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Show jlGHTY WORK DOING AT BINGHAM I 7T ' i j 1 "1 THE VALUE OF $65,000,000 HAS BEEN MINED. I pr Company P-C. Jackling, first. den, second vice Spencer Peii-Jj Peii-Jj counsel; Samuel an, purchasing A Cheater Bealty, jR Charles Hay-peenheim, Hay-peenheim, Murray 7 T- Laraont, !Tai A. Schirmer, j jj company, New f Biuadwoy, New Ncmmell, assist-Ei assist-Ei J. D. Sliil-p Sliil-p superintendent R"; John M. H'nes, assistant Enf. Llb cst of it Nlii 83 tllan hereto-F-tions and obliga- lions of the power contract insuro a cliaracter of scrvico fully as reliable and satisfactory aa has prevailed or could result from tho operation of tlio Magna steam plaut, ercn if enlarged to meet tho full demand. Labor Troubles. hi this report for the third quarter, as HUbmittod by President C. M. Mac-Ncill Mac-Ncill and General Manager P. 0. .Tackling, .Tack-ling, tho labor troubles experienced during dur-ing tho vcar are described as foJIowH: "Tho "deficicnev in tonnage and production pro-duction for the "month of September as compared with tho other months of tho quarlor, wn3 duo entirely to suspension sus-pension of operations resulting from a strike having been called by tho western west-ern Federation of Miners, affecting nil tho mines in tho Bingham district, on the morning of September IS. The basis ba-sis of tho strike was a demand for a flat increase of 50 cents n dav in the wages of all workmen encraged in the mining industry in tho Bingham district dis-trict and recognition of tho Western Federation nf Minors bv tho companies in their dealings with employees. The Mass of workmen most active in bringing bring-ing about the strike wore thoso employed em-ployed in underground mining, of which class vnur company employed comparatively' compara-tively' few. the number being about 400 out of a "total of over 2000 men employed em-ployed bv th Utah Copper company at its mines at Bingham. "Ycrv few of our siinnco employee" Vlonged tn the Minors' union, although ouite a substantial percentage of thom did bolong to other unions. However, tho Miners' union forces, composed, a has been stated, largely of underground workmen from our and other propcrtic?. were sufficiently strong in numbers and active- in tho employment of intimidation intimida-tion and violence, to force away from work the majority of our employees who wished to continue. Armeil Attacks. "Armed bodies of strikers attacked our workmen, the attack being accompanied accom-panied by shooting and rioting and resulting re-sulting in numerous personal injuries, though nono of them wcro fatal, and in this way our contented workmen wore driven from tho premises, which wcro for some days thereafter wholly or partially par-tially in the possession of armed strik ers. Steps were immediately taken Lo regain possession of our properties, but it required some time, to assemble a force of guards sufficiently strong to successfully cope with the situation, and it was not until October 9 that we' wcro agaiu able to safely put any cmployco into the workings. Ou that date preparations began for the resumption resump-tion of operations, arid on Octobor 11 wo commenced loading ore with former om-ployecs om-ployecs onlv working. Since tho date of resumption the tonnage has increased daily, with tho result that at tboUmo of writing this report we are mining aud milling at the rate of about 13,000 tono of ore per day, or approximately two-thirds capacity. " Vigorous atEcmpts were made to r.all and force our workmen out at tho mills, but those were not successful. Thoro was some disaffection at these plants but tho number of emplo3'oes lost was not sufficient to hampor us in any way and wo now have a full complement of men in all departments at both mills at Garfield. "Tho forces at the mino are being increased in-creased rapidly and the outlook now is that it will only bo a short time until wo will bo again operating at full capacity. ca-pacity. No attempt has been tnado to resume underground operations at tho mine. In fact, wo wcro nearly ready to permanently discontinue underground mining when the strike was ordered. No Compromise, "In dealing with tho strike (situation no negotiations have beon had with the Western Federation of Miners, ita officers offi-cers or membors, and m resuming full operation no concessions havo or will bo made to that organization, or any one connected with it. ''Tho operations of tho Bingham & Garfield railway continued satisfactory throughout the quarter until tho day of the strike. During all that portion of the quarter when tho railrond was in full operation hauling ore from the mines, an average of 13,140 tons of ore per dav were transported, as compared with 10,203 tons per dny for tho prev Mmlr.r. y- ; yym,, y-'-ytm$y 'ry. .rmmM ARTHUR MILL, UTAH COPPER COMPANY ions quarter. An average of 02s tori B per day of other freight v;as transport- lil ed over tho line, as compared with 126) tons per day for tho previous quarter of 1912. The passenger train receipts dut- 1 ing tho period showed a large increase as compared with the previous ouar- ter." The Bingham & Gar- I field Railway Is Fine I Piece of Engineering. I THERE arc three steel bridge; on the Bingham & Garfield rail- 1 way. Tho C'nrr Ford bridge i- GOO feet long and 190 feet high. fl The greatest depth to solid rock from the natural surface where excavations H for piers were made is fifty-seven foei. OM In the Markham bridge, which is 640 feet long and 225 feet high, the groat- wM est depth from surface to solid rock in pier excavations is thirty-eight feet. flH The Dry Fork bridge is 670 feet long and 1S3 feet high, while the greatest , H depth from surface to solid rock for pier foundations is iiincty.five feel. This line oxteuds along the foothills of the Oquirrh range of mountains from a. connection with the San Pedro, Lo. Angeles & Salt Lake railroad at Gar-field. Gar-field. Utah, up into Bingham canyon to tho town of Bingham, VUh, a total flfl distance of twenty miles. The length HH of sidings and other industrial tracks Bfl between Garfield and Bingham, cxclui- WM ive of those nt the Utah Copper mine,' is about ten miles additional. The de- pot and commercial tracks at Bingham are located just opposite the main part of the town, between Carr fork and 1 Markham gulches. IjM Enjfincering Difficulties. H The cojistrnclion of this line was ac- cowplisbed under unusual engineering 9 difficulties which, however, it is thought, have been taken care of in such a manner as to guaranteo chorp tjfig transportation of ore and supplios be KM tween tho two terminals of tho line. Ngl Tho details of its location and con IHfl ijtruction were under tho diroct charge - fEgj of Chief Cnginccr IT. C. Goodrich. EM The road is approximately ten mjle (BRf shorter between "the mine at Bingham aBfi and the mill and smelter at Cmricld SB than the line belonging to another Bj fompany over which ores and suppliej wore formerly handled, and transports KR tlon costn over tho new line should b correspondingly more economical.. Thi . 'fffj (Continued on rollowlns Pa Re ) Bingham & Garfield Railway Is Fine Piece of Eiagineeriift(i (Continued from Preceding Page.) railway was built primarily' for the purpose of transporting ore from the Utah Copper mine lib-Bingham to its Magna and Arthur concentrating plants nt Garfield, but it also docs a general passenger and freight business bctweeu tho numerous mines sit Bingham and the mills uud smelters near Garfield and Salt Lake City. The distance i'rom Garfield to Sail Lake City via tho Sau Pedro, Los Angeles & Salt Luke railroad rail-road is fifteen mile?, and tho business between thoso two points i? handled over tho San Pedro road.. The Bingham & Garfield is ouo of the most attractive attrac-tive scenic linos iu this westorn oou.ii try. Regular operations on tho Toad were begun September 1:7, 1011, and since that time it has been doiug 3 general freight and passenger business. Expensive Construction. lor a distance of about ten miles below Biughanij the railway uf necessity j pafipes through very rough and brokou country. It being advisable to make the line as short and straight as possible pos-sible on account of the heavy tonnagu handled over it, it war. necessary lo expend ex-pend a large , amount ot money in the i construction of thin ten miles, so lhat the work hn? probably co3t as much por mile as any other equal longlh of line in the west. The first three niilea below Bingham in Bingham canyon, were rendered umisuallj- costly on ae-count ae-count of tho deep canyons that had to be bridged and the steep mountain ridges that had to bp tunnelled, not only for I he purpose of keeping the lino as short and straight as possible, but also lo protect iho lives and prop erty of tho residents of Bingham. If instead of using tunnels, the line had been located along the faces of the almost al-most vortical rocky cliffs above the town of Bingham, the curvature would have been excessive, and not only would lives ami property have been destroyed during the construction of tho railroad, but, afterwards during operations, derailed de-railed Iraina would be likely to leave the roadbed and drop down among the houses in the canyon sonic 300 to 400 foct vertically below the track. The construction of these first three miles cost 'about .$1,1 70,000 ; the construction of the first, mile having cost $5P2,250, being the most expensive piece of work on the line, ou account of including the C'arr fork and Markbani gulch bridges, as well as the .yards at Bingham ami uiio tunnel 12S0 feet long. Many Tunnels. Tho total length of tunnelling on the line is 4795 feet, divided into tour tunnels tun-nels of the following lengths: 1280 feet, 2079 feet, 754 feet and 6S2 feet. These tunnels are eighteen feet wide and . II T""? TT , .. ....'" TV.1:. 1 TBRMINiAL PACILITIES SHOWING INCLINE ON BINGHAM & GARFIELD RAILWAY. twenty-two feet high above tho top of the rail in the clear. TSvcutually at least 20,000 tons of ore per day will be hauled over this line from Biugham to the mills and smelter at Garfield, and the town of Garfield being much lower in elevation than Bingham, the grade is naturally nl in favor of loads coming from Bingham, and thorc is no adverse grade iu the Hue at any poiut. The maximum grade od straight track is 2..1 per cent, ov K52 feet to the mile. This rate of grade ia compensated on all curves and is also made lighter than tho maximum on all sidings and in all tuuncls. Tho maximum grado -prevails for only about fourteen miles of tho distance, and the average grado for the entire length of the lino is 2 per ceut. The maximum curvaturo is at Dry l'orlc. where there arc two .1.0-dcg.rcc curves. There are six S-dcgrce. curves and tho remainder ar.e (5 degrees or less. This is a very light rate of curvature f0r Jm constructed through such ro'JmdA, : difficult cuuntry. ' "Wr'.t, So far as tho track is conc5 has oi.-eu constructed to corrtsrPGi the llarriniau main huc stanSRS has DCen ballasted and put iu fflpJki main line condition. All of lino over which ihorc is hcart hus been laid with thirty-thryoH" baviug a weight of ninety vomLi yard, and of the American Ba'um ' .-iooiation series "A" section VMi& sidings and brauchos hav0 imTU with sixty-five-pound rail. JLmS flat bottom tie plates, boltlB' anchors or anti-creepers, and jH eontiuuous .ioinls have been TisF?i main lino construction. For the orn service from BinM1 Garfield, a very heavy type. oM" articulated compound loeomotiSr ' all fiteel ore cars arc used. .u W.i they vere ordered, theBn JlauBV pound Jocomotivos wor0 tho tw.:.f erf it! that had over been baWLr since then the A. T. & p. has buUt a similar typn of lo'BfvV which is considerably heaviflBj Bingham & Garfield 7jallut loc-have loc-have a weight, for cngino and j U25.000 pounds, with a wcichtHi sixtoou driving vrheeb 0f mJ pounds, the maximum tractivtfi being 105,000 pounds. The tataXjtc ovor-a.ll of tho engine and t9?L ninety feet, six inches, but tajM" wholobasn ia only fourteon igfl inches, and these Mallet locLN take the curves better and arc 'Mf tho track thau tho very heavyy consolidated locomotives. Tha'-'aBlX cars wore specially designed imfi' the- ore business from ths ITtaiKt mine, and have a capacity ofSi! pounds with 10 per cent excoiSE auce for overload. The cars arS, hopper bottom typo, and dump'Bjl quickly and cleanly, so that tnettT be delivered into the ore hiajy mills at an almost inappreciaMl? per ton for unloading. |
