National Park Service 

Cultural Landscape Inventory 

2015 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 
Table of Contents 

Inventory Unit Summary & Site Plan 4 

Concurrence Status 22 

Geographic Information and Location Map 23 

Management Information 34 

National Register Information 35 

Chronology and Physical History 38 

Analysis & Evaluation of Integrity 51 

Condition 102 

Bibliography 103 

Supplemental Information 107 

Alaska Regional Office, Cultural Landscapes Program, 2015.

Cover Photo: Jumbo Junction Station, c.1920s (Courtesy of Geoffrey Bleakley). 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Inventory Unit Summary & Site Plan

Inventory Summary

The Cultural Landscapes Inventory Overview:

CLI General Information:

Purpose and Goals of the CLI 

The Cultural Landscapes Inventory (CLI), a comprehensive inventory of all cultural landscapes in the national park 

system, is one of the most ambitious initiatives of the National Park Service (NPS) Park Cultural Landscapes Program. 

The CLI is an evaluated inventory of all landscapes having historical significance that are listed on or eligible for listing 

on the National Register of Historic Places, or are otherwise managed as cultural resources through a public planning 

process and in which the NPS has or plans to acquire any legal interest. The CLI identifies and documents each 

landscape’s location, size, physical development, condition, landscape characteristics, character-defining features, 

as well as other valuable information useful to park management. Cultural landscapes become approved CLIs when 

concurrence with the findings is obtained from the park superintendent and all required data fields are entered into a 

national database. In addition, for landscapes that are not currently listed on the National Register and/or do not have adequate 

documentation, concurrence is required from the State Historic Preservation Officer or the Keeper of the National 

Register. 

The CLI, like the List of Classified Structures, assists the NPS in its efforts to fulfill the identification and 

management requirements associated with Section 110(a) of the National Historic Preservation Act, National Park Service 

Management Policies (2006), and Director’s Order #28: Cultural Resource Management. Since launching the CLI 

nationwide, the NPS, in response to the Government Performance and Results Act (GPRA), is required to report 

information that respond to NPS strategic plan accomplishments. Two GPRA goals are associated with the CLI: bringing 

certified cultural landscapes into good condition (Goal 1a7) and increasing the number of CLI records that have complete, 

accurate, and reliable information (Goal 1b2B). 

Scope of the CLI 

The information contained within the CLI is gathered from existing secondary sources found in park libraries and 

archives and at NPS regional offices and centers, as well as through on-site reconnaissance of the existing landscape. 

The baseline information collected provides a comprehensive look at the historical development and significance 

of the landscape, placing it in context of the site’s overall significance. Documentation and analysis of the existing 

landscape identifies character-defining characteristics and features, and allows for an evaluation of the landscape’s 

overall integrity and an assessment of the landscape’s overall condition. The CLI also provides an illustrative site plan that 

indicates major features within the inventory unit. Unlike cultural landscape reports, the CLI does not provide management 

recommendations or treatment guidelines for the cultural landscape. 

Cultural Landscape Inventory - 2015 Page 3 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Inventory Unit Description

The Kennecott Aerial Tramways cultural landscape is located within the Kennecott Mines National Historic Landmark 

(NHL) in Wrangell-St. Elias National Park and Preserve, Alaska. The boundaries of the inventory unit encompass 3,715 

acres surrounding the Bonanza, Glacier, Jumbo, and Erie aerial tramways on the west face of Bonanza Ridge. 

History Overview 

The steep topography and vast array of natural features on Bonanza Ridge greatly influenced the physical layout of the 

Kennecott mines and mill town. While the siting of the Mill Town was dependent upon access to a reliable water source 

and suitable topography to build upon, the siting of the mines was influenced by a Chitistone-Limestone contact which 

defined the location of copper ore on the upper slopes of Bonanza Ridge. This precipitous landscape characterized by 

deep gulches, hanging glaciers, rock glaciers, and steep talus slopes was remote, isolated, and covered in snow for the 

majority of the year. Bonanza Mine, the first mine to be developed at Kennecott, is situated nearly 3 miles upslope from the 

Mill Town clinging to the crest of a narrow traverse ledge immediately below the Bonanza outcrop at the 6,000’ elevation. 

Glacier Mine, which consists of little more than a winch house and loading station, is located directly southwest of 

Bonanza Mine. This small mine was built directly upon a rock glacier that contained extremely high grade ores which had 

eroded from the Bonanza outcrop and slid downslope into the ice mass of the glacier. Jumbo Mine, which was also built 

upon a glacier, is located approximately three quarters of a mile northwest of Glacier Mine and confined to the east by 

a towering wall of hoodoo pinnacles. As building space was limited at Jumbo Mine, many of its support structures were 

built upon rollers and attached to the adjacent cliffside with cables to prevent them from falling downslope as the glacier 

receded. Erie Mine, the most remote of the Kennecott Mines, is perched precariously upon a jagged hillside 2,000’ above 

the Kennicott Glacier and 4 miles north of the Mill Town. Because of the secluded and inaccessible location of Erie Mine, 

its support camp and workings were primarily accessed underground through a series of tunnels connecting with Jumbo 

Mine (Bateman, 1920: 5; Gilbert, et al., 2001: 59, Appendix H).

Consequently, the dramatic landscape of Bonanza Ridge limited circulation routes between the rich copper mines and ore 

processing facilities in the Mill Town. Trails and wagon roads required constant maintenance and were free from snow 

cover only four months out of the year, June to September, significantly limiting production. Moving wagons up and down 

steep slopes by horse teams was also an extremely dangerous feat. On the downhill trek from the mines, drivers had to 

take care that the heavy ore wagon would not break loose, run over the horses, or slide off the road. The return journey 

uphill was nearly as difficult as the steep wagon roads were often plagued by rock slides, mud, and loose scree. It was clear 

that the success of the mining operation depended on a more advanced transportation system to move ore across creeks, 

gulches, and ravines and natural obstacles such as snow and steep grades with ease (Gilbert, et al., 2001: Appendix H). 

As soon as the Kennecott Mines Company secured ownership of the claims on Bonanza Ridge plans were underway 

to build a 3 mile long aerial tramway extending from the upper level of the Concentration Mill to Bonanza Mine. A 

1907 conceptual plan of the Mill Town shows the proposed locations for ore handling facilities including the Tramway 

Terminal, Ore Shed, and Concentration Mill clustered on the hillside north of National Creek. Other features of the 

Bonanza Tramway were addressed in more detail. Between 1907 and 1911, the Trenton Iron Company of New Jersey in 

collaboration with the Kennecott Mines Company designed the entire aerial tramway system including the tramway 

discharge terminal at National Creek, the angle station situated mid-way up the mountain, and the loading station at 

Bonanza Mine. The Trenton Iron Company also provided the equipment needed to install the aerial tramway at Kennecott 

(Trenton Iron Company, 1907-1911; Conceptual Plan of the Mill Town, 1907; Gilbert, et al., 2001: Appendix H).

The Kennecott Mines Company hired at least 50 men to build the Bonanza Tramway over the summer of 1908. 

Workers cleared a 50 foot wide corridor of vegetation from either side of the aerial tramway to ensure access to the towers 

for repairs and reduce the risk of damage from avalanches and fallen trees. Over the course of two summers, the loading 

station, angle station, and an intricate system of towers, breakovers, and tension stations were built up the hillside of 

Bonanza Ridge. Although the aerial tramway was completed in 1909, construction was still underway on the 

Concentration Mill. Consequently, the aerial tramway was initially used to transport the materials and supplies needed to 

build a support camp at Bonanza Mine while stockpiles of ore continued to grow. Nevertheless, by 1911 the Concentration 

Mill was at an operational capacity and the aerial tramway was transporting up to 100 tons of ore from the mine each day 

to be processed (Gilbert, et al., 2001: 20, 24-25, 28, Appendix H). 

Cultural Landscape Inventory - 2015 Page 4 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Inventory Unit Description (cont.)

Once the Bonanza Tramway was regularly shipping ore, attention was extended to Jumbo Mine where encouraging 

discoveries had been made. A second aerial tramway was purchased and shipped to Kennecott in 1911 although 

major development did not occur until 1913 when a 3 mile stretch of land between Jumbo Mine and the Concentration 

Mill was surveyed to identify a suitable route for the aerial tramway. Tram towers, breakovers, tension stations, and a 

junction station complex were built later that year and by the winter of 1914 the aerial tramway was operational. The 

completion of the Bonanza and Jumbo tramways were significant events in preparing the mines for production as it 

enabled the mines to produce large quantities of ore and provided dependable transportation between the mines and 

Concentration Mill. Annual production more than doubled at Kennecott from a little over 81,000 tons of ore to nearly 

180,000 tons in 1915. When all was working well, ore buckets (sometimes carrying as much as 300 pounds of ore per 

bucket) would arrive at the Concentration Mill every 2 minutes and take no longer than 45 minutes to return to the loading 

station on the return trip. Remarkably, the cost of running the aerial tramways amounted to only $6.27 per hour (Gilbert, 

et al., 2001: 29, 192, Appendix H). 

With Bonanza and Jumbo mines in full production, the Kennecott Mines Company reincorporated into the Kennecott 

Copper Corporation to manage mining operations on a larger scale and proceeded to develop the small yet promising Erie 

Mine 4 miles north of the Mill Town. By 1916, a 2,000’ long aerial tramway was installed between the entrance of Erie 

Mine where ore was sacked, sent down the tramway, and stockpiled at a staging area for sledding to the Concentration Mill 

once enough snow was on the ground. However, the impacts of World War I between 1914 and 1919 caused chronic labor 

shortages at Kennecott forcing Erie Mine to temporarily close in 1918 and curtailing production at Bonanza and Jumbo 

mines up to 30 percent. Natural disasters further complicated operations at Kennecott. Both the Bonanza and Jumbo 

tramways were damaged by snow slides in the winter of 1918 and 1919 temporarily halting the shipment of ore. The 

Bonanza Tramway was later rebuilt to increase its capacity to 600 tons of ore per day, damaged sections of the Jumbo 

Tramway were repaired and its loading station was relocated underground to increase safety measures. Improvements 

were also made to the Jumbo Junction Station to support a 4,500’ long aerial tramway extending to Glacier Mine. This 

tramway was used to transport ore from Glacier Mine as well as service Bonanza Mine when its tramway was undergoing 

repairs. It is likely that a stub tramway extending from upper Glacier Mine to Bonanza Mine was built during this time to 

support the occasional movement of Bonanza’s ore on the Glacier Tramway (Gilbert, et al., 2001: 29, 38, 68, Appendix H; 

Glacier Tramway, Drawing No. T-159, 1918; Kennecott Copper Corporation, 1918: 8).

By the late 1920s, the Kennecott Mines were not only connected by aerial tramways, but also by an extensive system of 

underground tunnels making it possible to enter from Erie Mine, pass through Jumbo tunnels, and exit at Bonanza Mine 

several miles away. As it was not uncommon for avalanches to incapacitate an aerial tramway for months at a time, the 

network of underground tunnels made it possible to deliver ore to the Concentration Mill using the aerial tramways that were 

available. The aerial tramways continued to be actively used and serviced until the last of the great Kennecott ore bodies 

were in sight at the turn of the 1930s. A portion of the Glacier Tramway was disassembled after the mine closed in 1928 

and the Kennecott Copper Corporation conducted limited repairs on the remaining aerial tramways after mining operations 

significantly declined in 1932. Subsequently, the Kennecott Copper Corporation closed all mining and tramway operations 

on Bonanza Ridge in 1938. Throughout the life of the Kennecott Mines, the aerial tramways were essentially the lifeline 

of the entire mining operation, making the transportation of large quantities of ore from the mines to the Concentration 

Mill profitable and incredibly efficient. Between 1909 and 1938, over 4.6 million tons of ore valued at $200 million was 

transported on the Kennecott aerial tramways (Gilbert, et al., 2001: 42-43; Appendix H; Saleeby, 2000: 332).

Significance Summary 

The Kennecott Aerial Tramways cultural landscape contains the remnants of the aerial tramway system on Bonanza Ridge. 

This includes but is not limited to towers, junction and angle stations, breakovers, tension stations, and a wide variety 

of equipment and objects that maintain a strong association with the Kennecott Mines. The Kennecott Aerial Tramways 

cultural landscape is individually eligible for the National Register of Historic Places under Criterion A at the National 

level and its areas of significance are industry and transportation. The historic significance of the Kennecott Aerial Tramways 

landscape resides in its association with the historic development, decline, and abandonment of the Kennecott Mines 

which were designated a National Historic Landmark (NHL) in 1986. The period of significance for the Kennecott 

Aerial Tramways begins in 1908 with the construction of the Bonanza Tramway and ends in 1938 with the closure of the 

Cultural Landscape Inventory - 2015 Page 5 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Inventory Unit Description (cont.):

Kennecott Mines and subsequent abandonment of the tramways.

Integrity Summary 

The Kennecott Aerial Tramways maintains integrity of location, association, feeling, design, materials, and workmanship. 

Landscape characteristics that contribute to the historic character of the Kennecott Aerial Tramways include topography, 

circulation, spatial organization, and cluster arrangements that are composed of buildings, structures, as well as a wide 

variety of objects and archeological features. 

Cultural Landscape Inventory - 2015 Page 6 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

KENNECOTT 

Cultural Landscape Inventory - 2015 Page 7 of 119 
 

McCARTHY CREEK

KENNECOTT

KENNECOTT MINES NHL BOUNDARY

AERIAL TRAMWAYS BOUNDARY

KENNICOTT GLACIER 

A

H ERIE

B

MOTHER 

LODE

JUMBO C

G

D

F

BONANZA

GLACIER

MILL TOWN

E

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Aerial Tramways Boundary Map

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 8 of 119 
KENNICOTT GLACIER 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Aerial Tramways Site Map

ET2 

ET1 

ERIE

MT3 MOTHER 

LODE

JUMBO

JT 40 MT1 MT2

JT1 JT31 

JT32 

JT39 JT2 

JT33 JT3 

JT34 

JT4 BONANZA

BT28 

BT29 

ACIER BT1 

BT27 GT1 BT2 

GT2 

3 BT3 

BT4 

BT5 

 STATION

BT6 

 STATION

BT9 

BT10 

BT11 

12 

JT35 

JT5 

JT6 JT36 GL

JT7 

JT37 JT8 

GT

GT4 

GT5 

GT6 

GT7 

JUMBO JUNCTION

JT10 JT9 & JT25-29 

JT11 

JT12 BONANZA ANGLE

BT7 & BT24-26 

BT8 JT13 

JT14 

JT15 

JT16 BT

JT17 BT13 

JT18 BT14 

BT15 JT19 BT16 

JT20 BT17 

JT21 BT18 

JT22 BT19 

BT20 JT23 BT21 

JT24 BT22 

JT30 BT23 

BT30 

MILL TOWN

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 9 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Bonanza, Jumbo, and Glacier Aerial Tramways Site Map

JUMBO

JT 40 

JT1 

JT31 

JT2 

JT3 

JT4 

BT28 BT29 BONANZA

JT5 BT1 

GLACIER JT6 GT1 BT27 

JT7 GT2 BT2 

JT8 

GT3 BT3 

BT4 

BT5 

GT4 

GT5 

GT6 

GT7 

JT9 

JT10 BT6 

JT11 

JT12 BT7 

JT13 BT8 

BT9 

JT14 BT10 JT15 

BT11 

JT16 

JT17 BT12

JT18 

BT13 JT19 BT14 

BT15 

JT20 BT16 

BT17 

JT21 BT18 

JT22BT19 

JT23 

BT20 JT24 BT21 Private Property Intersecting 

Kennecott Aerial Tramways

Private Property 

BT22 

JT30 BT23 

MILL TOWN

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 10 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Upper Jumbo Aerial Tramway

JT1: Upper tram anchor buried; light corrosion on JUMBO

main cables and moderate corrosion on traction 

cables. JT1 

JT 40 

JT40-2: Lines down at 1/4 point.

JT31: Cut blasted into slope. JT31 

JT2: Splice in main cable 50’ above station.

JT2: Splice in main cable 25’ below station. JT2 

JT2-3: Main cable touches ground at sag point to JT3.

JT3: Leg of collapsed tower hanging on main cable 

and traction lines. JT3 

JT4: Stable tower. SE footing undermined. JT4 

JT4-5: Main cable on ground from towers JT4 and 5. 

JT5: Collapsed tower partially hanging on main cable. JT5 

JT5-6: All cables touch ground between JT5 and 6.

JT6: Tension stress on main cable from anchor. 

Weight box on ground. JT6 GLACIER

GT1 

JT7: Stable tower. GT2 JT7

JT8: Stable tower. JT8 

GT3 

GT4 

GT5 

GT6 

GT7 

JT9: Junction Station appears 

stable with some foundation 

rot. Weight boxes on ground.

JT9 

JUMBO JUNCTION STATION

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 11 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Lower Jumbo Aerial Tramway

JUMBO JUNCTION STATION JT9 

JT10: Stable breakover. All cables up. JT10 

JT11: Stable tower. JT11 

Main cables sag for 40’. Traction cables sag for 80’.

JT12: Breakover in poor condition with weight boxes on ground. Severe rot in 

foundation and half of central structure is collapsed. Lateral and longitudinal 

bracing has been sawed out. JT12 

JT13: Unstable tower with foundation rot. Lower lateral bracing sawed out. 

Vegetation is both supporting structure and wedging it a part. JT13 

Traction lines to ground between JT13-14.

JT14: Tower with central frame broken. Some lateral bracing sawed out. 

Vegetation both supporting structure and wedging it apart. JT14 

JT15: Tower with some longitudinal bracing sawed out. JT15 

Traction cables down 50’ below JT15.

JT16: Unstable tower. Splice joints pulling apart and lateral bracing sawed 

out. Vegetation both supporting structure and wedging it apart. Main 

cables are up. JT16 

Traction lines to ground between JT16-17.

JT17: Unstable tower with lateral and torque distortion in lower structure. All lateral bracing sawed out. Traction cables slack towards JT18. JT17 

Cut in cable at Lawyer’s Road 100’ downslope from JT17.

Traction lines to ground between JT17-18.

JT18: Stable tower with ore car on main cable. JT18 

Traction lines to ground between JT18-19.

JT19: Stable tower. JT19 

JT20: Semi-stable tower with foundation rot. Main splice 

at 20’ above JT21 and 50’ beyond JT21. JT20 

JT21: Semi-stable tower. Main cables up. JT21 

Traction cables on ground between JT21-22. JT22 

JT23: Semi-stable tower. JT23 

JT24: Unstable tower. Power pole collapsed on to 

main cable. JT24 

Traction cables to ground between JT24-30.

MILL TOWN JT30 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 12 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Glacier Aerial Tramway

BT29 

BT29: Remains of Bonanza-Glacier stub tramway.

GT1: Loading 

station collapsed. 

Main cable has 

some tension disGLACIER tortion. Traction 

cables are worn. GT1 

Anchor is buried. GT2 

GT2: Collapsed 

tower. All cables 

on ground from 

GT1-3. 

GT3 

GT3: Collapsed tower. All cables on ground 

between GT3-4.

Cables begin to rise toward GT4. GT4 

GT4: Stable tower. Cables 1” off carrier. GT5 

GT5: Stable breakover. Little sag in 

cables between GT4-5. 2 splices in GT6 

GT6: Stable tower. main cable between GT4-5. Broken 

3 lines touch ground between GT6-7. tension cable between GT5-6. GT7 

GT7: Stable tower with some rot. 

JT9 JUMBO JUNCTION STATION

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 13 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Upper Bonanza Aerial Tramway

BT1: Loading station appears stable. Anchor buried.

BT27 

GLACIER

BT2: Stable breakover. BT2 

Splices in main cable between BT2-3.

BT3: Stable breakover. BT3 

BT4: Collapsed tower hanging on main line. BT4 

BT5: Breakover with weight boxes on ground. BT5 

Cables on ground between BT5-6.

BONANZA BT1 

BT6: Stable breakover with some foundation rot. Cables have been BT6 

sawed at or near BT6. Some minor frame and cleat damage caused 

by splice socket when tension released. 

BT7: Angle Station appears stable. Weight boxes are on ground.

All cables slack or are on ground between BT7-8. BT7 

BONANZA

ANGLE 

STATION

BT8: Stable tower with foundation rot.

Cables on ground between BT8-9.

BT8 

BT9: Stable tower with foundation rot. BT9 

Cables on ground between BT9-10.

BT10: Stable tower with foundation rot. BT10 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 14 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Lower Bonanza Aerial Tramway

JUMBO JUNCTION STATION

All cables on ground between BT10-11.

BT1: Stable tower with foundation rot.

BT11 

All cables touch ground between BT11-12.

BT12: Square box frame tower in 

active slide area. BT12 

All cables touch ground 

between BT12-13. BT13: Breakover 

with weight boxes 

on ground. Center 

BT13 frame is broken. 

BT14 BT14: Stable tower.

BT15 BT15: Collapsed tower. Traction lines are worn.

BT16 BT16: Stable tower.

Traction cables touch ground BT 16-17. BT17 BT17: Stable tower.

BT18: Foundation of tower. BT18 BT18: Collapsed tower.

BT19 BT19: Stable tower. Vegetation supporting tower and wedging it apart.

BT20 BT20: Stable tower. Vegetation supporting tower and wedging it apart.

Foundation/ditch feature carved into hillside. BT21 BT21: Stable Tower. Main cables up. BT22 Traction cables touch ground 100’ upslope from BT22.

BT22: Collapsed tower. 

Traction and main cables sharply slack from BT22-23. BT23 BT23: Stable tower. Main line buried in ground/

JT30 MILL TOWN vegetation and traction cables up.

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 15 of 119 
WRST-41-103 (Private - Non-contributing) 

Kennecott Aerial Tramways Wrangell - St. Elias National Park and Preserve 

BONANZA ANGLE STATION (XMC-081) SITE MAP 

PUBLIC LAND 

BT26 - OUTHOUSE 

BT24 - HOUSE BT7 - ANGLE STATION 

BT25 - CISTERN 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 16 of 119 
Kennecott Aerial Tramways

Wrangell - St. Elias National Park and Preserve

JUMBO JUNCTION STATION SITE MAP 

JUMBO MINE TRAIL 

JUMBO CREEK

JT25 - JUMBO OPERATOR’S HOUSE

JT11 - JUMBO BREAKOVER STATION 4 

JT9 - TOWER 6

JT38 - SLED 

JT9 - STATION 3 

JT29 - OUTHOUSE 

GLACIER CREEK

JT26 - COLLAPSED BUNKHOUSE 1 JT27 - TRANSFORMER TOWER 

JT28 - COLLAPSED BUNKHOUSE 2

JT9 - TOWER 6 

MAP BY D. GEWALT

Cultural Landscape Inventory - 2015 Page 17 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Aerial Tramways Feature List

FEATURE # FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

Bonanza Tramway Cluster Arrangement

BT1 Bonanza Loading Station Yes 61.51265558 -142.83426124

BT2 Bonanza Breakover 2 Yes 61.51051170 -142.83539235 

BT3 Bonanza Breakover 3 Yes 61.50845905 -142.83644916 

BT4 Bonanza Tower 4 Yes 61.50726356 -142.83707819 

BT5 Bonanza Breakover 5 Yes 61.50675046 -142.83733766 

BT6 Bonanza Breakover 6 Private No 61.50134611 -142.84013291 

BT7 Bonanza Angle Station Private No 61.49621007 -142.84280629 

BT8 Bonanza Tower 8 Yes 61.49530942 -142.84657168 

BT9 Bonanza Tower 9 Yes 61.49455428 -142.84972116 

BT10 Bonanza Tower 10 Yes 61.49358039 -142.85380436 

BT11 Bonanza Tower 11 Yes 61.49295287 -142.85641702 

BT12 Bonanza Tower 12 Yes 61.49153615 -142.86233894 

BT13 Bonanza Breakover 13 Yes 61.48996513 -142.86892128 

BT14 Bonanza Tower 14 Yes 61.48961964 -142.87034748 

BT15 Bonanza Tower 15 Yes 61.48919057 -142.87214006 

BT16 Bonanza Tower 16 Yes 61.48883070 -142.87365517 

BT17 Bonanza Tower 17 Yes 61.48845696 -142.87520460 

BT18 Bonanza Tower 18 Yes 61.48799538 -142.87713257 

BT19 Bonanza Tower 19 Yes 61.48754425 -142.87901672 

BT20 Bonanza Tower 20 Yes 61.48710508 -142.88085077 

BT21 Bonanza Tower 21 Yes 61.48661297 -142.88290574 

BT22 Bonanza Tower 22 Yes 61.48619467 -142.88465630 

BT23 Bonanza Tower 23 Private No 61.48577792 -142.88639169 

BT24 Bonanza House Private No 61.49619434 -142.84368794

BT25 Bonanza Cistern Private No 61.49598219 -142.84246796

BT26 Bonanza Outhouse Private No 61.49628024 -142.84393537

BT27 Bonanza Stub Tower 1 No 61.51289968 -142.83394848 

BT28 Bonanza Stub Terminal 2 No 61.51419273 -142.83429531

BT29 Bonanza Stub Tower 3 Yes 61.51444275 -142.84068238

BT30 Bonanza Stockpile Ore Bin Private No 61.48585991 -142.88575913

Erie Tramway Cluster Arrangement

ET1 Erie Loading Terminal Yes 61.54208774 -142.89391830 

ET2 Erie Collapsed Tower Yes 61.54284374 -142.89734202 

Glacier Tramway Cluster Arrangement

GT1 Glacier Loading Terminal Yes 61.51185465 -142.84598258

GT2 Glacier Tower 2 Yes 61.51168857 -142.84653145

Cultural Landscape Inventory - 2015 Page 18 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Aerial Tramways Feature List (cont.)

# FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

GT3 Glacier Tower 3 Yes 61.50973798 -142.85297671

GT4 Glacier Tower 4 Yes 61.50781632 -142.85933182

GT5 Glacier Breakover Yes 61.50757837 -142.86010412

GT6 Glacier Tower 6 Yes 61.50701907 -142.86195775

GT7 Glacier Tower 7 Yes 61.50639739 -142.86399078

Jumbo Tramway Cluster Arrangement

JT1 Jumbo Breakover Station 0 Yes 61.52234963 -142.85179882 

JT2 Jumbo Breakover Station 1 Yes 61.52030009 -142.85378206 

JT3 Jumbo Tower 1 Yes 61.51863194 -142.85540020 

JT4 Jumbo Tower 2 Yes 61.51679708 -142.85717958 

JT5 Jumbo Tower 3 Yes 61.51494762 -142.85896980 

JT6 Jumbo Breakover A/T Station 2 Yes 61.51380327 -142.86007453 

JT7 Jumbo Tower 4 Yes 61.51290200 -142.86095097 

JT8 Jumbo Tower 5 Yes 61.51115958 -142.86263517 

JT9 Jumbo Tower 6 and Station 3 Yes 61.50528137 -142.86832352 

JT10 Jumbo Breakover Station 4 Yes 61.50387071 -142.86967383 

JT11 Jumbo Tower 7 Yes 61.50168091 -142.87178230 

JT12 Jumbo Breakover A/T Station 5 Yes 61.49851643 -142.87478635 

JT13 Jumbo Tower 8 Yes 61.49776192 -142.87550440 

JT14 Jumbo Tower 9 Yes 61.49588899 -142.87732922 

JT15 Jumbo Breakover Station 6 Yes 61.49545313 -142.87775670 

JT16 Jumbo Tower 10 Yes 61.49417460 -142.87900671 

JT17 Jumbo Tower 11 Yes 61.49302679 -142.88011163 

JT18 Jumbo Tower 12 Yes 61.49182697 -142.88127680 

JT19 Jumbo Tower 13 Yes 61.49104502 -142.88204162 

JT20 Jumbo Tower 14 Yes 61.48984142 -142.88319801 

JT21 Jumbo Tower 15 Yes 61.48886638 -142.88413249 

JT22 Jumbo Tower 16 Yes 61.48840163 -142.88464939

JT23 Jumbo Tower 17 Yes 61.48764025 -142.88531276 

JT24 Jumbo Tower 18 Yes 61.48655206 -142.88636071 

JT25 Jumbo Operator’s House Yes 61.50498324 -142.86798694

JT26 Jumbo Collapsed Bunkhouse 1 Yes 61.50490298 -142.86869223

JT27 Jumbo Transformer Tower Yes 61.50490251 -142.86834771

JT28 Jumbo Collapsed Bunkhouse 2 Yes 61.50490298 -142.86869223

Cultural Landscape Inventory - 2015 Page 19 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Aerial Tramways Feature List (cont.)

# FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

JT29 Jumbo Outhouse Yes 61.50494228 -142.86897374

JT30 Tramway Turnhouse Yes 61.50496984 -142.86862904

JT31 Cut Yes 61.52080789 -142.85329304 

JT32 Can Scatter Yes 61.52051173 -142.85541379

JT33 Ladder Yes 61.51940899 -142.85666631

JT34 Fuel Drums Yes 61.51866222 -142.85841628

JT35 TD-24 Yes 61.51539981 -142.85944456

JT36 Tent Frame Yes 61.51405938 -142.85681830

JT37 Heavy Equipment Sled Yes 61.50588661 -142.86653946

JT38 Sled Yes 61.51162828 -142.85732528

JT39 Slide Fence Yes 61.52031093 -142.85386928

JT40 Jumbo Underground Loading Terminal Yes 61.52254864 -142.85160232 

Mother Lode Tramway Cluster Arrangement

MT1 Mother Lode Terminal Private No 61.52083484 -142.82483317 

MT2 Mother Lode Tower 1 Private No 61.52083174 -142.81887790 

MT3 Mother Lode Tower 2 Yes 61.52209525 -142.80980041 

Additional Landscape Characteristics

Topography Yes 

Circulation Yes 

Spatial Organization Yes 

Cultural Landscape Inventory - 2015 Page 20 of 119
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Property Level and CLI Numbers

Inventory Unit Name: Kennecott Aerial Tramways

Property Level: Component Landscape 

CLI Identification Number: 975582

Parent Landscape: 100123 

Park Information

Park Name and Alpha Code: Wrangell-St. Elias National Park and Preserve 

Park Organization Code: 9865

Park Administrative Unit: Wrangell-St. Elias National Park and Preserve 

CLI Hierarchy Description

The Kennecott Aerial Tramways (975582) is a component landscape of the Kennecott Mines National Historic Landmark 

parent landscape (100123). 

Kennecott Mines National Historic Landmark (NHL) 

Bonanza Mine 

Erie Mine 

Glacier Mine 

Jumbo Mine

 Kennecott Railways and Roads

 Kennecott Cemetery

 Kennecott Mill Town

Kennecott Aerial Tramways 

Cultural Landscape Inventory - 2015 Page 21 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Concurrence Status

Inventory Status: Incomplete 

Concurrence Status:

Park Superintendent Concurrence:

Park Superintendent Date of Concurrence:

National Register Concurrence:

Date of Concurrence Determination:

Recorders:

Primary Author(s): Dinah Gewalt 

Site Visit Conducted: Yes

Data Collection Date: 6/8/2015-6/19/2015

Recorder: Grant Crosby 

Data Collection Date: 5/27/2015

Recorder: Lee Reininghaus and Dinah Gewalt 

Database Entry Date: 9/30/2015

Recorder: Dinah Gewalt 

Cultural Landscape Inventory - 2015 Page 22 of 119 
 

 

 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map

State & County:

State: Alaska 

County: Valdez-Cordova Census Area 

Size (Acres): 3,715 acres

Boundary Description: 

The boundary has been drawn to encompass all known features related to the Kennecott Aerial Tramways during the 

period of significance. All coordinates of the boundary are in NAD 83, Alaska Albers, and the boundary points are 

keyed to the map on page 8. 

The boundary begins at point A (61.54731968/-142.90480020) on the west side of Root Glacier. From there, the 

boundary strikes 19,137 feet northeast to meet with point B (61.52391339/-142.80644982) on the east side of 

Bonanza Ridge. From point B the boundary extends 1,056 feet south to meet with point C (61.52103366/ 

-142.80644659). The boundary then travels across rugged terrain for approximately 11,200 feet to meet point 

D (61.49461300/-142.83864932) on the west side of Bonanza Ridge below the Bonanza Angle Station. From 

point D the boundary strikes southwest for approximately 10,070 feet to meet with point E (61.48269571/

-142.89073146) at the moraine of the Kennicott Glacier below the Mill Town. The boundary strikes north for 

approximately 1,370 feet to meet point F (61.48600064/-142.89439586). From there, the boundary continues 

approximately 15,331 feet northeast to meet with point G (61.52396390/-142.85760571) at Amazon Gulch. The 

boundary then continues approximately 11,033 feet downslope to meet with point H (61.54283254/-142.90700234) 

at the moraine of Root Glacier. Finally, from point H the boundary extends north across the moraine for approximately 1,690 feet to meet once again with point A. 

Boundary Points:

BOUNDARY UTM SOURCE UTM DATUM UTM ZONE LATITUDE (D/D) LONGITUDE (D/D) BOUNDARY POINT

GPS-Differentially Corrected NAD 83 7 61.54731968 -142.90480020 A 

GPS-Differentially Corrected NAD 83 7 61.52391339 -142.80644982 B 

GPS-Differentially Corrected NAD 83 7 61.52103366 -142.80644659 C 

GPS-Differentially Corrected NAD 83 7 61.49461300 -142.83864932 D 

GPS-Differentially Corrected NAD 83 7 61.48269571 -142.89073146 E 

GPS-Differentially Corrected NAD 83 7 61.48600064 -142.89439586 F 

GPS-Differentially Corrected NAD 83 7 61.52396390 -142.85760571 G 

GPS-Differentially Corrected NAD 83 7 61.54283254 -142.90700234 H

Cultural Landscape Inventory - 2015 Page 23 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

Regional Context 

Type of Context: Political 

Description:

Upon the discovery of copper on Bonanza Ridge in 1901, the Alaska Coal Company established itself with the 

intent to invest in the mineral wealth of the site. The company later renamed itself the Alaska Copper Company and 

began seeking out wealthy investors to develop a mine. In 1906, the company secured the financial interests of the 

Guggenheims, House of Morgan, Havemeyers, and Kuhn, Loeb & Company to finance the development of the claims 

and the construction of a 196 mile long railroad extending from Cordova to Kennecott. Upon this partnership, the 

Alaska Copper Company reincorporated into the Kennecott Mines Company.

After further investigation of Bonanza Ridge, it was clear that the challenging topography of the mountainside would 

significantly limit the ability to transport ore from the mines to the site of a proposed mill town 3 miles away. As 

moving wagons up and down steep slopes by horse teams was costly and dangerous, plans to develop an aerial 

tramway system were formulated by the Kennecott Mines Company during the early development of Kennecott. 

A 1907 conceptual plan of the Mill Town shows the proposed locations for various buildings and structures; 

residential and support buildings were to be built alongside National Creek, and ore handling facilities such as a tramway 

terminal, ore shed, and concentration mill were clustered on the hillside north of the creek. Other areas of an aerial 

tramway were addressed in more detail during this time. Between 1907 and 1911, several drawings were prepared 

by the Trenton Iron Company of New Jersey in collaboration and the Kennecott Mines Company for the tramway 

discharge terminal at National Creek, an angle-station mid-way up the mountain, and loading station at Bonanza Mine 

(1907 Conceptual Plan; Bonanza Tramway, Trenton Iron Company, 1907-1911).

The Kennecott Mines Company hired at least 50 men to build the Bonanza Tramway and Concentration Mill over the 

summer of 1908. The mill was built from top to bottom to support the construction of the tramway terminal on the 

upper level. Workers cleared a 50 foot wide corridor of vegetation from either side of the aerial tramway to ensure 

access to the towers for repairs and reduce the risk of damage from avalanches and fallen trees. Over the course of two 

summers, they built a loading station, angle station as well as an intricate system of towers, breakovers, and tension 

stations. Although the aerial tramway was complete in 1909, construction was still underway on the Concentration 

Mill. Consequently, the aerial tramway was initially used to transport materials and supplies for the construction of a 

support camp at Bonanza Mine while stockpiles of ore continued to grow. Nevertheless, by 1911 the Concentration 

Mill was operational and the aerial tramway was transporting up to 100 tons of ore per day to be processed. That 

same year, the Copper River and Northwestern Railway reached Kennecott and a second tramway was purchased and 

shipped to service Jumbo Mine. Construction of the Jumbo Tramway began in 1913 and finished the following year 

(Gilbert, et al., 2001: 20; 68; Appendix H).

With both the Bonanza and Jumbo aerial tramways in operation, annual production greatly increased from 81,000 

tons of ore to nearly 180,000 tons in 1915. The Kennecott Mines Company reincorporated into the Kennecott Copper 

Corporation to handle mining operations on a larger scale and attention was extended to develop the small yet 

promising Glacier and Erie mines. Between 1918 and 1920, the Jumbo Junction Station was improved to link an aerial 

tramway extending from Glacier Mine to the Concentration Mill and another aerial tramway connecting Erie Mine to 

a staging area situated 2,000’ below was also built around this time (Gilbert, et al., 2001: 29-30, 38, 68, Appendix H; 

Glacier Tramway, Drawing No. T-159, 1918).

The aerial tramways continued to be actively used and serviced until the last of the great Kennecott ore bodies were 

in sight. A portion of the Glacier Tramway was disassembled after the mine closed in 1928 and the Kennecott Copper 

Corporation conducted limited repairs on the remaining aerial tramways as mining operations declined in the 1930s. 

Subsequently, the Kennecott Copper Corporation closed all mining and tramway operations on Bonanza Ridge in 1938 

(Gilbert, et al., 2001: 42-43; Appendix H; Saleeby, 2000: 332).

Cultural Landscape Inventory - 2015 Page 24 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

Regional Context 

Type of Context: Political 

Description:

Kennecott remained a ghost town for the next 20 years until the Kennecott Copper Corporation awarded a contract 

to Ray Trotochau to demolish buildings in the Mill Town. In 1965, the Consolidated Wrangell Mining Company 

purchased 3,000 acres of the Kennecott property and began working surface ore deposits below Bonanza Mine until 

the mid-1970s. The Great Kennicott Land Company acquired rights to the lower half of Consolidated Wrangell’s property in 1976 and proceeded to subdivide the land for sale to the public. As a result, many parcels in the Mill Town were 

purchased by private individuals in the 1970s and 1980s, including several parcels that contain aerial tramway related 

structures and buildings (Gilbert, et al., 2001: 44, 47).

As historic buildings were deteriorating beyond repair, demolished and replaced with new structures a number of 

local property owners became increasingly concerned about the welfare of Kennecott. Subsequently, in 1988 a group 

of locals formed a nonprofit entitled the Friends of Kennicott to facilitate emergency stabilization of buildings in the 

Mill Town and National Park Service acquisition of Kennecott. On July 12, 1978, the Kennecott Mines were listed on 

the National Register of Historic Places and later incorporated within the boundaries of Wrangell-St. Elias National 

Park and Preserve in 1980. 7,700 acres including the mines, mill town, and adjacent landscape were designated a 

National Historic Landmark (NHL) in 1986. The National Park Service later acquired 2,839 acres including much of 

the mill town and mines in 1998 (Kennecott Operations Management Plan, 2013: 2, 5; Gilbert, et al., 2001: 44, 47; 

Friends of Kennicott, 2013).

Cultural Landscape Inventory - 2015 Page 25 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

JUMBO

BONANZA

GLACIER

WRST-41-102

WRST-41-105

WRST-41-103 WRST-41-106

WRST-41-114

WRST-41-115

Private Property Intersecting 

Kennecott Aerial Tramways

WRST-42-125 Private Property 

MILL TOWN

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 26 of 119 
ramway 

rail TMine 

Aerial T 

Bonanza 

Jumbo 

WRST- 41 -114

Aerial Tramway Bonanza 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

JT14 

JT15 

WRST

- 41 - WRST

- 41 -

113 107

JT16 

JT17 

JT18 

JT19 WRST- 41 -115

JT20 BT15

BT16 

BT17 

Private Property Intersecting 

Kennecott Aerial Tramways

Private Property 

BT18 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 27 of 119 
Jumbo Mine Trail 

ramway Aerial T

Jumbo 

WRST- 41-105

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

JT10 

JT11 

JT12 

WRST- 41 -106

JT13 

Private Property Intersecting 

Kennecott Aerial Tramways

Private Property 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 28 of 119 
Mine Trail 

Bonanza 

ramway Aerial T 

Jumbo 

Aerial Tramway Bonanza 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

JT21 Private Property Intersecting 

Kennecott Aerial Tramways

Private Property 

JT22 

JT23 

WRST- 42 -123

BT21 

JT24 

BT22 

. BT30 

BT23 WRST- 42 -125

JT30 

MILL BUILDING

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 29 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

1936 Insurance Map With Current Land Ownership

WRST- 42 -122

Private Property Intersecting 

Kennecott Aerial Tramways

WRST- 42 -123 Private Property 

JT24 

BT22 

BT30 

BT23 WRST- 42 -125

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 30 of 119 
Cultural Landscape Inventory - 2015 Page 31 of 1 19 

Bonanza Mine Trail 

Bonanza Creek 

Bonanza Aerial Tramway 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

BT6 

WRST- 41 -102

Private Property Intersecting 

Kennecott Aerial Tramways

Private Property 

MAP BY D. GEWALT 
 

Mother Lode Aerial Tramway 

AERIAL KENNECOTT

AYS BOUNDAR TRAMW

Y

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Geographic Information & Location Map (cont.)

WRST28-111

MT2 

MT1 

BONANZA

WRST- 28-110

MT2 

MAP BY D. GEWALT Private Property Intersecting 

Kennecott Aerial Tramways

Cultural Landscape Inventory - 2015 Page 32 of 119 
WRST-41-103 (Private - Non-contributing) 

Kennecott Aerial Tramways Wrangell - St. Elias National Park and Preserve 

BONANZA ANGLE STATION (XMC-081) SITE MAP 

PUBLIC LAND 

BT26 - OUTHOUSE 

BT24 - HOUSE TION ANGLE STA BT7 - 

BT25 - CISTERN 

MAP BY D. GEWALT 

Cultural Landscape Inventory - 2015 Page 33 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Management Information

General Management Information

Management Category:

Management Category Date:

Management Category Explanatory Narrative:

May be Preserved and Maintained 

06/17/2015

The Kennecott Aerial Tramways meets the National Register criteria but due to the landscape’s poor condition 

it “may be preserved and maintained.” 

Agreements, Legal Interest, and Access

NPS Legal Interest:

Type of Interest: Fee Simple 

Explanatory Narrative:

The Bonanza, Mother Lode, and Jumbo tramways intersect with private inholdings. Additional management entities such as subdivision easements and covenants may further influence land use within the 

Kennecott Aerial Tramways cultural landscape. All other property is owned by the National Park Service on

a fee simple basis. For the purposes of this Cultural Landscape Inventory, the “Kennecott Aerial Tramways 

cultural landscape” refers specifically to the property the National Park Service has full legal interest and 

preservation documentation and management. 

Public Access:

Type of Access: Other Restrictions 

Motorized vehicle access is restricted past the Jumbo Mine trailhead. 

Adjacent Lands Information

Do Adjacent Lands Contribute?: No 

Cultural Landscape Inventory - 2015 Page 34 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

National Register Information

Existing National Register Status

National Register Landscape Documentation:

Entered - Documented 

National Register Explanatory Narrative:

The Kennecott Mines were listed on the National Register of Historic Places on July 12, 1978 and later designated a 

National Historic Landmark (NHL) on June 23, 1986. The 1986 Landmark nomination indicates that the “tramway 

system with related structures” are contributing to the Kennecott Mines NHL (Spude and Pierce, 1986; Kennedy, 

1978).

National Register Eligibility

Contributing/Individual: Contributing 

National Register Classification: Site 

Significance Level: National 

Significance Criteria: A - Associated with events significant 

to broad patterns of our history 

Period of Significance:

Start Year: 1908 AD 

End Year: 1938 AD 

Historic Context Theme: Developing the American Economy 

Subtheme: The Mining Frontier

Facet: Mining 

Area of Significance:

Area of Significance Category: Industry 

Area of Significance Category: Transportation 

Area of Significance Subcategory: None 

Cultural Landscape Inventory - 2015 Page 35 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

National Register Information (cont.)

National Historic Landmark Information

National Historic Landmark Status: Yes

National Historic Landmark Date: 06/23/1986 

World Heritage Site Information

World Heritage Site Status: Listed 

World Heritage Category: Natural 

Landscape Described in the Nomination?: No 

Statement of Significance:

The significance of the Kennecott Aerial Tramways has been established as a contributing feature of the Kennecott 

Mines National Historic Landmark. However further explanation is required to articulate its significance as a component 

landscape. The Kennecott Aerial Tramways landscape is individually eligible for the National Register of Historic Places 

under Criterion A at the National level and its areas of significance are industry and transportation. The historic significance 

of the Kennecott Aerial Tramways resides its association with the historic development, decline, and abandonment of the 

Kennecott Mines. The period of significance for the Kennecott Aerial Tramways begins in 1908 with the construction of 

the Bonanza Tramway and ends in 1938 with the closure of the Kennecott Mines and subsequent abandonment of the aerial 

tramways (Spude and Pierce, 1986). 

The Kennecott Aerial Tramways are directly related to the development of the Kennecott Mines, one of the nation’s largest 

producers of copper during the early twentieth century, as they were the primary transportation link between the mines and 

Mill Town from 1909 until 1938. The entire mining operation was dependent on the tramways to deliver large quantities 

of ore from the mines to the Concentration Mill to be processed and shipped to outside markets. Throughout the life of the 

Kennecott Mines over 4.6 million tons of ore valued at roughly $200 million was transported on the aerial tramways. The 

Kennecott Aerial Tramways contains an intricate system of towers, tension stations, breakovers, as well as a number of 

buildings and objects that collectively represent an industrial and transportation related landscape that spans three decades 

of historic activity (Gilbert, et al., 2001: 32, 43, Appendix H).

The Kennecott Aerial Tramways maintains integrity of location, feeling, association, design, materials, and workmanship. The 

location of tram towers, tension stations, and breakovers towering up the hillside from the Concentration Mill to the 

mining camps illustrates its function as an intricate aerial tramway system crossing creeks, gulches, and ravines and natural 

obstacles such as snow and steep grades that significantly limited ground transportation networks. The aerial tramways 

maintain a strong association with the development of Kennecott and allows contemporary observers to discern the spatial 

relationships and circulation patterns that were shaped by the natural landscape and the industrial activities that took 

place there during the period of significance. The aerial tramways also maintain integrity of design, materials, and 

workmanship, as articulated through its extant buildings and structures. The quality and placement of the original 

construction materials found in the buildings and structures is moderately intact although much is in a deteriorated state. 

The quality of workmanship and design is exhibited primarily in the Jumbo Operator’s House, Jumbo Junction Station, 

Turnhouse, and in a number of the intact towers, tension stations, and breakovers on Bonanza Ridge. Even though some of 

the individual line-bearing structures could be characterized as being in poor condition, collectively the Kennecott Aerial 

Tramways convey a clear sense of its historic function and purpose. 

Cultural Landscape Inventory - 2015 Page 36 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

National Register Information (cont.)

Cultural Landscape Type and Use

Cultural Landscape Type: Historic Vernacular Landscape 

Current and Historic Use/Function:

Primary Historic Function: Transportation 

Primary Historic Use: Transportation - Other 

Primary Current Function: Recreation 

Primary Current Use: Outdoor Recreation - Interpretation 

Current and Historic Names:

Name: Bonanza Tram Angle Station (XMC-081) 

Type of Name: Current 

Name: Jumbo Mine Aerial Tramway (XMC-086) 

Type of Name: Current 

Name: Jumbo Tram Junction Station (XMC-087)

Type of Name: Current 

Ethnographic Study Conducted: No 

Cultural Landscape Inventory - 2015 Page 37 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Chronology

YEAR EVENT DESCRIPTION

1906-1908 CE Developed Construction materials for the Bonanza Tramway are 

transported from Valdez to Kennecott on sleds (Gilbert, 

et al., 2001: 19). 

1907-1911 CE Designed The Trenton Iron Company of New Jersey in 

collaboration with the Kennecott Mines Company 

prepared drawings for the Bonanza Tramway (Trenton 

Iron Company, 1907-1911).

1907-1911 CE Developed The Copper River and Northwestern Railroad (CRNW) 

is constructed from Cordova to Kennecott, a distance of 

196 miles. 

1908-1909 CE Developed The Bonanza Tramway is built (Gilbert, et al., 2001: 

20, 68). 

1910-1924 CE Built In 1910, a hydroelectric plant was constructed in the 

Mill Town to produce electricity for mining operations. 

A power line paralleled the Bonanza Tramway from 

the Mill Town to Bonanza Mine before continuing over 

the ridge to Jumbo Mine. Erie Mine was supplied with 

electricity by a power line that extended from the Mill 

Town (Gilbert, et al., 2001: 24-25).

1913 CE Planned Land is surveyed for the Jumbo Tramway (Brooks, 

USGS 592: 60).

1913 CE Built An avalanche damaged the Bonanza Tramway 

suspending the shipment of ore for several months 

(Gilbert, et al., 2001: 29). 

1913-1914 CE Developed The Jumbo Tramway is built (Gilbert, et al., 2001: 20, 

68). 

1914-1924 CE Built An aerial tramway is constructed between Erie Mine 

and a staging area 2,000 feet below (Gilbert, et al., 

2001: Appendix H). 

1917 CE Built A stub tramway is built to transport ore from the East 

Slide ore body to the Bonanza Loading Station (East 

Slide Tram Terminal drawing T-7, dated July 16, 1917; 

Gilbert, et al., 2001: Appendix H). 

Cultural Landscape Inventory - 2015 Page 38 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Chronology (cont.)

YEAR EVENT DESCRIPTION

1918-1919 CE Damaged Avalanches damage the Jumbo and Bonanza tramways 

and power lines. Portions of the aerial tramways are 

repaired, improved, or rebuilt (Gilbert, et al., 2001: 38). 

1918 -1920 CE Built Construction begins on an aerial tramway extending 

from Glacier Mine to the Jumbo Junction Station. The 

Glacier Tramway is operational by 1920 (Gilbert, et al., 

2001: Appendix H). 

1919 CE Altered The Jumbo Loading Station is moved underground 

(Gilbert, et al., 2001: Appendix H). 

1931- 1937 CE Altered Erie Mine is temporarily closed as the cost of mining 

operations rise and profits decline (Gilbert, et al., 2001: 

Appendix H). 

1937 CE Built The Erie Tramway is reconditioned and put into service 

(Gilbert, et al., 2001: Appendix H). 

1938 CE Abandon The Kennecott Copper Corporation abandons all 

mining operations at Kennecott.

1976 CE Land Transfer The Great Kennecott Land Company subdivides the 

Kennecott property and sells parcels to the public. 

Several lots encompassing tramway related buildings 

and structures are sold to private individuals (Gilbert, et 

al., 2001: 47).

1978 CE Established The Kennecott Mines are listed on the National 

Register of Historic Places (Kennedy, 1978).

1980 CE Established Wrangell-St. Elias National Park and Preserve is 

established. 

1986 CE Established The Kennecott Mines are designated a National 

Historic Landmark (NHL) on June 23, 1986 (Spude and 

Pierce, 1986). 

1998 CE Preserved The Jumbo, Glacier, and Bonanza tramways are 

documented in Inspection and Safety Assessment of 

Kennecott Mine Tram System, Wrangell-St. Elias 

National Park and Preserve (Shields, 1998). 

Cultural Landscape Inventory - 2015 Page 39 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Chronology (cont.)

YEAR EVENT DESCRIPTION

2003 CE Preserved HAER documentation is conducted on the Kennecott 

Aerial Tramways. The Jumbo Tramway is documented 

with GPS (Bell, 2003) 

2015 CE Documented Bonanza Tramway Engineer Survey is conducted by the 

National Park Service. 

2015 CE Documented The NPS performs a condition reassessment of the 

Bonanza, Jumbo, and Glacier tramways. 

Cultural Landscape Inventory - 2015 Page 40 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History 

Construction of the Kennecott Aerial Tramways, c. 1908-1914 (Courtesy of the Cordova Historical Museum, 77-58-6). 

Construction of the Kennecott Aerial Tramways, c. 1908-1914 (Courtesy of the Cordova Historical Museum, 77-58-7). 

Cultural Landscape Inventory - 2015 Page 41 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

A breakover near Bonanza Mine (Courtesy of the Cordova A man riding the Bonanza Tramway over Bonanza 

Historical Museum, 77-58-5). Canyon (Candy Waugaman Collection). 

Cultural Landscape Inventory - 2015 Page 42 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

Miners on the Kennecott Tramway (Courtesy of the Cordova Historical Museum, 

77-44-22). 

View of the Bonanza Tramway from the upper level of Concentration Mill, 

c. 1953 (University of Alaska Anchorage, Archives and Special Collections, 

Consortium Library, UAA-HMC-0461). 

Cultural Landscape Inventory - 2015 Page 43 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

Jumbo Mine with breakover to left, c. 1976 

(Courtesy of Moody Johnson, USDA). 

View of Jumbo Tramway from Jumbo Mine, c. 1976 

(Courtesy of Moody Johnson, USDA). 

Cultural Landscape Inventory - 2015 Page 44 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

Bonanza Angle Station, c. 1922 (Courtesy of Geoffrey Erie Mine Loading Terminal, c. 1916-1929 (University of Alaska 

Bleakley). Fairbanks, William C. Douglass Collection, UAF-2006-0086-

00014). 

Cultural Landscape Inventory - 2015 Page 45 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

Jumbo Junction Station, c. 1913-1918 

(Courtesy of Geoffrey Bleakley). 

Jumbo Junction Station, c. 1913-1918 

(Courtesy of Geoffrey Bleakley). 

Jumbo Junction Station, c. 1918-1938 

(Courtesy of Geoffrey Bleakley). 

Cultural Landscape Inventory - 2015 Page 46 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Physical History (cont.)

Bonanza-Glacier Stub Tramway, view SE, undated photo (Candy Waugaman Collection). 

Glacier Loading Station, view E, undated photo (Candy Waugaman Collection). 

Cultural Landscape Inventory - 2015 Page 47 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Trenton Iron Works Company Drawing of Bonanza Loading Terminal, December 6, 1907 (NPS Alaska Regional Office).

Cultural Landscape Inventory - 2015 Page 48 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Trenton Iron Works Company Drawing of Turnhouse, September 12, 1910 (NPS Alaska Regional Office).

Cultural Landscape Inventory - 2015 Page 49 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Kennecott Copper Corporation Drawing of Glacier Tramway Breakover, November 22, 1918 (NPS Alaska Regional Office).

Cultural Landscape Inventory - 2015 Page 50 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation of Integrity

Summary: 

The Kennecott Aerial Tramways maintains high integrity of location and association, and moderate integrity of feeling, 

design, materials, and workmanship as the primary physical features that convey the landscape’s historic sense of time and 

place are present and recognizable in the contemporary landscape. This section provides an evaluation of the landscape’s 

physical integrity by comparing landscape characteristics and features present during the period of significance (1908-1938) 

with current conditions. Physical features of the landscape are represented by and itemized under the following landscape 

characteristics: topography, circulation, spatial organization, and cluster arrangements. Other landscape characteristics that 

have been altered since the period of significance and no longer retain integrity are also discussed.

Location

The Kennecott Aerial Tramways maintain high integrity of location as its primary physical features have not been 

significantly altered or removed since the period of significance. 

Design 

The Operator’s House at the Jumbo Junction Station and the Turnhouse on the upper level of the Concentration Mill 

maintain high integrity of design as the historic and current appearance of the buildings are similar when compared to 

the end of the period of significance (1938). Although the physical condition of individual line-bearing structures ranges 

from poor to good, the aerial tramway system conveys a strong sense of time and place as the spatial relationships and 

circulation patterns that were shaped by the natural landscape and the industrial activities that took place at Kennecott 

during the period of significance are clearly evident upon the landscape. As such, the Kennecott Aerial Tramways maintains 

moderate integrity of design. 

Feeling

The Kennecott Aerial Tramways maintain a moderate integrity of feeling. Although, the aerial tramways are no longer 

in service, their prominence on Bonanza Ridge allow visitors to interpret the greater relationships between the mines and 

mill town as well as the topographic challenges that were overcome to transport ore to the mill during the historic period. 

Setting 

The Kennecott Aerial Tramways do not maintain integrity of setting as successional vegetation has intruded upon 

previously cleared areas east of the Mill Town making portions the aerial tramway corridors indiscernible and deterring 

access to much of the aerial tramway system. 

Materials

The Kennecott Aerial Tramways maintain moderate integrity of materials as the quality and placement of the original 

construction materials (cables, insulators, timbers, bolts, nails, etc.) is intact although much is in a deteriorated state. 

Workmanship

The Kennecott Aerial Tramways maintain moderate integrity of workmanship as the skill of Kennecott’s workforce is 

exhibited in the lasting construction of the Operator’s House at the Jumbo Junction Station, the Turnhouse on the upper level 

of the Concentration Mill, and in a number of intact towers, tension stations, and breakovers on Bonanza Ridge. 

Association

The Kennecott Aerial Tramways maintain high integrity of association as the spatial relationships and circulation patterns 

that were shaped by the natural landscape and the industrial activities that took place at Kennecott during the period of 

significance are clearly evident upon the landscape. 

Cultural Landscape Inventory - 2015 Page 51 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

CLUSTER ARRANGEMENTS 

There is a wide variety of buildings, structures, archeological features and objects associated with the Kennecott Aerial 

Tramways. All of these features date between 1908 and 1938, a time period which represents the early development, decline 

and abandonment of mining operations at Kennecott. These features are organized under the following cluster arrangements 

based upon their location and spatial arrangement within the Kennecott Aerial Tramways landscape:

Bonanza Tramway 

Erie Tramway 

Glacier Tramway 

Jumbo Tramway, and 

Mother Lode Tramway 

Although many of the buildings and structures are in advanced stages of deterioration, collectively they possess 

exceptional integrity and convey a strong sense of time and place. The aerial tramways and its associated features remain 

in their original locations and maintain a strong association with the industrial and transportation activities that 

took place Kennecott during the period of significance. The prominence of the aerial tramways on Bonanza Ridge allow 

visitors to interpret the greater relationships between the mines and mill town as well as the topographic challenges that 

were overcome to transport ore to the mill. While the physical condition of various line-bearing structures such as towers, 

breakovers, and tension stations ranges from good to poor, the Operator’s House at the Junction Station and Turnhouse 

maintain integrity of design. The quality of workmanship is evident in the construction of these buildings as well as in a 

number of line-bearing structures. In addition, much of the original construction materials remain intact although in a deteriorated state. Collectively, cluster arrangements maintain integrity of location, feeling, design, workmanship, materials, 

and association. 

BONANZA TRAMWAY 

The Bonanza Tramway is divided into 2 sections. The upper section of the aerial tramway is composed of 4 breakovers and 

a tower that extend 1.2 miles southwest from the loading station (BT1) at the 5,900’ elevation to the angle station (BT7) 

situated upon a ridge between National and Bonanza creeks at the 4,000’ elevation. As its name implies, the angle station 

is located at the angle or junction between the upper and lower sections of the aerial tramway between Bonanza Mine and 

the Concentration Mill. From the angle station, the lower section of the tramway is composed of 15 towers and 1 breakover 

that extend 1.5 miles before terminating at the Turnhouse at the 2,600’ elevation (BT8-23). 

BUILDINGS AND STRUCTURES: 

BT1: Bonanza Loading Station 

The loading station is located at the 5,800’ elevation. It was built in 1909, enlarged in 1911 and moved underground in 1913 

to connect the aerial tramway directly with the underground workings. The structure appears to be stable (Gilbert, et al., 

2001: 27; Appendix H; Shields, 1998: 19).

BT2: Bonanza Breakover 2 

The breakover is located at the 5,630’ elevation. The structure appears to be stable (Shields, 1998: 19).

BT3: Bonanza Breakover 3 

The breakover is located at the 5,400’ elevation. The structure appears to be stable, however there are splices in the cable 

between BT2 and BT3 (Shields, 1998: 19). 

Cultural Landscape Inventory - 2015 Page 52 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

BT5: Bonanza Breakover 5

Breakover 5 is located at the 5,100’ elevation and appears stable. Weight boxes and cables are on the ground towards 

Breakover 6 (Shields, 1998: 19). 

BT6: Bonanza Breakover 6 (Private - Non-contributing) 

Breakover 6 is located at the 4,490’ elevation and appears stable. There is rot in the foundation of the structure. The cables 

have been cut and are lying on the ground towards the angle station (BT7). 

BT7: Bonanza Angle Station (Private - Non-contributing)

The angle station (XMC-081) is situated on a ridge between National and Bonanza creeks at the 3,800’ elevation. As its name 

implies, the site is located at the angle or junction between the upper and lower sections of the Bonanza Tramway. The angle 

station allowed the Bonanza Tramway to make a steep horizontal jog up Bonanza Ridge and reduced slack in the cable lines. 

The angle station is 4-stories tall. Although the roof is caved in, the work floor level is relatively intact and contains a 

variety of equipment from the 1920s including cable weights, ball wheels, tram cars, and cable tensioners. The breakover is 

connected to the angle station by a wooden walkway (Saleeby, 2000: 334; Gilbert, et al., 2001: 192).

BT8: Bonanza Tower 8 

The tower is located at the 3,610’ elevation and appears stable. The cables are on the ground and there is evidence of rot in 

the foundation of the structure (Shields, 1998: 19). 

BT9: Bonanza Tower 9 

The tower is located at the 3,470’ elevation and appears stable. The cables are on the ground and there is evidence of rot in 

the foundation of the structure (Shields, 1998: 19). 

BT10: Bonanza Tower 10 

The tower is located at the 3,410’ elevation and appears stable. The cables are on the ground and there is evidence of rot in 

the foundation of the structure (Shields, 1998: 19). 

BT11: Bonanza Tower 11 

The tower is located at the 3,240’ elevation and appears stable. The cables are on the ground and there is evidence of rot in 

the foundation of the structure (Shields, 1998: 19). 

BT12: Bonanza Tower 12 

The tower is located at the 3,050’ elevation. The tower is a square boxed framed structure perched upon the edge of a cliff. 

The cables touch the ground towards towers 11 and 13 (Shields, 1998: 19). 

BT13: Bonanza Breakover 13 

The breakover is located at the 2,940’ elevation. It is a 2-story tall wood framed structure that is approximately 200’ in 

length. The center frame is partially collapsed consequently filling the lower level with ore and debris. At the east end of the 

structure, there are two 10’x6’ weight boxes filled with low grade ore. These boxes are in good condition although the box 

corners are deteriorated. The framing and planking of the upper level is rotten and unstable (Shields, 1998: 21; Reininghaus 

and Gewalt, 2015).

Cultural Landscape Inventory - 2015 Page 53 of 119 
 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

BT14: Bonanza Tower 14

The tower is located at the 2,850’ elevation. The tower is between 30’- 40’ tall. The cables are on the ground towards Tower 

15. There is rot in the foundation of the structure (Shields, 1998: 21).

BT16: Bonanza Tower 16 

Tower 16 is located at the 2,650’ elevation. It stands approximately 30’ tall and appears stable although a mature alder is 

growing through the middle of the structure. The tower was built upon an excavated bench that is cut into the steep hillside. 

Rot is present in the foundation and legs of the tower. A wooden ladder extends up the southeast corner of the tower from top 

to bottom. The rollers and cables are intact above the upper beam of the tower (Shields, 1998: 22; Reininghaus and Gewalt, 

2015).

A circular concrete power pole footing is located 100’ downslope from BT16. It is approximately 2’ in diameter and 1’ tall. 

The footing appears to be perched upon a 3’ flat bench that was excavated into the hillside. A second footing is located about 

30’ upslope. Above the second footing, is what appears to be a remnant of a linear road structure or tower foundation. The 

flat area is approximately 25’x30’ with trenches on the east and west sides. The cables between BT17 and BT16 are about 6’

to the ground in this area. The cables are worn and the insulator cables are tangled in nearby trees. Large nuggets of ore are 

scattered across the tramline between BT17 and BT16.

BT17: Bonanza Tower 17

Tower 16 is located at the 2,540’ elevation. Tower 17 is approximately 30’ tall. Its foundation is situated upon 12’x12’ cribbing that is terraced into the hillside to overcome steep topography. There are historic carvings on the horizontal beams of 

the tower (roman numerals: HII, HVIII) depicting the different prefabricated pieces that were used in its assembly. A wooden 

ladder extends up the southwest corner of the tower from top to bottom. The rollers and cables are intact although there is 

some slag in the cables downslope towards BT18. Overall, BT17 is in fair condition (Shields, 1998: 22; Reininghaus and 

Gewalt, 2015).

BT19: Bonanza Tower 19 

Tower 16 is located at the 2,420’ elevation. The tower is approximately 35’ tall and leaning precariously to the north into a 

ravine. The deteriorated foundation of the tower is built upon a flat bench that was excavated into the hillside and the surrounding area looks as if it was once cleared as there are no mature trees within 50’ of the tower in all directions. Several 

large nuggets of ore are scattered on the ground directly below the tower. A wooden ladder extends up the south side of the 

tower from top to bottom. The tower also has remnants of a power line system. A power line, wrapped in cloth, extends from 

the north to south side along the lower-center beam. The power line then goes upwards towards the top of the tower on either 

side making a U-shape. There are ceramic white insulators at both ends of the line. A 6”x5” wood sign is located on the west 

side of the tower. It is painted white with the number ‘39’ painted in black ‘Kennecott-style’ lettering. Although the cables 

are intact towards BT20, the south roller has fallen to the ground and the remaining north roller looks as if it too is ready to 

fall. Overall, the tower is in poor condition and appears to be supported by the cables rather than its weak foundation. 

BT20: Bonanza Tower 20 

Tower 16 is located at the 2,370’ elevation. The tower is approximately 25’ tall. The structure does not appear stable as a 

mature alder tree is growing through the middle of the structure and the upper canopy of another large tree is putting pressure 

upon the tower from the east. The deteriorated foundation of the tower is built upon a flat bench that was excavated into the 

hillside and the surrounding area to the east looks as if it was once cleared as there are no mature trees within 50’ of the tower. 

In addition, there is a very large stump directly north of the tower and several other large stumps between BT20 and BT21 

which can be assumed to have been cut during the historic period. There are historic carvings on the horizontal beams of the 

tower (roman numeral: HX) depicting the different prefabricated pieces that were used in its assembly. A wooden ladder extends up the northeast corner of the tower from top to bottom. Although the cables are relatively intact, a telegraph-telephone 

Cultural Landscape Inventory - 2015 Page 54 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

wire and insulators are dangling near the top of the tower. A flat foundation/ditch feature is located midway between BT20 

and BT21. This feature may have served as a drainage feature for the tramway system or was the foundation of a tower that 

was perhaps removed and rebuilt elsewhere on the tramline (Shields, 1998: 22; Reininghaus and Gewalt, 2015).

BT21: Bonanza Tower 21 

Tower 16 is located at the 2,310’ elevation. The tower is approximately 35’ tall. The structure does not appear stable as a 

mature alder tree is growing through the middle of the structure. The foundation of the tower is built upon a flat bench that 

was excavated into the hillside. There is rot in both the foundation and legs causing the tower to tilt toward the east thus 

compromising the structural stability of the tower. A wooden ladder extends up the northeast side of the tower from top to 

bottom. There are historic carvings on the horizontal beams of the tower (roman numeral: BVX) depicting the different 

prefabricated pieces that were used in its assembly. A 6”x5” wood sign is located on the west side of the tower. It is painted 

white with the number ‘41’ painted in black ‘Kennecott-style’lettering. The metal pullies are intact directly above the middle 

beam. A blue glass insulator cap is located near the top of the south side of the tower with telephone wire wrapped around it. 

The main cable, power lines and traction lines are intact although there is some slag between BT22 and BT21 (Shields, 1998: 

22; Reininghaus and Gewalt, 2015).

BT22: Bonanza Tower 22 (archeology- add) 

Tower 16 is located at the 2,240’ elevation. The tower is completely collapsed with a mature alder growing through the remains of the structure. Two cables extend 9’ above the ground with little slag. One cable slags toward ground between BT23 

and BT22 (Shields, 1998: 22; Reininghaus and Gewalt, 2015).

BT23: Bonanza Tower 23 (Private - Non-contributing) 

Tower 16 is located at the 2,160’ elevation. The tower is located east of the Concentratrion Mill. It is accessible by a foot 

trail that extends from the road above the mill. There is rot in the foundation of the tower causing it to tilt toward the east. A 

wooden ladder extends up the northeast side of the tower from top to bottom. There are historic carvings on the horizontal 

beams of the tower (roman numerals: MIII, MII, MI, H, I) depicting the different prefabricated pieces that were used in its 

assembly. The main cables are on the ground approximately 50’ west of the tower although four traction cables are intact. A

telegraph-telephone wire runs along the north side of the tram tower. A wooden ladder extends up the northeast side of the 

tower from top to bottom (Shields, 1998: 22; Reininghaus and Gewalt, 2015).

BT24: Bonanza House (Private - Non-contributing)

The two-story operator’s house (22’x18’) is occupied and in good condition (Saleeby, 2000: 334).

BT25: Bonanza Cistern (Private - Non-contributing)

The footprint of the cistern is 4’x6’.

BT26: Bonanza Outhouse (Private - Non-contributing) 

The footprint of the outhouse is 5’x5’.

BT27: Bonanza Stub Tower 1

The stub tramway was built in 1917 to transport ore from the East Slide ore body to the loading station at Bonanza Mine. 

The tower is located at the 5,450’ elevation (East Slide Tram Terminal drawing T-7, dated July 16, 1917; Gilbert, et al., 2001: 

Appendix H). 

Cultural Landscape Inventory - 2015 Page 55 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

BT29: Bonanza Stub Tower 3 

The stub tower is rigged for a single fixed cable with a single reversible traction rope. Insulators attached to the top of the 

tower suggest power or phone lines were carried on the aerial tramway. The tower is located at the 5,850’ elevation (East 

Slide Tram Terminal drawing T-7, dated July 16, 1917; Gilbert, et al., 2001: Appendix H).

BT30: Bonanza Stockpile Ore Bin (Private - Non-contributing) 

The ore bin is located above the Concentration Mill. It is a wood framed structure that was used to store excess ore in the 

Mill Town during the period of significance. 

ARCHEOLOGICAL FEATURES:

BT4: Bonanza Tower 4

The collapsed tower is located at the 5,150’ elevation. The top frame of the tower is hanging from a cable line (Shields, 

1998: 19). 

BT15: Bonanza Tower 15

The collapsed tower is located at the 2,760’ elevation. The tower was built upon an excavated bench that is cut into the 

steep hillside. There is a ceramic insulator cap directly above one of the cable rollers (Shields, 1998: 21; Reininghaus and 

Gewalt, 2015).

BT18: Bonanza Tower 18 

The collapsed tower is located at the 2,470’elevation. The top portion of the tower is hanging from the cables 50’downslope 

from the collapsed lower portion of the tower. A 6”x5” wood sign is located on the west side of the lower portion of the 

tower. It is painted white with the number ‘38’ painted in black ‘Kennecott-style’ lettering. Two of the four cables are 

pinned to the ground by a fallen tree west of the tower remains (Shields, 1998: 22; Reininghaus and Gewalt, 2015).

BT28: Bonanza Stub Terminal 2 

The collapsed terminal is located at the 5,900’ elevation near the 1518 E portal at Bonanza Mine.

ERIE TRAMWAY 

The Erie Tramway is located 4 miles north of the Mill Town. The aerial tramway extends from the loading station at Erie 

Mine to a staging area situated alongside the Old Tractor Road 2,000 feet below the mine. Between 1916 and 1924, the 

aerial tramway was the primary connection between Erie Mine and the Mill Town. Once the Jumbo-Erie Crosscut was completed in 1924, the aerial tramway was reserved for transporting supplies thereafter. The loading terminal and a collapsed 

tower are all that remain of the aerial tramway. There is no evidence of the staging area below Erie Mine. 

STRUCTURE: 

E1: Erie Loading Terminal 

The loading terminal is located at the 4,250’ elevation at the entrance of the 103 Level Portal. 

ARCHEOLOGICAL FEATURE:

E2: Erie Collapsed Tower 

Cultural Landscape Inventory - 2015 Page 56 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

The collapsed tower is hanging from the cables at the 3,650’ elevation. 

GLACIER TRAMWAY 

The Glacier Tramway is composed of a collapsed loading station, 5 towers, and a breakover that extend 4,500’ from the 

Jumbo Junction Station to Glacier Mine. The aerial tramway was built sometime between 1916 and 1920 to transport ore 

from Glacier Mine to the Concentration Mill for processing. The tramway also occasionally carried ore from Bonanza Mine 

when the Bonanza Tramway was undergoing repairs. 

BUILDINGS AND STRUCTURES: 

GT4: Glacier Tower 4

The tower is located at the 4,350’ elevation and appears stable. The cables are on the ground (Shields, 1998: 19).

GT5: Glacier Breakover 5

The beakover is located at the 4,300’ elevation. The structure appears sound and there is very little sag in the cables between 

GT5 and GT4 (Shields, 1998: 19).

GT6: Glacier Tower 6 

The tower is located at the 4,130’ elevation. The structure appears sound. Three cables touch the ground between towers 6 

and 7 (Shields, 1998: 19).

GT7: Glacier Tower 7

The tower is located at the 3,950’ elevation. The structure appears sound although foundation rot is present (Shields, 1998: 

19). 

ARCHEOLOGICAL FEATURES: 

GT1: Glacier Loading Station 

The remains of the Glacier Loading Station are located below the toe of an alpine glacier at the 5,020’ elevation. The 

structure is partially buried by debris and is not safe to enter (Shields, 1998:18). 

GT2: Glacier Tower 2 

The collapsed tower is located at the 4,930’ elevation (Shields, 1998: 19).

GT3: Glacier Tower 3 

The collapsed tower is located at the 4,460’ elevation (Shields, 1998: 19).

JUMBO TRAMWAY 

Similar to the Bonanza Tramway, the Jumbo Tramway is divided into 2 sections. The upper section of the tramway (XMC086) extends 1.5 miles between Jumbo Mine (XMC-085) and the Junction Station Complex (XMC-087) which intersects 

the terminus of the Glacier Tramway. This section is composed of a linear arrangement of features, including a loading 

station, breakover station, anchor-tension station, and 6 towers that cascade down Bonanza Ridge. The junction station is 

supported by a transformer tower, an operator’s house, outhouse, and 2 tent structures that were likely used to house 

Cultural Landscape Inventory - 2015 Page 57 of 119 
 

 

 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

workers and supplies during the period of significance. There is also a number of miscellaneous objects such as sleds and 

snow fences scattered upslope from the Junction Station Complex. The lower section of the Jumbo Tramway consists of 2 

breakover stations, an anchor-tension station and 12 towers that extend approximately 1.5 miles from the junction station to 

the turnhouse on the upper level of the Concentration Mill (AHRS, XMC-086, 1987; AHRS, XMC-087, 1987). 

Several engineering surveys have been performed on the Jumbo Tramway over the years. In parenthesis, all abbreviations 

that begin with “J” such as J1, J2, and J3 correspond to the structures identified in Inspection and Safety Assessment of Kennecott Mine Tram System, Wrangell-St. Elias National Park and Preserve (Shields, 1998). All other abbreviations such as T2 

and STA 2 correspond to the structures identified in the Historic American Engineering Record (HAER) survey conducted by 

the National Park Service in 2003 (Bell, et al., 2003). 

BUILDINGS AND STRUCTURES: 

JT1: Jumbo Breakover Station 0 (J1; J2)

Loading Station 0 is located at Jumbo Mine at the 5,660’ elevation. It is a breakover utilizing the “Y” bracing, which is more 

efficient at distributing loads and requires less timber than the “T” bracing. Similar to the towers, breakovers support pairs 

of idler wheels with guides that catch the slack in the traction cable and keep it from causing damage to the wood beams at 

the front and rear of the breakover as the cable moves the ore carts up or down slope. The upper tram deck of the breakover 

is buried by debris (Shields, 1998: 18; Bell, et al., 2003: Station 0).

JT2: Jumbo Breakover Station 1 (J3) 

The collapsed “T” type breakover is situated at the 5,470’ elevation (Bell, et al., 2003: Station 1).

JT4: Jumbo Tower 2 (J5; T2)

Tower 2 is located at the 4,830’ elevation. This tower is in good condition although the southeast corner is undercut. The 

base of the structure is 25’x28’ and the frames are constructed of upright 8”x8’’ timbers. The wood frames of the tower are 

of the pass through type. They are approximately 65’ to 70’ high with a 12’ high pass through from the top. Boards nailed 

up the center uprights at the east and west end to serve as a ladder to reach the top of the structure (Shields, 1998:18; Bell, 

et al., 2003: T2). 

JT6: Jumbo Breakover A/T Station 2 (J7; STA 2)

The breakover is located at the 4,590’ elevation. This structure served as an anchor/tension situated station midway on the 

upper section of the Jumbo Tramway. It appears to have been damaged by an avalanche. The station is in poor condition with 

only 3 of the 5 pass through frames intact. A weight box and a considerable portion of the station have fallen downhill. A sign 

on this structure designates it as “Station No. 2”. The traction rope passes through this station as a continuous length (MCSIF 

XMC-086, 1986; Shields, 1998: 18; Bell, et al., 2003: Site Plan).

JT7: Jumbo Tower 4 (J8; T4) 

Tower 4 is located at the 4,440’ elevation. This tower is 20’tall and without a kicker. It appears to have been modified at least 

once with the addition of a second set of cable hangers and idler wheels. Pieces of another tower are located downslope from 

Tower 4. Overall, this structure appears to be stable (MCSIF XMC-086, 1986; Shields, 1998: 18; Bell, et al., 2003: Site Plan).

JT8: Jumbo Tower 5 (J9; T5)

Tower 5 is situated at the 4,070’ elevation. This tower appears to be essentially intact and supports the cables prior to crossing 

Jumbo Creek to the west. Boards are nailed up the center uprights to serve as a ladder to reach the top of the structure. Overall, 

this structure appears to be stable (MCSIF XMC-086, 1986; Shields, 1998: 18; Bell, et al., 2003: Site Plan).

Cultural Landscape Inventory - 2015 Page 58 of 119 
 

Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

JT9: Jumbo Tower 6 and Station 3 (J10; STA 3; T6; Jumbo Junction Station)

Tower 6 and Station 3 are located at the 3,650’ elevation. Station 3 was built between 1913-1914 and modified into a 

junction station sometime between 1918-1920 to supplement the transportation of ore from Glacier Mine. Tower 6 and 

Station 3 appear stable although some foundation rot is present. The upper level of the Jumbo Tramway intake to the north 

is partially collapsed. All electrical control units and major heavy equipment including a toothed saw, brake drum, holiday 

grip wheel, brake drums, link belt, and a GE induction motor are inside the junction station (MCSIF XMC-087, 1986; Bell, 

et al., 2003: Site Plan). 

JT10: Jumbo Breakover Station 4 (J11)

The breakover station is located at the 3,550’ elevation. It is a “T” type breakover. The structure is stable although rot is 

present in the foundation (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT12: Jumbo Breakover A/T Station 5 (J13; STA 5)

Station 5 is a breakover anchor/tension station located at the 3,050’ elevation. A portion of the central structure is collapsed. 

Weight boxes are on the ground nearby (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT13: Jumbo Tower 8 (J14; T8)

Tower 8 is a small tower without a kicker at the 2,950’ elevation. There is some rot in the foundation. The lateral bracing has 

been sawed out and the tower leans towards the east. Vegetation is both supporting the structure and wedging it apart. The 

traction cables are on the ground (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT14: Jumbo Tower 9 (J15; T9)

Tower 9 is a collapsed tower without a kicker at the 2,850’ elevation. The structure is fairly stable although the center frame 

is broken. The lateral bracing has been sawed out and the tower leans towards the east. Vegetation is both supporting the 

structure and wedging it apart (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT15: Jumbo Breakover Station 6 (J16; STA 6)

Station 6 is a “Y” type breakover at the 2,830 elevation. The structure is fairly stable although some foundation rot is 

present. The longitudinal bracing has been sawed out and there is some compression breakage in the top frame. The cables 

are slacking (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT18: Jumbo Tower 12 (J19; T12)

Tower 12 is a small tower without a kicker at the 2,510’ elevation. It is located on the west side of the trail leading to the 

mines. The tower is stable although foundation rot is present. There is an ore car hanging from a cable. Vegetation is both 

supporting the structure and wedging it apart (Shields, 1998: 20; Bell, et al., 2003: Site Plan).

JT19: Jumbo Tower 13 (J20; T13)

Tower 13 is a small tower without a kicker at the 2,460’ elevation. Vegetation is both supporting the structure and wedging it 

apart (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT20: Jumbo Tower 14 (J21; T14)

Tower 14 is a small tower without a kicker at the 2,400’ elevation. There is some rot in the foundation (Shields, 1998: 20; 

Cultural Landscape Inventory - 2015 Page 59 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bell, et al., 2003: Site Plan). 

JT21: Jumbo Tower 15 (J22; T15)

Tower 15 is a small tower without a kicker at the 2,350’ elevation. There is some rot in the foundation. The main cable is up 

and the traction lines are down (Shields, 1998: 20; Bell, et al., 2003: Site Plan).

JT22: Jumbo Tower 16 (T16) 

Tower 16 is a small tower without a kicker at the 2,330’ elevation (Shields, 1998: 21; Bell, et al., 2003: Site Plan).

JT23: Jumbo Tower 17 (J23; T17)

Tower 17 is a small tower without a kicker located at the 2,290’ elevation. There is rot in the foundation (Shields, 1998: 20; 

Bell, et al., 2003: Site Plan). 

JT24: Jumbo Tower 18 (J24; T18)

Tower 18 is a small double “Y” type tower without a kicker located at the 2,200’ elevation. The tower is unstable and the 

foundation is failing due to rot and settlement. The power cable collapsed onto the main line which is still up. The traction 

cables are on the ground (Shields, 1998: 20; Bell, et al., 2003: Site Plan).

JT25: Jumbo Operator’s House (Jumbo Bunkhouse; Mid-Station Bunkhouse)

LCS: 561747

FMSS: 108977 

The operator’s house was built to house workers who performed maintenance on the Jumbo Tramway. This wood-framed 

building is a small 1-1/2 story bunkhouse. Its main component is rectangular, measuring approximately 22’-6”x18’-

6” with its primary axis running north-south. Five panel doors provide access to the entries on both the north and south 

elevations. A metal-clad gabled roof that was installed in the 1950s covers the main building; the entry roofs are 

cedar-shingled and the building’s original cedar shingle roof is visible below the corrugated metal roof. There are 7 windows 

on the main building first level, plus 4 cut openings, 3 in the south entry and 1 in the north entry. There are 3 windows on the 

second level. 

The interior of the building has 3 rooms on the first floor. A living/dining area fills the north half and connects to the kitchen 

which is in the southeast corner of the main building. Adjacent to the kitchen is a bedroom with a closet under the stairs. The 

upper level houses a small closet opposite the stairs, and 3 bedrooms, the largest of which takes up the south half of the floor, 

the other two dividing the north. 

In 2003, the Jumbo Aerial Tramway was documented to the standards of the Historic American Engineering Record (HAER) 

as defined in the Kennecott NHL General Management Plan (GMP). The HAER team briefly inspected the building and 

concluded it was in fair condition but noted its failing foundation. In addition to the foundation, the building was damaged by 

rodent infestation (primarily porcupine) and visitor trespass. The building’s doors and windows were covered with plywood 

in August 2004 to prevent trespass. 

Field drawings and a preliminary condition assessment were performed as part of a volunteer effort in 2004. The drawings 

and notes were used to stabilize the foundation of the building in 2008. This stabilization effort, performed by NPS staff and 

Teacher’s Restoration Corps (TRC), included repairing the foundation by replacing failing material with new, cataloguing 

all period pieces of furniture, and providing additional closure of the building to visitors and pests (Crosby, 2006; MCSIF 

XMC-087, 1986; PMIS 131291, 2008; PMIS 131291A, 2008).

Cultural Landscape Inventory - 2015 Page 60 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

JT27: Jumbo Transformer Tower

The transformer tower is an upright pole structure with a transformer attached to it (MCSIF XMC-087, 1986; Bell, et al., 

2003: Site Plan). 

JT30: Tramway Turnhouse 

The turnhouse served as the terminus of the Jumbo and Bonanza tramways. It is a large wooden deck on the upper level of 

the Concentration Mill sheltered by a 26’x31’ post and beam framed building with a 13’x14’ addition. The turnhouse is in 

fair condition (Gilbert, et al., 2001: 77; LCS 038168, 2008; Bell, et al., 2003: Site Plan).

ARCHEOLOGICAL FEATURES:

JT3: Jumbo Tower 1 (J4; T1)

Tower 1 is a collapsed tower without a kicker located at the 5,110’ elevation (MCSIF XMC-086, 1986; Bell, et al., 2003: 

Site Plan). 

JT5: Jumbo Tower 3 (J6; T3)

Tower 3 is collapsed and hanging on the main cable line at the 4,630’ elevation (MCSIF XMC-086, 1986; Shields, 1998:18; 

Bell, et al., 2003: Site Plan). 

JT11: Jumbo Tower 7 (J12; T7)

Tower 7 is a collapsed tower with a kicker located at the 3,140’ elevation (Bell, et al., 2003: Site Plan).

JT16: Jumbo Tower 10 (J17; T10)

Tower 10 is a collapsed tower without a kicker at the 2,680’ elevation. Splice joints and intrusive vegetation are pulling apart 

the structure. The lateral bracing is sawed out and the southwest corner is rotted out (Bell, et al., 2003: Site Plan; Shields, 

1998: 21). 

JT17: Jumbo Tower 11 (J18, T11)

Tower 11 is a very unstable tower without a kicker located at the 2,590’ elevation. The lateral bracing is sawed out. The cable 

is cut 100 feet downslope. A portion of the cable is buried under a roadbed (Bell, et al., 2003: Site Plan; Shields, 1998: 21).

JT26: Jumbo Collapsed Bunkhouse 1 

During the period of significance, there were 2 similar tent frame structures (JT26 and JT28) to house workers and supplies 

at the Junction Station Complex. In 1986, only the east wall of one of the tent frame structures remained standing roughly 20’ 

tall. The roof was covered with tarpaper. The interior included 2 bed frames and a barrel stove. In 2015, the remains of the 

collapsed bunkhouses were completely covered in vegetation and only recognizable by what was once and elevated foundation platform cut into the hillside (MCSIF XMC-087, 1986).

JT28: Jumbo Collapsed Bunkhouse 2 

This structure has collapsed completely. It may have once served as a shed. It’s footprint roughly measures 23’x30’ (MCSIF 

XMC-087, 1986).

Cultural Landscape Inventory - 2015 Page 61 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

JT29: Jumbo Outhouse 

The collapsed outhouse is the remains of a 5’3”x6’6” wood frame structure with a shed roof (MCSIF XMC-087, 1986; Bell, 

et al., 2003: Site Plan). 

JT40: Jumbo Underground Loading Station (J1) 

The loading station is located at the 5,690’ elevation at the entrance to Jumbo Mine (Gilbert, et al., 2001: Appendix H; Bell, 

et al., 2003: Site Plan). 

SMALL SCALE FEATURES:

JT31: Cut 

An area approximately 60’ wide and 30’ deep was excavated from the hillside to allow clearance for the tram cars at the 

4,800’ elevation. 

JT32: Cans 

A scatter of cans is located at the 5,280’ elevation.

JT33: Ladder 

The ladder is located at the 5,090’ elevation.

JT34: Fuel Drums

A collection of fuel drums are located at the 5,020’ elevation.

JT35: TD-24

TD-24 is located at the 4,680’ elevation.

JT36: Tent Frame

The remains of a tent frame are located at the 4,680’ elevation.

JT37: Heavy Equipment Sled

A sled is located at the 3,900’ elevation. 

JT38: Sled 

A second sled is located at the 3,700’ elevation.

JT 39: Slide Fence

The slide fence was built to protect the tramway from rock and snow slides. The fence is anchored to the hillside by a 

“deadmen” and steel wire ropes. 

Cultural Landscape Inventory - 2015 Page 62 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

MOTHER LODE TRAMWAY 

The Kennecott Copper Corporation established a small camp in Mother Lode Gulch to support the exploration of the ore 

body in 1919; however, this camp was abandon after reoccurring snow slides damaged the campsite. Although little is known 

about the Mother Lode Tramway, the following features are likely associated with the 1919 campsite: 

ARCHEOLOGICAL FEATURES:

MT1: Mother Lode Terminal (Private - Non-contributing) 

The terminal is located at the 5,800’ elevation on the east side of Bonanza Ridge.

MT2: Mother Lode Tower 1 (Private - Non-contributing) 

Tower 1 is located at the 5,200’ elevation on the east side of Bonanza Ridge.

MT3: Mother Lode Tower 2 

Tower 2 is located at the 4,600’ elevation on the east side of Bonanza Ridge.

Cultural Landscape Inventory - 2015 Page 63 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

BONANZA TRAMWAY CLUSTER ARRANGEMENT 

FEATURE # FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

BT1 Bonanza Loading Station Historic Structure Yes 61.51265558 -142.83426124

BT2 Bonanza Breakover 2 Historic Structure Yes 61.51051170 -142.83539235 

BT3 Bonanza Breakover 3 Historic Structure Yes 61.50845905 -142.83644916 

BT4 Bonanza Tower 4 Archeological Site Yes 61.50726356 -142.83707819 

BT5 Bonanza Breakover 5 Historic Structure Yes 61.50675046 -142.83733766 

BT6 Bonanza Breakover 6 Private Historic Structure No 61.50134611 -142.84013291 

BT7 Bonanza Angle Station (XMC-081) Private Historic Building No 61.49621007 -142.84280629 

BT8 Bonanza Tower 8 Historic Structure Yes 61.49530942 -142.84657168 

BT9 Bonanza Tower 9 Historic Structure Yes 61.49455428 -142.84972116 

BT10 Bonanza Tower 10 Historic Structure Yes 61.49358039 -142.85380436 

BT11 Bonanza Tower 11 Historic Structure Yes 61.49295287 -142.85641702 

BT12 Bonanza Tower 12 Historic Structure Yes 61.49153615 -142.86233894 

BT13 Bonanza Breakover 13 Historic Structure Yes 61.48996513 -142.86892128 

BT14 Bonanza Tower 14 Historic Structure Yes 61.48961964 -142.87034748 

BT15 Bonanza Tower 15 Archeological Site Yes 61.48919057 -142.87214006 

BT16 Bonanza Tower 16 Historic Structure Yes 61.48883070 -142.87365517 

BT17 Bonanza Tower 17 Historic Structure Yes 61.48845696 -142.87520460 

BT18 Bonanza Tower 18 Archeological Site Yes 61.48799538 -142.87713257 

BT19 Bonanza Tower 19 Historic Structure Yes 61.48754425 -142.87901672 

BT20 Bonanza Tower 20 Historic Structure Yes 61.48710508 -142.88085077 

BT21 Bonanza Tower 21 Historic Structure Yes 61.48661297 -142.88290574 

BT22 Bonanza Tower 22 Archeological Site Yes 61.48619467 -142.88465630 

BT23 Bonanza Tower 23 Private Historic Structure No 61.48577792 -142.88639169 

BT24 Bonanza House (XMC-081) Private Historic Building No 61.49619434 -142.84368794

BT25 Bonanza Cistern (XMC-081) Private Historic Structure No 61.49598219 -142.84246796

BT26 Bonanza Outhouse (XMC-081) Private Historic Structure No 61.49628024 -142.84393537

BT27 Bonanza Stub Tower 1 Historic Structure Yes 61.51289968 -142.83394848 

Cultural Landscape Inventory - 2015 Page 64 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

BONANZA TRAMWAY CLUSTER ARRANGEMENT (CONT.) 

FEATURE # FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

BT28 Bonanza Stub Terminal 2 Archeological Site Yes 61.51419273 -142.83429531

BT29 Bonanza Stub Tower 3 Historic Structure Yes 61.51444275 -142.84068238

BT30 Bonanza Stockpile Ore Bin Private Historic Structure No 61.48585991 -142.88575913

ERIE TRAMWAY CLUSTER ARRANGEMENT 

FEATURE # FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

ET1 Erie Tram Terminal Historic Building Yes 61.54208774 -142.89391830 ET2 Erie Collapsed Tower Archeological Site Yes 61.54284374 -142.89734202 

GLACIER TRAMWAY CLUSTER ARRANGEMENT 

FEATURE # FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

GT1 Glacier Loading Terminal Archeological Site Yes 61.51185465 -142.84598258GT2 Glacier Tower 2 Archeological Site Yes 61.51168857 -142.84653145GT3 Glacier Tower 3 Archeological Site Yes 61.50973798 -142.85297671GT4 Glacier Tower 4 Historic Structure Yes 61.50781632 -142.85933182GT5 Glacier Breakover Historic Structure Yes 61.50757837 -142.86010412GT6 Glacier Tower 5 Historic Structure Yes 61.50701907 -142.86195775GT7 Glacier Tower 6 Historic Structure Yes 61.50639739 -142.86399078

Cultural Landscape Inventory - 2015 Page 65 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

JUMBO TRAMWAY CLUSTER ARRANGEMENT 

FEATURE # 

FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

JT1 Jumbo Loading Station 0 Historic Structure Yes 61.52234963 -142.85179882 JT2 Jumbo Breakover Station 1 Historic Structure Yes 61.52030009 -142.85378206 JT3 Jumbo Tower 1 Archeological Site Yes 61.51863194 -142.85540020 JT4 Jumbo Tower 2 Historic Structure Yes 61.51679708 -142.85717958 JT5 Jumbo Tower 3 Archeological Site Yes 61.51494762 -142.85896980 JT6 Jumbo Anchor/Tension Station 2 Historic Structure Yes 61.51380327 -142.86007453 JT7 Jumbo Tower 4 Historic Structure Yes 61.51290200 -142.86095097 JT8 Jumbo Tower 5 Historic Structure Yes 61.51115958 -142.86263517 JT9 Jumbo Tower 6 and Station 3 Historic Structure Yes 61.50528137 -142.86832352 JT10 Jumbo Station 4 Historic Structure Yes 61.50387071 -142.86967383 JT11 Jumbo Tower 7 Archeological Site Yes 61.50168091 -142.87178230 JT12 Jumbo Station 5 Historic Structure Yes 61.49851643 -142.87478635 JT13 Jumbo Tower 8 Historic Structure Yes 61.49776192 -142.87550440 JT14 Jumbo Tower 9 Historic Structure Yes 61.49588899 -142.87732922 JT15 Jumbo Station 6 Historic Structure Yes 61.49545313 -142.87775670 JT16 Jumbo Tower 10 Archeological Site Yes 61.49417460 -142.87900671 JT17 Jumbo Tower 11 Archeological Site Yes 61.49302679 -142.88011163 JT18 Jumbo Tower 12 Historic Structure Yes 61.49182697 -142.88127680 JT19 Jumbo Tower 13 Historic Structure Yes 61.49104502 -142.88204162 JT20 Jumbo Tower 14 Historic Structure Yes 61.48984142 -142.88319801 JT21 Jumbo Tower 15 Historic Structure Yes 61.48886638 -142.88413249 

JT22 Jumbo Tower 16 Historic Structure Yes 61.48840163 -142.88464939JT23 Jumbo Tower 17 Historic Structure Yes 61.48764025 -142.88531276 JT24 Jumbo Tower 18 Historic Structure Yes 61.48655206 -142.88636071 JT25 Jumbo Bunkhouse Historic Building Yes 61.50498324 -142.86798694JT26 Jumbo Collapsed Bunkhouse 1 Archeological Site Yes 61.50490298 -142.86869223JT27 Jumbo Transformer Tower Historic Structure Yes 61.50490251 -142.86834771

Cultural Landscape Inventory - 2015 Page 66 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

JUMBO TRAMWAY CLUSTER ARRANGEMENT (CONT.) 

FEATURE # FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

JT28 Jumbo Collapsed Bunkhouse 2 Archeological Site Yes 61.50490298 -142.86869223

JT29 Jumbo Outhouse Archeological Site Yes 61.50494228 -142.86897374

JT30 Tramway Turnhouse Historic Building Yes 61.50496984 -142.86862904

JT31 Cut Small Scale Feature Yes 61.52080789 -142.85329304 

JT32 Can Scatter Small Scale Feature Yes 61.52051173 -142.85541379

JT33 Ladder Small Scale Feature Yes 61.51940899 -142.85666631

JT34 Fuel Drums Small Scale Feature Yes 61.51866222 -142.85841628

JT35 TD-24 Small Scale Feature Yes 61.51539981 -142.85944456

JT36 Tent Frame Small Scale Feature Yes 61.51405938 -142.85681830

JT37 Heavy Equipment Sled Small Scale Feature Yes 61.50588661 -142.86653946

JT38 Sled Small Scale Feature Yes 61.51162828 -142.85732528

JT39 Slide Fence Small Scale Feature Yes 61.52031093 -142.85386928

JT40 Jumbo Underground Loading Station Archeological Site Yes 61.52254864 -142.85160232 

MOTHER LODE TRAMWAY CLUSTER ARRANGEMENT 

FEATURE # 

FEATURE OWNERSHIP FEATURE TYPE CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

MT1 Mother Lode Terminal Private Archeological Site No 61.52083484 -142.82483317 

MT2 Mother Lode Tower 1 Private Archeological Site No 61.52083174 -142.81887790 

MT3 Mother Lode Tower 2 Archeological Site Yes 61.52209525 -142.80980041 

Cultural Landscape Inventory - 2015 Page 67 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

Left: 

Bonanza Angle Station 

c. 1922 (Courtesy of 

Geoff Bleakley). 

Right: 

Bonanza Tower 18, view 

west to Glacier Mine (NPS, 

1993). 

Left: 

Bonanza Tower 9 and 10 

(BT9, left/ BT10, right)

 c. 1920s. 

Cultural Landscape Inventory - 2015 Page 68 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

Bonanza Tower 17, view SE (NPS, 1993). 

Breakover near Bonanza Mine, view SW (NPS, 1998). 

Cultural Landscape Inventory - 2015 Page 69 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

Breakover near Bonanza Mine, view W (NPS, 2006). 

Bonanza Loading Station, view E (NPS, 2006). 

Cultural Landscape Inventory - 2015 Page 70 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

Foundation between BT15-16 (NPS, 2015) BT13: Bonanza Breakover 13, view W (NPS, 2015) 

BT13: Bonanza Breakover 13, view E (NPS, 

2015) 

Cultural Landscape Inventory - 2015 Page 71 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

BT16: Bonanza Tower 16, view E (NPS, BT14: Bonanza Tower 14, view E (NPS, 2015)

2015). 

BT15: Bonanza Tower 15, view NE(NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 72 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

BT17: Bonanza Tower 17, view E (NPS, BT18: Bonanza Tower 18, view NE (NPS, 2015)

2015) 

BT19: Bonanza Tower 19, view N (NPS, 2015) BT20: Bonanza Tower 20, view N (NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 73 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Bonanza Tramway

BT21: Bonanza Tower 21, view E (NPS, BT22: Bonanza Tower 23 view E (NPS, 2015)

2015) 

BT22: Bonanza Tower 22, view E (NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 74 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Erie Tramway

Erie Mine. Collapsed tower in bottom left corner (NPS, 2003). 

Erie Loading Station, view E (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 75 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Erie Tramway

E2: Collapsed tower, view N (NPS, 1993). 

E2: Collapsed tower, view W (NPS, 1993). 

Cultural Landscape Inventory - 2015 Page 76 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Glacier Tramway

Glacier Loading Terminal, view W (NPS, 1993). 

Looking from Glacier Tower 6 to Jumbo Junction Station Complex, view W (NPS, 1998). 

Cultural Landscape Inventory - 2015 Page 77 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Glacier Tramway

Glacier Breakover, view W (NPS, 1998). 

Glacier Mine, view NW from Bonanza Mine (NPS, 2006). 

Cultural Landscape Inventory - 2015 Page 78 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Glacier Tramway

GT2: Glacier Tower 2, view W (NPS, 2015) 

GT1: Sorting and Loading Station, view NE (NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 79 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Glacier Tramway

GT3: Glacier Tower 3, view E (NPS, 2015) 

GT4: Glacier Tower 4, view E (NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 80 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Glacier Tramway

GT6-5: Glacier Breakover 5 and Tower 6, view E (NPS, 2015) 

GT7: Glacier Tower 7, view W (NPS, 2015) 

Cultural Landscape Inventory - 2015 Page 81 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT1: Jumbo Breakover Station 0, view E (NPS, 2003). 

JT2: Jumbo Breakover Station 1, view S (NPS, 2003). JT2: Jumbo Breakover Station 1, view S (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 82 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT3: Jumbo Tower 1 (J4; T1), view SE (NPS, 2003). 

JT4: Jumbo Tower 2 (J5; T2), 

view W (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 83 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT5: Jumbo Tower 3 (J6; T3), view E (NPS, 2003). 

Left JT6: Jumbo Breakover A/T Station 2 

(J7; STA 2), view S (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 84 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT7: Jumbo Tower 4 (J8; T4), view SE (NPS, JT8: Jumbo Tower 5 (J9; T5) view SE (NPS, 2003). 

1998). 

JT9: Jumbo Breakover Station 3 (J10; STA 3), JT9: Jumbo Tower 6 (J10; T6), view NE (NPS, 2003). 

view NE (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 85 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT9: Jumbo Breakover Station 3 (J10; STA 3), view W (NPS, 2003). 

JT10: Jumbo Breakover Station 4 (J11; STA 4), view E (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 86 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT11: Jumbo Tower 7 (J12; T7), (NPS, 2003). JT13: Jumbo Tower 8 (J14; T8), view W (NPS, 2003). 

JT12: Jumbo Breakover A/T Station 5 (J13; STA 5), view E (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 87 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

Left: 

JT14: Jumbo Tower 9 (J15; T9) 

(NPS, 2003). 

Right: 

JT16: Jumbo Tower 10 (J17; 

T10), view W (NPS, 2003). 

JT15: Jumbo Breakover Station 6 (J16; STA 6), view W (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 88 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT17: Jumbo Tower 11 (J18; T11), view SE (NPS, 2003). JT18: Jumbo Tower 12 (J19; T12), view SE (NPS, 2003). 

JT19: Jumbo Tower 13 (J20; T13), view W (NPS, 2003). JT20: Jumbo Tower 14 (J21; T14), view E (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 89 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT21: Jumbo Tower 15 (J22; T15), view W (NPS, 2003). 

JT22: Jumbo Tower 17, view W (NPS, 2003). JT23: Jumbo Tower 17 (J23; T17), view W (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 90 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT24: Jumbo Tower 18 (J24; T18), view E (NPS, 2003). JT24: Jumbo Tower 18 SW corner (J24; T18), 

view E (NPS, 2003). 

Jumbo Junction Station Complex, Operator’s House (right), view E (NPS, 2006). 

Cultural Landscape Inventory - 2015 Page 91 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

Jumbo Junction Station Complex, view E, c. 1910s (Courtesy of Geoffrey Bleakley). 

JT26 and JT28 far left, view E, c. 1920s (Courtesy of Geoffrey Bleakley). 

Cultural Landscape Inventory - 2015 Page 92 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT27: Transformer Tower (center), view E (NPS, 2008). 

JT29: Turnhouse, view W (NPS, 2008). 

Cultural Landscape Inventory - 2015 Page 93 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Jumbo Tramway

JT30: Outhouse, view E (NPS, 2008). 

JT39: Snow Fence, view W (NPS, 2003). 

JT40: Entrance to Jumbo Underground 

Loading Station, view E (NPS, 2003). 

Cultural Landscape Inventory - 2015 Page 94 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Source: Records of the Alaska Regional Office. ARCC-00400, VIII-F, Box 70, Folder 21: WRST - Site No. XMC-086.

Cultural Landscape Inventory - 2015 Page 95 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

CIRCULATION 

The aerial tramways played a significant role in the development of Kennecott as they were essential in preparing the mines 

for production, enabled the mines to produce large quantities of ore and provided a dependable transportation network 

between the mines and Concentration Mill between 1908 to 1938. Prior to the construction of the aerial tramways, the mines 

were connected to the Mill Town by wagon roads and foot trails that were only accessible four months out of the year. This 

in turn, significantly limited mining operations to the summer months and the high cost of haulage from Kennecott precluded 

the ability to ship out low-grade ores. Moving wagon teams up and down the steep slope of Bonanza Ridge was also time 

consuming, dangerous, and costly. On a downhill trek, the driver had to take care that heavy ore wagon did not break away, 

run over the horses leading the wagon, or slide off the road. The return journey uphill was just as difficult being almost 

impossible to move wagons up steep slopes. It was clear from the beginning of mining operations, that the success of the 

Kennecott Mines depended on aerial tramways to transport ore across over natural obstacles with ease. 

Bonanza Mine was established sometime around 1900 but little development occurred until 1906 when a rude wagon road 

was cleared between the Mill Town and mine. Drawings for an aerial tramway were prepared in 1907 by the Trenton Iron 

Company of New Jersey, and construction began the following year. Workers cleared a 50 foot wide corridor of vegetation 

from either side of the aerial tramway to ensure access to the towers for repairs and reduce the risk of damage from avalanches 

and fallen trees. Over the course of two summers, the loading station, angle station, and an intricate system of towers, 

breakovers, and tension stations were built up the hillside of Bonanza Ridge. Although the aerial tramway was complete 

in 1909, construction was still underway on the Concentration Mill. Consequently, the aerial tramway was initially used to 

transport materials and supplies needed to build a support camp at Bonanza Mine while stockpiles of ore continued to grow. 

Nevertheless, by 1911 the Concentration Mill was at an operational capacity and the aerial tramway was transporting up to 

100 tons of ore from the mines each day to be processed (Gilbert, et al., 2001: 20, 24-25, 28, Appendix H). 

Once the Bonanza Tramway was transporting ore, attention was given to Jumbo Mine where promising discoveries had been 

made. An aerial tramway was purchased and shipped to Kennecott in 1911 and built between 1913 and 1914. The Jumbo and 

Bonanza tramways ultimately superseded the use of wagon roads and trails and allowed the mines to increase production. 

The Jumbo Tramway had the capacity to transport 20 tons of ore per hour at a speed of 528’ per minute and the Bonanza 

Tramway’s rated capacity was 18 tons per hour at a speed of 452’ per minute. Remarkably, in 1915 750 tons of ore was 

extracted from Bonanza and Jumbo mines daily, a 300 percent increase from the previous year’s production (Gilbert, et al., 

2001: 29, Appendix H; Smith, 1917: 30-32).

With a steady supply of ore from Bonanza and Jumbo mines to support operations, efforts were made to develop Glacier and 

Erie mines. By 1916, a third aerial tramway was built extending from Erie Mine to a staging area situated 2,000’ below the 

camp. The Jumbo junction station was improved sometime between 1918 and 1920 to support a 4,500’ long aerial tramway 

extending to a loading station at Glacier Mine. This tramway was used to transport ore from Glacier Mine as well as service 

Bonanza Mine when the Bonanza Tramway was undergoing repairs. It is likely that a stub tramway extending from upper 

Glacier Mine to Bonanza Mine was built during this time to support the occasional movement of Bonanza’s ore on the 

Glacier Tramway (Gilbert, et al., 2001: 29, 68, Appendix H; Glacier Tramway drawing T-159, 1918).

By the late 1920s, the Kennecott Mines were connected underground making it possible to transport ore from Erie Mine, 

pass through Jumbo tunnels, and exit at Bonanza. This eased the transportation of ore within the mines and secured access 

to all of the loading stations as it was not uncommon for avalanches to prohibit the shipment of ore for months on end. The 

aerial tramways continued to be actively used and serviced until the last of the great Kennecott ore bodies were in sight. 

A portion of the Glacier Tramway was disassembled after the mine closed in 1928 and the Kennecott Copper Corporation 

conducted limited repairs on the remaining aerial tramways after mining operations declined in the 1930s. Subsequently, the 

Kennecott Copper Corporation closed all mining and aerial tramway operations on Bonanza Ridge in 1938 (Gilbert, et al., 

2001: 42-43; Appendix H; Saleeby, 2000: 332).

While the aerial tramways are no longer actively used, the primary features of the aerial tramways are intact and the spatial 

relationships and circulation patterns that were shaped by the natural landscape and the industrial activities that took place 

at Kennecott during the period of significance are clearly evident upon the landscape. As such, circulation contributes to 

the historic significance of the Kennecott Aerial Tramways landscape and maintains integrity of location and association. 

Cultural Landscape Inventory - 2015 Page 96 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

TOPOGRAPHY 

Kennecott is situated on the west face of Bonanza Ridge in the Wrangell Mountains of southeast Alaska. The landscape 

is characterized by pronounced steep mountain slopes rising from the Kennicott Valley at about 2,000’ to nearly 7,000’ in 

elevation before jutting downward into McCarthy Creek to the east and the Kennicott Glacier to the west. The valley is 

predominately occupied by the Kennicott Glacier which has a width of about 3 miles and extends northwestward 

approximately 24 miles to Mount Blackburn and Mount Regal. The top of Bonanza Ridge hosts a Chisitone-limestone 

contact that is serrated by perpendicular pinnacles and hoodoo formations. This contact defined the location of ore and 

influenced the siting of the mining camps high on the ridgeline. Below the mining camps are numerous gulches, talus slopes, 

and alpine glaciers that feed into several drainages before emptying into the Kennicott Glacier below (Bateman, 1920: 1-5).

The natural topography of this dramatic landscape provided a number of challenges that affected the layout of circulation 

systems at Kennecott. The narrow north-south alignment of Bonanza Ridge coupled with the Kennicott Glacier abutting its 

western edge, forced wagon roads, and later the Copper River and Northwestern Railroad, to follow the east perimeter of the 

glacier. At higher elevations, narrow cirques, gulches, and steep slopes influenced the placement of the aerial tramways to 

connect the mines to the Concentration Mill a they could economically negate rugged topography. As such, the Kennecott 

Tramways provided a dependable mode of transportation at Kennecott ultimately superseding the use of the wagon roads 

and trails leading to the mines. 

In sum, topography influenced the design and layout of the aerial tramway system in many ways. Notably, by influencing 

the line width and load bearing capacity of the cables between towers as well as the siting of anchor-tension stations and 

breakovers on the upper and lower extensions of the tramways to ease stress on the line. The Bonanza Tramway even 

incorporated and angle station to overcome the challenges of topography at higher elevations on Bonanza Ridge midway 

allowing the Bonanza Tramway to make a steep horizontal jog up Bonanza Ridge to the loading station. Topography also 

played a key role in the avoidance of avalanche paths as snow fences were placed alongside the aerial tramways to protect 

them from damage. In some instances land was either cut or blasted away to provide sufficient foundations for tram towers 

or to allow enough clearance for tram buckets to pass through. This is evident in a cut of land between JT1 and JT2 (Gilbert, 

et al., 2001: 18; 191).

To date, the topography of Bonanza Ridge remains the same to as it was during the historic period and the spatial 

relationships between the natural topography and built features is evident upon the contemporary landscape. For this reason, 

topography contributes to the historic character of the Kennecott Aerial Tramways landscape and maintains integrity of location and association. 

Cultural Landscape Inventory - 2015 Page 97 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

Topographic section cut of Jumbo Tramway (Bell, et al., 2003). 

Cultural Landscape Inventory - 2015 Page 98 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

SPATIAL ORGANIZATION 

The construction of the aerial tramways was influenced by the development, decline and abandonment of the Kennecott Mines. 

The development of the mines stimulated the construction of aerial tramways between 1908 and 1924 when the Kennecott 

Mines were in full production. As ore bodies were worked out and new discoveries became less frequent between 1925 and 

1932, mining operations declined and the aerial tramway were eventually decommissioned leading to the subsequent closure 

of the mines and abandonment of the aerial tramways in 1938. As such, the developmental stages of aerial tramway system 

reflect periods of growth and decline throughout three decades of mining operations at Kennecott. 

Upon the abandonment of the Kennecott Mines, the aerial tramways were essentially left in place allowing contemporary 

observers to discern the spatial relationships and circulation patterns that were shaped by the natural landscape and the 

industrial activities that took place at Kennecott. As such, spatial organization is an important analysis tool for understanding 

the historical development of the Kennecott Aerial Tramways as well as the Kennecott Mines. For this reason spatial 

organization is considered a contributing landscape characteristic to the Kennecott Aerial Tramways and maintains integrity 

of location and association. 

VEGETATION 

During the period of significance, vegetation was systematically cleared from the tramway corridors to reduce fire and 

tree fall. Since the initial abandonment of the aerial tramways in 1938, successional vegetation has reestablished itself 

within previous cleared areas. Comparisons between historic and contemporary photos clearly show the great changes that 

have occurred as a result of succession (refer to views 1 and 2). Notably, vegetation has obscured visual evidence of the 

Bonanza and Jumbo tramway corridors and deterred visitor access to much of the area east of the mill town. Successional 

vegetation has also accelerated the deterioration of wood structures by trapping excess moisture in the understory. Consequently, this promotes rot in wooden bases and foundations causing structures to collapse. For these reasons, vegetation is a 

detriment to historical integrity of the Kennecott Aerial Tramways landscape. Future recommendations may include selectively 

clearing vegetation in the tramway corridor and routinely brushing vegetation from the base of tramway towers and breakover 

stations to prevent further deterioration of the structures. 

Cultural Landscape Inventory - 2015 Page 99 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

View 1: Tramway from Kennicott Glacier, c. 1910s (Courtesy of Geoffrey Bleakley). 

View 1: Tramway from Kennicott Glacier, c. 1990s (Courtesy of CityProfile.com).

Cultural Landscape Inventory - 2015 Page 100 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Analysis and Evaluation (cont.)

View 2: Jumbo Junction Station Complex from Jumbo Trail, c. 1913 (Courtesy of Geoffrey Bleakley). 

View 2: Jumbo Junction Station Complex from Jumbo Trail (NPS Photo, 2003).

Cultural Landscape Inventory - 2015 Page 101 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Condition

Condition Assessment and Impacts

Conditions Assessment: Poor 

Assessment Date: 6/17/2015

Condition Assessment Narrative:

The Kennecott Aerial Tramways cultural landscape maintains its historic integrity due to the historic character its landscape 

features and characteristics convey. Collectively these features convey a strong sense of time and place, and contribute to 

the landscape’s integrity of location, association, materials, workmanship, and design. Nevertheless, the majority of built 

features associated with the Kennecott Aerial Tramways show clear evidence of major disturbances and rapid deterioration 

by natural forces and are at a critical point where preservation and stabilization efforts are greatly needed. For these reasons 

the condition of the Kennecott Aerial Tramways is considered ‘Poor’.

Impacts

Type of Impact: Structural Deterioration 

External or Internal: Internal 

Impact Description: Contributing buildings and structures are 

in advanced stages of deterioration. Cable 

lines have moderate external and internal 

corrosion, and all traction lines have severe 

core rot. 

Type of Impact: Other-Avalanche/Snowload 

External or Internal: Internal 

Impact Description: Several structures have been damaged by 

avalanches, rock slides, and heavy snow 

loads. 

Type of Impact: Vegetation/Invasive Plants 

External or Internal: Internal 

Impact Description: The aggressive succession of weedy and 

woody plants impacts historic resources. 

Vegetation should be removed from supporting structures to slow deterioration. 

Type of Impact: Neglect 

External or Internal: External 

Impact Description: Neglect impacts the longivity of the 

remaining historic resources. 

Cultural Landscape Inventory - 2015 Page 102 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Bibliography

Bateman, Alan and D.H. McLaughlin. “Geology of the Ore Deposits of Kennecott, Alaska,” Economic Geology, vol. 15, 

no.1, 1920. 

Bell, Shannon, Kimber Lerwick, and Jacob Weinstein. Historic American Buildings Record (HAER): Jumbo Tramway, 

Wrangell St. Elias National Park and Preserve (Anchorage, Alaska: US Dept. of Interior, NPS, 2003). 

Bennett, Jeff. National Park Service Mine Hazards Database. Accessed June 1, 2013. 

Brooks, Alfred. “The Alaskan Mining Industry in 1913,”Mineral Resources of Alaska; Report on Progress of Investigations 

in 1913, US Geological Survey Bulletin 592 (Washington DC: US Government Print Office, 1914).

Crosby, Grant. Jumbo Operator’s House Field Notes, 2006.

Douglass, Michael. A History of the Kennecott Mines, Kennecott, Alaska (Seattle, Washington: Personal Paper, 1964).

Friends of Kennicott. “Our History.” Website Accessed: November 6, 2013. <http://friendsofkennicott.org/ourhistory.php>.

Gilbert, Cathy, Paul White, and Anne Worthington. Kennecott Mill Town Cultural Landscape Report (Wrangell-St. Elias 

National Park and Preserve, Alaska: US Dept. of Interior, NPS, 2001). 

Kain, Anne, Geoffrey Bleakley, Anne Worthington, Logan Hovis and Sandra Anderson. Kennecott Kids, Interviews with the 

Children of Kennecott (Anchorage, Alaska: US Dept. of Interior, NPS, vol. 1 & 2, 2001).

Kennecott Copper Corporation, Fourth Annual Report of the Kennecott Copper Corporation for the Year Ended December 

31, 1918.

Kennecott Operations Plan Environmental Assessment (Wrangell-St. Elias National Park and Preserve, Alaska: US Dept. of 

Interior, NPS, 2013). 

Kennicott Pre-Acquisition Environmental Site Assessment (Wrangell-St. Elias National Park and Preserve, Alaska: US Dept. 

of Interior, NPS, 1996). 

Kennedy, Michael. “Kennecott Mines,” National Register of Historic Places Nomination Form, 1976.

Metzger, O.H. “Aerial Tramways in the Metal-Mining Industry: Part I,” in Bureau of Mines Information Circular 6948. 

September 1937. 

Moody, Russell. “Condition of Structures at Kennecott” (Madison, Wisconsin: US Dept. of Agriculture, USFS, 1978). 

Pendleton, Ken. Kennecott Historic Landscape Plan (Anchorage, Alaska: US Dept. of Interior, NPS, 2013). 

Reininghaus, Lee and Dinah Gewalt. 2015 Kennecott Aerial Tramways Field Notes (voice recording).

Rogers, Bruce. “Proposed Action for Management of Kennecott Mines National Historic Landmark” (Wrangell-St. Elias 

National Park and Preserve, Alaska: US Dept. of Interior, NPS, 2011). 

Saleeby, Becky An Overview of the National Park Service Cultural Resources Mining Inventory and Monitoring Program 

(CRMIM): The Quest for Gold (Anchorage, Alaska: US Dept. of Interior, NPS, 2000). 

Shields, Michael. Inspection and Safety Assessment of Kennecott Mine Tram System, Wrangell-St. Elias National Park and 

Preserve. Contract Report for Wrangell-St. Elias National Park and Preserve, 1998. 

Cultural Landscape Inventory - 2015 Page 103 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Bibliography (cont.)

Smith, Sumner. “The Mining Industry in the Territory of Alaska During the Calendar Year 1916,” US Bureau of Mines 

Bulletin 153 (Washington DC: US Government Print Office, 1917).

Spude, Robert and Robert Pierce. “Kennecott Mines,” National Historic Landmark Nomination Form, 1986.

Sullivan, Michael. Kennecott, Alaska: A Historic Preservation Plan (Bellingham, Washington: Western Washington University Press, 1989). 

Trennert, Robert. Riding the High Wire: Aerial Mine Tramways in the West (Boulder, Colorado: University of Colorado 

Press, 2001). 

Webb Grumman, Melody. Big Business in Alaska: The Kennecott Mines, 1898-1938 (Fairbanks, Alaska: University of Alaska Press, 1977).

Alaska Heritage Resource Survey (AHRS) 

Bonanza Mine (XMC-124). Date issued: October 8, 1993.

Bonanza Tram Angle Station (XMC-081). Date issued: September 14, 1987.

Erie Mine (XMC-127). Date issued: October 8, 1993.

Glacier Mine (XMC-125). Date issued: October 8, 1993.

Jumbo Mine (XMC-085). Date issued: September 14, 1987.

Jumbo Mine Aerial Tramway (XMC-086). Date issued: September 14, 1987.

Jumbo Tram Junction Station (XMC-087). Date issued: September 14, 1987.

Kennecott Mill Town Historic Landscape District (XMC-428). Date issued: October 7, 2002.

Kennecott Mines National Historic Landmark (XMC-001). Date issued: March 15, 1972.

Mother Lode Mine (XMC-123). Date issued: October 8, 1993. 

List of Classified Structures (LCS)

List of Classified Structures. “Kennecott Mill Building,” LCS 038166, 2008. 

List of Classified Structures. “Kennecott Tramway Turnhouse,” LCS 038168, 2008.

List of Classified Structures, “Kennecott Mill Track Incline,” LCS 562422, 2008.

Project Management Information System (PMIS) 

Project Management Information System, PMIS 131291, 2008. 

Project Management Information System, PMIS 131291A, 2008. 

Project Management Information System, PMIS 47141, 2007.

Project Management Information System, PMIS 47141A, 2007.

Cultural Landscape Inventory - 2015 Page 104 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Bibliography (cont.)

Project Management Information System, PMIS 47145A, 2005.

NPS Alaska Regional Curatorial Center, Anchorage, AK 

Records of the Alaska Regional Office. ARCC-00400, VIII-F, BOX 70, Folder 21: WRST - Site No. XMC-086 (WRST-87-

023): Jumbo Mine Tramway Stations/Towers, Bonanza Ridge, 1987.

Architectural/Engineering Drawings of Kennecott Aerial Tramways at NPS Alaska Regional Office, Anchorage, AK

Concentration Mill 

1907 Conceptual Plan. “Map Showing Location of Buildings at the Foot of National Creek, Kennecott Mines Co., 

Kennecott—Alaska, Drawing No. 8.” Dated August 23, 1907.

“[Concentrating Mill & Tramway], Tramway, Skeleton of Store Bins and Housing for Lower Terminal Rail Extension.” 

Dated September 12, 1910. 

Bonanza Tramway

Trenton Iron Company. “Elevation of Loading Terminal for Kennecott Mines Co.” Designed by the Trenton Iron Company, 

New Jersey. Dated December 6, 1907.

Trenton Iron Company. “ [Bonanza Tramway], Passenger-Car for Kennecott Mines Co.” Designed by the Trenton Iron 

Company, Trenton, New Jersey. Dated October 7, 1911.

“[Bonanza Tramway), Final Location of Discharge Terminal, Drawing No.2, File No. T-183.” Dated July 22, 1907.

“(Bonanza Tramway), Sketch of Angle-Station with Ore-bin, Drawing No.10.” Dated October 10, 1907. 

“(Bonanza Mine), Mine Ore Bin and Loading Terminal, Cross Section and Side Elevation, 1911 Installation.” Dated November 12, 1911. 

“Bonanza Tramway, Detail of Gear Wheel and Pinion, Tram Drive-Angle Station, T-146.” Dated May 20, 1925.

“Profile of Proposed [Bonanza] Wire Rope Tramway for Alaska Copper and Coal Co. (Angle Station Route).” No date. 

Bonanza Stub Tramway Serving East Slide Ore Body

“East Slide [Bonanza Mine] Tram Terminal, Drawing No. T-7.” Dated July 16, 1917.

“Fire Insurance Map, Bonanza Mine, Drawing No. G·5.” Dated March 30, 1926.

“Bonanza Surface Plant & Underground Work; Contour Interval 5 ft.; Claim Lines Approximate; Elevations Based on 

Govemment B. M. at Kennecott, The Survey of the Tramway by the Trenton Iron Co., Being Used to Connect Same with 

Mine.” No date. 

Jumbo Tramway

“Profile of Wire Rope [Jumbo Mine) Tramway for Kennecott Mines Co., Sheet No. 2” Dated November 1913.

“General Surface, Fire Insurance Map, Jumbo Mine, Drawing No. G-4.” Dated November 25, 1926. 

Cultural Landscape Inventory - 2015 Page 105 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Bibliography (cont.)

Glacier Tramway

“Glacier Tramway, Station No.1, Drawing. No. T-159.” Dated November 22, 1918.

Mother Lode Tramway

“[Two elevations of undefined timbered structure, possibly related to a tramway or tramway bunker or elements of Mother 

lode mine camp], Mother lode Coalition Mines Co., Kennecott, Alaska.” No date. 

Cultural Landscape Inventory - 2015 Page 106 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information 

GLOSSARY 

Angle Station: A tramway structure that accomplishes a turn in the line. 

Back Traffic: Supplies and materials returning to a mine by tramway in the opposite direction of the ore.

Bull Wheel: End pulley on a tramway. 

Carrier (Ore Bucket): Container attached to a tram line to hold ores or other materials. 

Clip: Device attached to a single-rope tramway to hold the carrier to the cable. 

Discharge Terminal (Turnhouse): End terminal of the tramway where the ore is unloaded. 

Double-Rope: A tramway of the Bleichert design where the carrier rides on a track cable and is pulled by a second, smaller 

cable. 

Friction Grip: A device for attaching the traction cable to the carrier on a double-rope tramway.

Jig-back: Simple form of a balanced tramway that utilizes two carriers, one going up while the other goes down, and vice 

versa. 

Junction Station: Also known as a transfer station. A structure on longer tramways that transfers carriers from one section 

to another by means of a rail connection. 

Ropeway: Another term for an aerial tramway. Popular in the nineteenth century. 

Single Rope: Also known as the Endless Wire Ropeway. Definition of a tramway that uses a traveling cable with carriers 

attached. 

Tension Station: Structures placed along longer tramway to apply tension to the track cables, usually at intervals of a mile 

or more. 

Traction Cable: A small moving cable that pulls the carriers on a double-rope tramway. 

Wire Rope: Steel or iron cable used on all tramways to support and move loads. Available in many sizes and surfaces. 

Cultural Landscape Inventory - 2015 Page 107 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Excerpts from Kennecott Kids Interviews with the Children of Kennecott (Anchorage, Alaska: US Dept. of Interior, NPS, 

vol. 2, 2001). Pp. 38-65. 

Kain: June 12, 1994. Kennicott Glacier Lodge. Interview with Nels Konnerup and William Douglass. Interviewers are Logan Hovis and Anne Kain of the NPS. Logan do you want to take the lead?

Hovis: Certainly. I know both of you have a lot of memories of the place that pertain to how you grew up here and the friendships you formed here...And a lot of information that is harder to get at is how the place worked. How the people that worked 

in the mill or in the mines worked. What they did. We have a good idea of what they did in the bunkhouses, but I’m very 

curious what they did when they were around the machinery. You worked in the mill a little bit at certain times. 

Konnerup: Very little in the mill but... 

Hovis: And on the tramway?

Konnerup: On the tramways. And also underground at the Jumbo [and] Erie.

Hovis: I would really like to hear what you did there. In all of the places. 

Konnerup: Bill Douglass, of course, knows very well [the] administrative operations that went on here, and his father was 

the preeminent manager of this whole operation from 1915 onward until 1929. This was the most efficient mining company 

and administrative offices that I’ve ever encountered. And I’ve been fortunate to have seen mining operations in Montana, 

Utah, and Nevada and other places. They never worked quite as smoothly as they did here. 

Hovis: You worked there as a miner as well as in the other operations?

Konnerup: Either that or I had friends some who were and a geologist I traveled with a little bit with, John Mercy. So I do 

have a comparative of ideas about what goes on in a mining town operation. I don’t like to call this a mining camp because 

it was a mining town. It was a friendly sort of place. Very unusual in my opinion. And I think the good deal of it leads to Bill 

Douglass’s father and the men he hired in the administrative positions. And that goes all the way from foreman [who] worked 

in the mines and camps [and] people who worked in administrative levels in the lower camps or town. 

Hovis: I’ve read Mr. Douglass’s history about the operations. It’s very useful. When you worked up at the Jumbo mines, 

what was your position?

Konnerup: Well, I happened to be able to muck, as they say, from both sides. And there was a contract operation between 

going from Jumbo to Erie and the crew was two miners and two muckers. And they all happened to be Finns except me. And 

they didn’t [have] another Finn who could muck on both sides. I got a temporary position and that was 1934. And the price 

of copper was going up probably because of the imminent war situation. And I think they were thinking of making more out 

of there and bringing it to the Jumbo tram area, rather than over the side of the hill down along the glacier. Which was a very 

practical solution. 

Hovis: Did you help with the drill setup. 

Konnerup: No. Just mucking. 

Hovis: Just Mucking. 

Konnerup: They were traditional liners-the [type of] pneumatic hammers [that] were set up. And the miners put 14 feet of 

steel into the face. As soon [as] they drew that out we went in and mucked it in the cars.

Hovis: Then you drill, fire and muck around each shift.

Cultural Landscape Inventory - 2015 Page 108 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Konnerup: Yes, fire, wait for the dust to settle and then we start mucking. That was my only experience underground except 

for going down the stopes and looking around. Bonanza was, I think, about 3,200 feet deep. The deepest shaft in the mining 

operation. There was communication between the Mother Lode and the Bonanza and communication between the Jumbo and 

Erie being developed. Then I had the good fortune to take a job riding the line on the aerial tramways [I was too young, but 

Jack Morris] decided that if I wanted it bad enough I could handle it. 

Hovis: What would you do in that job?

Konnerup: Well, that was riding up and down the line watching for problems that developed in the towers and the saddles 

and cables. And keeping all of the gear on the line greased. It was a mean job in the winter and [a] beautiful job in the summer.

Hovis: You get quite intimately involved with the latches that hold the top cars onto the cables.

Konnerup: Oh, yes. Occasionally, there would be an accident in that area and some buckets got away and crashed. And 

generally, you have a splicing job to do on the cables. And then we did the splicing in the place with a platform across the 

main lines and pulled the cables together and spliced them. And it was generally a hurry-up job because that mill depended 

on the tramways and it cost a lot of money to shut that mill down. The objective was to keep as much ore on the top side as 

you could in case of an interruption in the tramway. 

Hovis: When you would do maintenance on the towers, would you walk up to them or would you ride the buckets and jump 

off. 

Konnerup: Ride the buckets and jump off. 

Hovis: How old were you?

Konnerup: Seventeen, when I started. 

Hovis: How old were you when you finished?

Konnerup: I worked two years before I left. But it was considered a little more dangerous than some jobs. There were a few 

people over the years in the tramway operations. I thought it was perfectly safe. 

Hovis: Would you ever work in the transfer stations or the angle stations?

Konnerup: Yes, I worked at the angle station on the Bonanza side. Steve Brachanan and I, we worked two shifts and that 

again was designed to keep the mill running. 

Konnerup’s Daughter: Tell them about the bear up at the angle station. 

Konnerup: It was an increasing episode. Steve liked to feed the bears and porcupines. They do get to be nuisances. I didn’t 

much like the idea, but Steve thought it was fine. He was on the day shift and I was on the night shift. I went on at 6:00. I 

was supposed to be having dinner ready for him when he came off shift and I’d go on. And one day a little old black bear 

was sitting up there in the walkway between the tramway and the house. Steve called over and said, “Get that bear off the 

walkway so I can get in here.” I said, “No that’s your problem.” I left him there and he had to run my shift for about an hour 

and a half. The bear finally left. 

Hovis: You pay him for that?

Konnerup: So Steve never more fed the bear. 

Hovis: I don’t know if the snow is gone enough or not, but that house is still up there. 

Cultural Landscape Inventory - 2015 Page 109 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Konnerup: Yeah.

Hovis: In pretty good shape. I think there’s a gentleman who lives in it. 

Konnerup: That’s right. I’m not sure about Station 3 on the Jumbo side. 

Hovis: It’s in good shape, too. 

Konnerup: At one time, one winter I stayed riding line. I stayed very often at stations. 

Hovis: You’d ride line on both tram systems.

Konnerup: Yeah. And it was a full time job with seven days a week and eight hours a day and sometimes more. I spent 

quite a lot of time on that line because there were several towers. It was very low and they had to shovel out from under the 

towers so the buckets didn’t lift off the line. I remember one night we went to bed and there was a bowling blizzard up there 

and in the morning, when we got up, the house was completely covered [with snow], except for that window that’s up about 

four feet. We had to crawl out through there to get to the tram lines. The Jumbo line, when I was there, the Jumbo tram only 

worked eight hours a day. 

Hovis: Did you have a lot of problems – I think it is [station] number six or seven. It’s a breakover about half way up from 

the angle/transfer station to the top. There’s a lot of snow slides or snow guards up there now. 

Konnerup: On the Jumbo?

Hovis: Yes, the Jumbo.

Konnerup: Just above the station 3, it was a breakover tower and that was a menace. We had to keep that clear and then there 

was a long span below it and tower on lower side was another place. The worst snow slides in that came all in [one] time. And 

the same on the Bonanza side, just outside the Bonanza breakover there was a deep canyon in there. 

Hovis: The loading station at the top of the Jumbo, that’s actually in the ground, isn’t it? You go in the mountain? 

Konnerup: Yeah, there’s part of the timbered tunnel. On the Bonanza side, it was even right out in the open. The wind was 

howling and was mighty cold in there. 

Hovis: I was in that station last summer. I was two places where there was heat. I assume it was a little rescue station or the 

foreman shack and a little place where you had a hot plate in it you used to keep the grease warm. 

Konnerup: Yeah, that was about all the heat. Now, I remember very well Jack Morris, when I was riding line behind him 

and when the weather got real cold he would send me up to help on the Bonanza side because those chutes would freeze up. 

And for some reason or another Jack thought that I could keep the tram running or something. He’d send me up there to help 

him open the shoot. I remember having big Scandinavian and Norwegian fellow. They called him big John Wilson...he was 

so darn strong that he’d take one of those handles on the chute and it was solid steel and he’d bend it. But that would keep 

the muck coming down. And one of the tricks to doing that would [be to] cut a short stick of dynamite and put a fuse on it 

and shove a stick up the chute and jar it loose. That would, of course, would break the caked ore away from the chute. And 

we kept it running. 

(Break) 

Kain: What was the ethnic makeup of the miners themselves? Here you had a lot of Scandinavians in administrative...down 

here in the lower camp. 

Cultural Landscape Inventory - 2015 Page 110 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Konnerup: Most of the miners were Scandinavians, Finns, or Norwegians. 

Douglass: People who’d come from mining backgrounds in the so called “Old Country.” A lot of them with heavy accents. 

Konnerup: A lot of them couldn’t sign their paychecks, just make their marks. 

Kain: So a lot of them were Welsh and Scandinavian, very similar to the makeup of the people down here?

Douglass: I think the composition was the same at the mine pretty much as it was down here except that the people at the 

mines probably were less educated. They would start up there and they ended up down here. 

Kain: When I was talking to the Moore sisters yesterday, their father left here and went to Chile and married a woman from 

Chile. Did you have people from the mines like that? Kennecott had mines in Chile; did any of those people ever come up 

here?

Douglass: No, I never heard of any. 

Konnerup: No, we had very few Latin people here. I think probably the weather conditions were not attractive, for one thing. 

Douglass: I think the Chile operation was later in the 20s, too. Most of the mine labor force was people who came here 

between 1915 and 1920.

Kain: Yes. They said their father was here first, and then went down there, and then came back here. 

Konnerup: Well, Jim Davis, who built the aerial tramways here, built aerial tramways all over the world and he built those 

tramways for Kennecott Copper and probably some of the other companies in Latin America too. And in those days and up 

through the 1920s the aerial tramway was a much more common system of transporting, more than it is now, where they use 

rails and drill tunnels and things like that. 

Hovis: Did you ever have any of the cables break under your load?

Konnerup: There have been breaks in the running lines, when buckets bang together. But mostly it wasn’t a complete break, 

it was a frayed cable. We’d salvage the buckets from the ground by pulling them up to the towers and loading them on. We’d 

set up a platform right on the wire between the towers and pull the cable together and splice it right back in place. Jack Morris 

and the fellow that I replaced was a steeplejack, forgot to duck one day and they were task masters of high wire acts. 

Douglass: As Nels says, those were considered a little more dangerous, those trips down to those towers and not only the 

danger from the buckets and the cables that were running all the time but the snow slide danger. One man, I can’t remember 

his name, was working on one of those towers and a snow slide swept him away, I can’t remember his name, 1927, I think. 

Konnerup: Yeah, I can’t remember his name either. 

Douglass: He was not normally supposed to be there, he was sort of a sub-foreman or something and he’d gone up to check 

something and he’d got too...and swept him away. 

Konnerup: That was probably on the breakover from the Jumbo station. 

Hovis: What did you use the telephones for that are on those breakovers?

Konnerup: To call in to stop the tram when we were working on a tower or working on a cable. We could string a line from 

that telephone that was on the tower down to where we wanted to stop the bucket. Some of those couplings on the main lines, 

sometimes we would drop ropes over the side and slide down the ropes and pull those buckets up to the towers and then 

Cultural Landscape Inventory - 2015 Page 111 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

we’d load them on a platform and take them down for repairs. All of those buckets went into the machine shop for periodic 

repairs and – remember that little track that runs up to the tram house – all that equipment went up and down on that rail car. 

Douglass: Have you ever seen the buckets? I didn’t see any of them around here anywhere.

Konnerup: There some in the dump over there. 

Hovis: Yes, and some of the old buckets I don’t think were worth salvaging are in the scrap heap behind the machine shop. 

I haven’t seen too many of the hangers and bells in there, though. 

Konnerup: There’s some over here, but they had a hook, like a bail on a bucket, and a latch that went onto the bucket and 

onto the frame. Those things ran right over the top of the crusher and you just flip the latch and turn the bucket over. When 

we were riding line, we, of course, didn’t stop the tram except when we were working on the line, but if we were cutting off 

the tightening bolts on the towers or anything we would just jump on the tower the same way we would jump on while it 

was going. 

Kain: I’m surprised more people didn’t get killed doing that. 

Douglass: It wasn’t that slow either. 

Konnerup: No, it moved fairly fast. It moved fast enough so that when you jumped off at the lower end and hit the ground 

you had to run a few steps before you stopped. 

Hovis: And you had your tools in your hand when you did it. 

Konnerup: Either you had them over your shoulder in a sack or something. 

Douglass: I can remember me father twice a week would go into the mine for an inspection and so on and so forth and he 

would sit at the bottom of that bucket and ride up there. On some days it was so cold...it took half an hour to get up there. 

Konnerup: About 45 minutes.

Kain: If it’s fifty below, that’s cold. 

Cultural Landscape Inventory - 2015 Page 112 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

1998 Kennecott Aerial Tramways Site Visit Findings 

Excerpt from Michael Shields. “Inspection and Safety Assessment of Kennecott Mine Tram System, Wrangell-St. Elias 

National Park and Preserve,” (Contract Report for Wrangell-St. Elias National Park and Preserve, 1998). Pp. 2-5.

The Kennecott system is a classic example of a double-rope continuous mine tram (2 main carriers or track lines, and a

continuous-loop traction line), with three distinct tram runs: 

(1) Jumbo Mine line 

(2) Glacier Mine line, which meets the Jumbo line at a transfer station; and 

(3) Bonanza Mine line, which incorporates an angle station to overcome topography. 

1. Wire-rope Lines 

The main track lines are lock-coil type internal-wire-rope core (iwrc) wire-rope, having a tight smooth outer surface. Exterior 

wires are nested flat-S shapes to prevent a broken strand from popping loose, and interior round wires are reverse-laid to give 

the rope anti-rotation properties under load. In diameters over one inch there is an interior lay of wedge-lock wires between 

the surface lock-coil wires and interior round wires. As was standard practice, the downslope mains (called “mains”) which 

carried loaded ore cars are slightly larger than their corresponding upslope mains (called “returns”), which carried empty or 

only supplies-loaded cars; this saved both weight and money.

The traction line is lang-lay 6”x7” fiber-core wire-rope, providing both good flexibility and surface friction (gripping) 

characteristics. This rope configuration is more prone to surface wear and internal corrosion than the lockcoil type. When in 

service, all wire-rope lines were to be regularly oiled at least monthly. The lack of severe surface corrosion after 60+ years 

indicates the Kennecott lines were regularly oiled, though frequency is unknown. The rope core of the traction lines appears 

to be extensively rotted. 

Lock-coil rope splices were made with forged threaded, pinlock, mechanical-wedge sockets having a long taper to facilitate 

the passage of ore car sheave wheels. I could not find any traction-line splices, but presume they were woven to facilitate 

passage over the traction-line terminal sheaves. All splicing sockets and other line fittings appear to provide at least 90% and 

perhaps 100% efficiency relative to line breaking strength.

The lock-coil track lines on Kennecott are:

Jumbo line: 1-1/4” main, 1-1/8” return, with light to moderate surface corrosion and little evident wear; minor tension sprung 

at one point in 1-1/4”; one moderate smooth bend where breakover structure rests on line; splices every 2 to 3 spans indicate 

periodic replacement of line sections. Total line span to Mill 15,600 ft. (2.95 miles); 99.2% of main and 93.6% of return are 

still aerial. 

Glacier line: 1” main, 7/8” return, with light to moderate surface corrosion and little evident wear; minor tension sprung in 

1” at loading station; splices in main every 3 to 4 spans. Total line span to Transfer Station 4,850 ft. (0.92 miles); 56.7~ of 

main and return still aerial. 

Bonanza line: 1-1/411 main, 1-1/8” return, with moderate surface and internal corrosion, notable wear evidence (est. 5% to 

10%); upper sections of 1-1/4” have several tension-broken wires and some tension distortion; numerous splices indicate 

more frequent section replacement than on Jumbo or Glacier, lines apparently overloaded with some frequency. Total line 

span to Mill 15,550 ft. (2.95 miles); 47.8% of main and return still aerial. 

The 6”x7” traction lines are in worse shape: 

Jumbo traction: 7/8” worn to 13/16”, with moderate surface and internal corrosion. 75% still aerial.

Cultural Landscape Inventory - 2015 Page 113 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Glacier traction: 11/16” worn to 5/8”, with moderate surface and internal corrosion, notable core rot. Total traction line 9,700 

ft. (1 .84 miles), 56% still aerial.

Bonanza traction: 3/4” worn to 11/16-”, with moderate surface and internal corrosion, notable core rot; one section with 7 

broken wires in lay (may have been an attempt to cut line); obviously heavily used, near replacement cycle. Total traction 

line 31,050 ft. (5.88 miles), 36.9% still aerial.

2. Anchors and Weight Boxes 

These trams are rigged in sections of up to 0.46 miles, with the upper ends of the main and return lines attached to a fixed 

anchor and the lower ends attached to weight boxes which “float” within a structural framework to keep tension on the 

lines. This arrangement (as opposed to a high-tension system with fixed anchors at both ends) allows the in-line tension 

generated by a travelling load to be distributed throughout the section rather than concentrating on any one end or intermediate 

supporting structure. The “anchor” for the traction line loop is a large horizontal power sheave at section bottom and a 

similarly large carrier sheave at section top; ore-car control- is achieved by the sheave power unit and large drum-and-band 

brakes on sheave axles. 

The loading station anchor points are now all buried. Kennecott design drawings show the fixed anchors to be heavy steel 

plate frames set into massive concrete deadmen. The main track lines are attached to the anchor plates by large cast and 

forged fittings and a length of lock-coil wire-rope sized for a breaking strength roughly two times that of the track lines. 

There was no evidence of any anchor shifting, distortion, fatigue or severe corrosion, and though there may be some deadman 

movement due to ground thawing, the anchors are assumed to be stable and sound. There is some minor misalignment in a 

couple of the traction line sheaves, but this appears to be from structure settlement rather than any line loading. 

Weight boxes are of 2”x12” plank and 4”x6” to 6”x8” frame construction, rocks filled, and are attached to main track lines 

via very heavy chain, forged wedge-eyes and sling hooks, and bridle rods to the boxes. All weight boxes are resting on the 

ground or frame members which indicate unloaded main lines throughout the system. Dimensions were taken of the Mill 

weight boxes, and loads calculated at: 

Jumbo 36,900 lbs. main, 25,100 lbs. return.

Bonanza 45,000 lbs. main, 26,300 lbs. return. 

The 22% difference in main loads between Jumbo and Bonanza helps account for the evidence of overloading seen in the 

Bonanza line. There is no evidence that any weight boxes or their attaching rigging have been distorted or damaged by 

on-line tension. 

3. Line Carriers 

Main and return track lines are carried through major structural stations and breakovers by grooved cleats underlying rails 

on which the ore cars ran. The cars transitioned from track line to rail to track line via a hinged top-cleat. In the case of 

towers there is no rail, and track lines are carried by offset cleats which allow car wheel transition. Traction lines are 

passed through structures on wide-flange sheaves (“guide wheels”) resting in open oil-bath frames, with wing-rod fittings to 

reposition the cable as it pulled off the sheave under load. Traction line “wheels” were not lubricated in their throats, but track 

line cleats were heavily greased to facilitate line flexion. Greasing and oiling appears to have been excellent, with no evidence of 

excessive line wear due to lack of lubrication. However, lines have jumped out of their carriers in several locations due to 

slide or avalanche impacts or adjacent tower failure, and there is considerable evidence of wing-rod wear by traction lines 

from minor (and perhaps episodic) line misalignment. 

4. Supporting Structures

The largest problem on all Kennecott tram lines is the presence and stability or lack thereof, of line-supporting structures. 

Such structures can be broken into categories: 

Cultural Landscape Inventory - 2015 Page 114 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

(1) Loading stations 

(2) Towers and breakovers 

(3) Angle and transfer stations 

(4) Mill building

All three loading stations are in varying stages of structural distortion and collapse, with the Bonanza station being perhaps 

the most stable and the Jumbo station the least. These structures will continue their collapse at an ever increasing rate, but 

short of the abrupt total failure of a traction rope sheave such collapse should have little effect on tram lines and no effect 

on the anchors. 

5. Towers and Breakovers

Towers and Breakovers are heavy timber-frame structures with strong lateral and longitudinal cross-bracing, all bolt together 

construction, and have excellent joinery. As built, these structures were very strong and stable. They are not “fastened to” the 

ground; they are essentially freestanding structures set onto excavated ground or rock platforms and are held in position by 

their own mass and weight and by the near-balanced compressive component of tram line loading. The condition of towers 

and breakovers on each line varies from sound and apparently stable to fully collapse. The primary causes of deterioration 

and failure in structures above 4000 feet elevation are avalanche impacts, snowpack loading and sill rot, while in lower 

elevation structures they are foundation and frame member rot, vegetation wedging of frame members and joints, snowpack 

loading, and the past intentional removal of bracing members. 

The Transfer Station and Angle Station appear to be fairly stable and structurally sound, though both have some rot in sills 

and foundation framing. The Mill building is obviously a different story, with rot and progressive structural failure in the 

tramway terminal level. While the Mill weight boxes are “to ground”, there is still sufficient tension on the track lines to 

contribute to further structural distortion as rot progresses in frame members. Continued vandalism in this structure can only 

hasten the process. 

Cultural Landscape Inventory - 2015 Page 115 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Kennecott Aerial Tramways - Kennecott Mines NHL

Wrangell-St. Elias National Park and Preserve

Period of Significance: 1908 AD-1938 AD

Property Type: Historic Vernacular Landscape 

Significance Level: National 

Significance Criterion: A

Areas of Significance: Transportation and Industry

Contributing Landscape Characteristics 

LANDSCAPE CHARACTERISTIC ASPECTS OF INTEGRITY 

Cluster Arrangements Location, Feeling, Design, Workmanship, Materials, 

and Association

Circulation Location and Association

Spatial Organization Location and Association

Topography Location and Association

Cultural Landscape Inventory - 2015 Page 116 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Kennecott Aerial Tramways Non/Contributing Landscape Features and Characteristics

FEATURE # FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

Bonanza Tramway Cluster Arrangement

BT1 Bonanza Loading Station Yes 61.51265558 -142.83426124

BT2 Bonanza Breakover 2 Yes 61.51051170 -142.83539235 

BT3 Bonanza Breakover 3 Yes 61.50845905 -142.83644916 

BT4 Bonanza Tower 4 Yes 61.50726356 -142.83707819 

BT5 Bonanza Breakover 5 Yes 61.50675046 -142.83733766 

BT6 Bonanza Breakover 6 Private No 61.50134611 -142.84013291 

BT7 Bonanza Angle Station (XMC-081) Private No 61.49621007 -142.84280629 

BT8 Bonanza Tower 8 Yes 61.49530942 -142.84657168 

BT9 Bonanza Tower 9 Yes 61.49455428 -142.84972116 

BT10 Bonanza Tower 10 Yes 61.49358039 -142.85380436 

BT11 Bonanza Tower 11 Yes 61.49295287 -142.85641702 

BT12 Bonanza Tower 12 Yes 61.49153615 -142.86233894 

BT13 Bonanza Breakover 13 Yes 61.48996513 -142.86892128 

BT14 Bonanza Tower 14 Yes 61.48961964 -142.87034748 

BT15 Bonanza Tower 15 Yes 61.48919057 -142.87214006 

BT16 Bonanza Tower 16 Yes 61.48883070 -142.87365517 

BT17 Bonanza Tower 17 Yes 61.48845696 -142.87520460 

BT18 Bonanza Tower 18 Yes 61.48799538 -142.87713257 

BT19 Bonanza Tower 19 Yes 61.48754425 -142.87901672 

BT20 Bonanza Tower 20 Yes 61.48710508 -142.88085077 

BT21 Bonanza Tower 21 Yes 61.48661297 -142.88290574 

BT22 Bonanza Tower 22 Yes 61.48619467 -142.88465630 

BT23 Bonanza Tower 23 Private No 61.48577792 -142.88639169 

BT24 Bonanza House (XMC-081) Private No 61.49619434 -142.84368794

BT25 Bonanza Cistern (XMC-081) Private No 61.49598219 -142.84246796

BT26 Bonanza Outhouse (XMC-081) Private No 61.49628024 -142.84393537

BT27 Bonanza Stub Tower 1 No 61.51289968 -142.83394848 

BT28 Bonanza Stub Terminal 2 No 61.51419273 -142.83429531

BT29 Bonanza Stub Tower 3 Yes 61.51444275 -142.84068238

BT30 Bonanza Stockpile Ore Bin Private No 61.48585991 -142.88575913

Erie Tramway Cluster Arrangement

ET1 Erie Loading Terminal Yes 61.54208774 -142.89391830 

ET2 Erie Collapsed Tower Yes 61.54284374 -142.89734202 

Glacier Tramway Cluster Arrangement

GT1 Glacier Loading Terminal Yes 61.51185465 -142.84598258

GT2 Glacier Tower 2 Yes 61.51168857 -142.84653145

Cultural Landscape Inventory - 2015 Page 117 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Kennecott Aerial Tramways Non/Contributing Landscape Features and Characteristics (cont.)

# FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

GT3 Glacier Tower 3 Yes 61.50973798 -142.85297671

GT4 Glacier Tower 4 Yes 61.50781632 -142.85933182

GT5 Glacier Breakover Yes 61.50757837 -142.86010412

GT6 Glacier Tower 6 Yes 61.50701907 -142.86195775

GT7 Glacier Tower 7 Yes 61.50639739 -142.86399078

Jumbo Tramway Cluster Arrangement

JT1 Jumbo Breakover Station 0 Yes 61.52234963 -142.85179882 

JT2 Jumbo Breakover Station 1 Yes 61.52030009 -142.85378206 

JT3 Jumbo Tower 1 Yes 61.51863194 -142.85540020 

JT4 Jumbo Tower 2 Yes 61.51679708 -142.85717958 

JT5 Jumbo Tower 3 Yes 61.51494762 -142.85896980 

JT6 Jumbo Breakover A/T Station 2 Yes 61.51380327 -142.86007453 

JT7 Jumbo Tower 4 Yes 61.51290200 -142.86095097 

JT8 Jumbo Tower 5 Yes 61.51115958 -142.86263517 

JT9 Jumbo Tower 6 and Station 3 Yes 61.50528137 -142.86832352 

JT10 Jumbo Breakover Station 4 Yes 61.50387071 -142.86967383 

JT11 Jumbo Tower 7 Yes 61.50168091 -142.87178230 

JT12 Jumbo Breakover A/T Station 5 Yes 61.49851643 -142.87478635 

JT13 Jumbo Tower 8 Yes 61.49776192 -142.87550440 

JT14 Jumbo Tower 9 Yes 61.49588899 -142.87732922 

JT15 Jumbo Breakover Station 6 Yes 61.49545313 -142.87775670 

JT16 Jumbo Tower 10 Yes 61.49417460 -142.87900671 

JT17 Jumbo Tower 11 Yes 61.49302679 -142.88011163 

JT18 Jumbo Tower 12 Yes 61.49182697 -142.88127680 

JT19 Jumbo Tower 13 Yes 61.49104502 -142.88204162 

JT20 Jumbo Tower 14 Yes 61.48984142 -142.88319801 

JT21 Jumbo Tower 15 Yes 61.48886638 -142.88413249 

JT22 Jumbo Tower 16 Yes 61.48840163 -142.88464939

JT23 Jumbo Tower 17 Yes 61.48764025 -142.88531276 

JT24 Jumbo Tower 18 Yes 61.48655206 -142.88636071 

JT25 Jumbo Operator’s House Yes 61.50498324 -142.86798694

JT26 Jumbo Collapsed Bunkhouse 1 Yes 61.50490298 -142.86869223

JT27 Jumbo Transformer Tower Yes 61.50490251 -142.86834771

JT28 Jumbo Collapsed Bunkhouse 2 Yes 61.50490298 -142.86869223

Cultural Landscape Inventory - 2015 Page 118 of 119 
Kennecott Aerial Tramways 

Wrangell - St. Elias National Park and Preserve 

Supplemental Information (cont.)

Kennecott Aerial Tramways Non/Contributing Landscape Features and Characteristics (cont.)

# FEATURE OWNERSHIP CONTRIBUTING 

FEATURE 

LATITUDE (D/D) LONGITUDE (D/D) 

JT29 Jumbo Outhouse Yes 61.50494228 -142.86897374

JT30 Tramway Turnhouse Yes 61.50496984 -142.86862904

JT31 Cut Yes 61.52080789 -142.85329304 

JT32 Can Scatter Yes 61.52051173 -142.85541379

JT33 Ladder Yes 61.51940899 -142.85666631

JT34 Fuel Drums Yes 61.51866222 -142.85841628

JT35 TD-24 Yes 61.51539981 -142.85944456

JT36 Tent Frame Yes 61.51405938 -142.85681830

JT37 Heavy Equipment Sled Yes 61.50588661 -142.86653946

JT38 Sled Yes 61.51162828 -142.85732528

JT39 Slide Fence Yes 61.52031093 -142.85386928

JT40 Jumbo Underground Loading Terminal Yes 61.52254864 -142.85160232 

Mother Lode Tramway Cluster Arrangement

MT1 Mother Lode Terminal Private No 61.52083484 -142.82483317 

MT2 Mother Lode Tower 1 Private No 61.52083174 -142.81887790 

MT3 Mother Lode Tower 2 Yes 61.52209525 -142.80980041 

Additional Landscape Characteristics

Topography Yes 

Circulation Yes 

Spatial Organization Yes 

Vegetation No 

Cultural Landscape Inventory - 2015 Page 119 of 119