Bisbee daily review., 1906-02-18

Engineer, Santa Fe. Prescott and
 Phoenix Railway Go.
 The mines of the higher Bradshaw Mountains seemed to justify the con- struction of a railroad at least as far as what is called the Bradshaw Basin, in which is located the weIl-known Crown King mine. Those familiar with the undeveloped mines of that district knew that only the transpor- tation facilities of railroad would make their development and operation practicable, and it was therefore de cided oeXtend the rescott and East ern Railroad to Crown King.
 The district lies s. 23 degrees w. rect line. It is about s. 30 degrees E. of Prescott and 24 miles distant in a direct line. By rail it is 60 miles from the latter and nearly 29 miles from the former. Before the railroad be- gan the ascent from Mayer, it was necessary to cross the deep. narrow gorge of Turkey creek or make a long detour which would have forced the road into country scored with many deep V-canyons, making an impracti- cable construction.
 Crown King is at an altitude of 5,S06 feet, and Turkey creek was crossed at 3,370 feet. The direct line distance is g miles. and traverses a very rough section of the mountains. It was found possible to overcome this rise by using per cent. grades and sharp curves, but such a line crossed many deep canyons, and re- quired several tunnels; in fact, deyel- oped an estimated. cost that made it's construction impfScticable, especially in view of the fact that the expected traffice remained to be developed.
 The problem, therefore, was 10 md line which could be constructed at the least consistent cost; sections of the smoothest mountain slopes must be determined and the road built thereon. It was finally determined to locate a part of the line on switch backs, and the road was so laid out and constructed. A maximum grade of 12 per cent. equated. with 16 de- gree curves, was adopted, and by a careful selection of back-up lines a cheaply constructed road was located. There are five back-ups, or 10 switches to throw. These range from 1,50O feet to 4,000 feet in length and are To- cated on the smoothest ground, with slightly easier grades and curves, with the object of giving the back-up train a little advantage. Snow and all other conditions received proper consideration before the adoption of the plan.
 The tails of back-ups are continued on a rising grade from switch stands, there being rarely more than one train in either direction on the district at one time. The train crew has become so handy with the work that a brake man drops off the last car as iJ passes the switch, and the engine is backed before a passenger hardly realizes that the train has been stopped. The loss of time is very slight, the loss Of roadway of the tails is not great and the dangers from backing are more imaginary than real, the backing or forward speed is necessarily slow. Considerable expenditure was saved in the cost of construction at but lit tie expense of operation by the adop- tion of this plan, and it is thought for all reasons given to be eminently | well chosen. The protector and pro moter of this railroad was F. NJ Mur phy. of Prescott, ATiz. The Atchison Topeka and Santa Fe Railway Com pany is now the owner.