The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1911-05-02
NEW ORE L|NE:
NEARLY READY
Bingham & Garfield Road
Will Be Operating Early
in Summer.
BRIEF ACCOUNT OF
THE ROAD IS GIVEN
Many Engineering Problems
Were Solved in Getting the
Line in Shape.


! lures OF tho construction of the Bingham
& GARFIELD railroad line over which the
| Utah Copper company shortly VIII be
| transporting It's porphyry tonnage
| from mine to mills, the following state
ment was issued on Monday by X. {.
Gemmel. assistant general manager OF the
company.
This line extends along the foothills OF
| the Oquirrh range of mountains from
| connection with the San Pedro, Los An
geles & Salt Lake railroad at Garfield,
UP into Bingham canyon TO the town OF
Bingham, a total distance OF twenty
miles. The length Of sidings and other
industrial tracks between Garfield ana
Bingham, exclusive of those at the Utah
Copper mine, is about ten miles addi-
tional. The depot and commercial tracks
at Bingham will be located Just opposite
the main part Of the town between Mark
ham Gulch and Carr Fork.
The construction Of this line was ac-
complished under many engineering oil
ficulties. which, however II Us thought
have been solved In such maner as TO
guarantee the cheap transportation OF
ore and supplies between the two ter
minals OF the line, The road is approx
imately ten miles shorter between the
mines at Bingham and the mills and
smelter at Garfield than the line over
ing delivered, and transportation costs
should be correspondingly more economi-
cal. The road will be operated as soon
as completed. not only for the pur-
the numerous mines at Bingham and the
mills and smelters at Garfield and In
Salt Lake valley. This short piece OF
railway will he one OF the most attrac-
tive scenic lines in this western coun
try.
Line Very Costly.
For a distance of about fifteen miles
below Bingham on its route TO Garfield
the line, OF necessity. passes through
very rough and broken country. 1t be-
and straight as possible on account OF
the heavy tonnage II VIII handle, II
OF money in the construction of this
length of fifteen miles. so that the work
has cost as much per mile as any other
equal length OF line IN the west me
ham canyon were rendered unusually
costly on account of the deep canyons
that had to be bridged and the steep
mountain ridges that had to be tun
neled not only for the purpose Of keep
Ing the line as short and straight as
possible, but also TO protect the lives and
The town OF Garfield being much lower
in elevation than Bingham, the grade
Is naturally all in favor OF loads COM
ing from Bingham towards Garfield and
any point. The maximum grade OF the
line on straight track is 2:5 per cent.
which Is 90 equivalent to - feet per 100
grade is made lighter on all curves on
all sidngs and in all tunnels. The max
imum grade prevails for only about four
teen miles OF the distance, and the av
erage grade for the entire length of the
line is 2 per cent The maximum de-
gree OF curvature is al Dry Fork, where
there are two 10-degree curves, There
are four curves of s degrees. and the
rest Of the curves on the line are de-
grees or less. This is very light rate
Of curvature for a railway constructed In |
the mountains.
Four Tunnels Driven.
The total length Of tunneling on the
line is 4Ts5 feet, divided into four tun
nels OF the following lengths: 6S2, 75i. |
2079 and 1880 feet. These tunnels are
top of the rail in the clear. and they
are now all completed. There are three |
steel viaducts in Bingham canyon; one
across Carr Fork adjacent to the mine
having a length of $40 feet and max
imum height OF 100 feet; one across
Markham Gulch having a length OF $40
feet and maximum height OF go feet.
and one across Dry Fork near the old
Copperton plant of the Utah Copper com
pany, having length OF go feet and
crete foundations for all these viaducts
have been completed, and the structural |
steel for the vaducts has arrived. The
erection OF the steel on the Carr Fork |
viaduct has already been completed. and
the work of erection at Markham Gulch |
is well under way. The erection of the
Dry Fork yiaduc, VII VIII soon be begun
ducts will he finished complete on or
before July /, 1911.
The grading work is all completed, and
all the track material is on the ground. !
All OF the main line over which there
will be heavy traffic will be laid with |
Hartman standard 99-pound steel rail. |
The track has been laid from the Gar
Geld end OF the line to Dry Fork VIA
duct site. and from the Bingham end |
OF the line down to Markham Gulch VIA
OF track on the main line yet to lay. |
which Will not be done until the Mark |
ham Gulch and Dry Dock viaducts are
completed so that the track material
way should therefore be ready for oper- |
alton some time early in the summer of |
1911.
Type Of Engines Used.
For the ore service from Bingham to
ticulated compound locomotives and all |
steel ore cars will be used. At the time |
they were ordered these MaIlet COM |
full that had ever been designed or built, |
but since then the A., r, g. s, f. rail- |
road has ordered a similar type Of loco |
motive which is somewhat heavier. The |
have a weight for engine and tender OF |
100000 pounds, with a weight on the
driving wheels Of $4,000 pounds, and
length over all of the engine and ten
der is 90 feet 6 inches, but on account |
OF the articuleted feature OF the de,
sign of the Mallet locomotives they Will |
take the curves better and be easier on |
the track than the ordinary large con- |
solidation type OF locomotives,
The steel ore cars have a capacity Of |
10000 pounds. with 10 per cent excess |
allowance for overload. They are of the |
hopper bottom type, so that the ore can
batdumped from them direct into the ore |
bins ct the mills at an almost inap- |
proachable cost per ton for unloading.
San Francisco Oil Stocks.
James A. Pollock & Co.. bankers and |
brokers, furnish the following, received |
over their private wire yesterday after. |