The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1911-09-16

in the west. The first three miles be.
low Bingham in Bingham cauvon were
rendered unusually costly on account OF
the deep canyons that had 10 be bridged
land the steep mountain ridges that had
! to be tunnelcd. not only for the purpose
Of keeping the line as short and straight
as possible, but also TO protect the lives
and property OF the residents of Bing-
ham.
The town of Garfield being much low
er in elevation than Bingham. he grade
Is naturally ali in favor of loads coming
from Bingham towards Garfield, and
there j. no adverse grade in the line at
any point. The maximum grade Of the
line ON straight track is % per cent,
which is equivalent TO 2l. feet per 100
feet, or 1872 feet to the mile The rate
of grade is made lighter on all curves.
on all sidings and in all tunnels. The
maximum grade prevails for only about
fourteen miles of the distance. and the
average grade for the entire length Of
the line Is > per cent. The maximum
degree of curvature Is nj Dry Fork
where there are two 10 degree curves.
There are four curves Of S dgrccs, and
The rest Of the curves on the line are Il
degrees or less. This is very light rate
of curvature for n railway constructed
In the mountains.
lApd,i ild0 L Jul l. uIllltIo-
The total length Of tunneliDg on the
line Is 4795 feet, divided into four tun-
nels of the following lengths: 6S2. 75I,
2079 and 1850 feet These tunnels are
eighteen feet wide and twenty-five feet
high above the top of the rail in the
clear. There are three steel Viaducts
in Bingham canyon; one across Carr
Fork, adjacent 10 the mine orc wards
of the Utah Copper company. having Il
length Of 600 feet, and maximum height
of 100 feet. one across Markham oulch
having a length of $40 feet and max
imum height of 900 feet; and one across
Dry Fork, near the old Copperton plant
of the Utah Copper company, having a
length of go feet and maXimum height
of IS5 feet
The maic line, over which there will
be heavy traffic. is laid with standard
90pound steel rail, and all the sidings
and branches are laid with 65-pound
steel rail.
For the orc service from Bingham to
Garfield a very heavy type of Mallet
articulated compound locomotives, and
all steel ore cars will be used Al the
time they were ordered. these MalIet
compound locomotives were the most
powerful that had ever been designed
or built. but since then the Atchison.
Topeka & Santa Fc railroad has ordered
n similar type of locomotive which is
somewhat heavier. The Bingham &
Garfield Mallct locomotives have "A
weight for engine and tender of $4,000
pounds. with a weight on the driving
wheels of 100000 pounds, and there are
sixteen drivers. The total length over
all of the engine and tender is ninety
feet six inches, but on account Of the
articulated feature Of the design Of the
Mallet locomotives they will take the
curves better and be easier on the track
than the ordinary large consolidation
type of locomotives The steel ore ears
have a capacity of 10000 pounds, with
10 per cent excess allowance for over
load They are Of the hopper bottom
type, so that the ore can be dumped
from them direct into the ore bins at
the mills at an almost inappreciable cost
per ton for unloading.