Valdez daily prospector., 1913-03-14
coRDovA-FAiRBANks ROUTE.
(cOntinued from page 1).

sl QSFStOO0 to nave advanced m q * northerly direction as much as a J fourth of mile in the past year. '. Such movement would parallel S the track, and should, therefore, ,d cau;e no damage. The menace ''J from this glacier and the summer 4 thawing of the buried ice must bc q taken into consideration in any q estimate of maintenance cost on 'J this part of the line.
 ,] From the end of Baird glacier mOraine to the north end of Tas- nuna River valley, miles 63 to 86. the line again traverscs the river flats, continuing on the west side } of Copper river. The alignment is good and the grade light The. . cOnStructiOn is similar to river bottom work hereinbefure de- } Scribed. From miles 62 to G8, some trouble with floods has been encountered. This has been i'm proved by lifting the track and I providing adequate water open ings. At mile 15 the track lies , over some morainic material from !Icnry glacier, the foot of which glacier is over miles to the westward of the line. Between miles 86 and l0l con- structiOn involved rock cliff work of expensive character and one } lO0-foot tunnel. with consider ! able curvature. This district is also subject to strong winds and } heavy snowslides, besides which it is probably the worst part of the line for loose rock and earth slides. It was partially due to the slides on this section that oper-
 ations were suspended during September and October of 1912. } The rock hillside is very steep, and the muskeg covering of the slOping benches above is loosen- ed by hard rains, while the frost serves to start the rock in the cuts which have been fractured hy over shooting during con- ! struction. The slides cause very 1 expensive maintenance work ill ! the present operation of the road, (,lbut this trouble is sure to grow E1less in time, and the maintenance ! cost in 10 years should be no 5 more than upon any ordinary , mountain railroad section.
 For the entire distance from , the mouth of the Tiekel river to IChitina, miles fO1 to "i31, the , road is supported on the west side ,, hill, involving heavy rock work, , and, during the first 10 years at least, high maintenance costs. The rock of the cuttings is of , slaty character, and has been bad Fly shattred by over-shooting dur ing the construction period. The frequent draws are spanned by frame trestles, some of which are , high and on sharp curves. In
 Woods canyon the road clings to cliffs where the rock bed slopes
 Howard the track at about 1 1-2 f to 1, thereby dumping it's frost
 talus directly on the roadbed. At miles iO3 to l12 and IA, there : are short rock tunnels. The loca- : tion fits the hill trace very close
 Ky.
 To summarize, the Copper Riv-
 CT and Northwestern Railway is a. we'll huilt, standard gauge rail- } road, with 70-pound rail and sub
 stantial track structures design ed for the heaviest class of traf- fic. In general, the curvature
 doe not exceed l4 degrees, and
 the maximum gradients do not
 exceed eight-tenths per cent and
 nine-tenths per cent against
 north and south boun dtraffic, re-
 spectively. The road is econom-
 ically located and suitable for the
 traffic contemplated. With the
 nA-pne 1e Es ENra4M