gate. " His death occurred on February 16, 1890 at New Brighton, Staten Island.
McAlpine was the first and for many years the only American honored by membership in the British Institution of Civil Engineers, and was elected president of the American Society of Civil Engineers, 1870, and honorary member, 1889. McAlpine was a prolific writer on technical subjects. Besides reports upon the various projects with which he was connected, he contributed to the Transactions of the American Society of Civil Engineers a number of original papers and many detailed discussions. Possibly his most notable contribution to technical literature was his paper on "The Supporting Power of Piles, " published in the Minutes of Proceedings of the Institution of Civil Engineers, which won him the Telford Medal. He also published in book form a work entitled Modern Engineering (1874). McAlpine was one of the last great general practitioners of civil engineering, and was the recognized dean of the profession when he died.
( This work has been selected by scholars as being cultur...)
(Excerpt from Address by Hon. Wm. J. McAlpine Before the C...)
(Excerpt from Report of W. J. McAlpine, Esq., C. E., On th...)
McAlpine was married on February 24, 1841, at Watervliet, N. Y. , to Sarah Elizabeth Learned.
