Editor's note: It has been 92 years since the Copper Spike was driven, signifying the completion of the CR&NW Railway from Cordova to Kennicott. This was extremely big new in Chitina, and the Chitina Leader carried huge headlines reading RAILROAD COMPLETED TO THE COPPER BELT and COPPER SPIKE IS DRIVEN AT MINE.

Cordova Now in Close Touch With Famous Bonanza Mine at Kennicott, a Big Producer of Fabulously Rich Ore

by Will A. Steel

The goal has been reached. 3:30 p.m., Wednesday, March 29, 1911.

At a cost of over twenty million dollars.

The Copper River & Northwestern Railway, from Cordova to Kennecott, 196 miles.

Wednesday afternoon will ever remain a memorable occasion in Alaska. It records an event that will have important significance throughout the United States.

At the time recorded the last rail was driven into place by a copper spike, that marked the completion of track laying on the new railway that runs from the sea port terminus of Cordova to Kennicott, the end of the line as at present projected.

At the interior terminus is located the renowned Bonanza copper mine; 800 feet beyond the big concentrator and ore bins, on the mountain side opposite one of the largest glaciers in the northland, with a beautiful perspective of snow-covered mountain peaks, frozen rivers and timbered valleys, the modest ceremonies were witnessed that records the accomplishment of one of the most gigantic and daring enterprises known to the commercial world.

The day was most propitious. The sun shone brightly and the crisp, invigorating air, with the thermometer registering 38 degrees above zero, had an inspiring effect on the interested spectators. A tense and anxious feeling was evidenced until the last act was performed that declared the practical completion of the building of the railroad to the end of the line. And it was the obliterating of frontierism from a hitherto remote section, bringing rapid communication and making available all the comforts of civilization, in the development of that vast domain tributary to the Copper, Chitina, Nizina and other unnavigable rivers.

All present realized the full import of the advent of steel rails in the awakening of a new empire of hidden wealth that is destined to soon woo thousands of adventurous prospectors and operators, who will produce mineral values in such quantity as will startle the world.

Driving of the Copper Spike

On Monday Chief Engineer and General Manager E. C. Hawkins left Cordova for the front, in Supt. Van Cleve's private dining, sleeping and observation car. Accompanying him were J. R. Van Cleve, superintendent, and R. J. Barry, general freight and passenger agent of the new railroad; E. A. Hegg, photographer; and Will A. Steel, editor of the Cordova Daily Alaskan and the Chitina Leader. At Chitina the party was joined by J. C. Martin, manager of the Orr Stage Line.

This was the first through train that had gone over the entire trackage of the new railroad. After spending the night at camp 146 the train went on to Kennicott arriving Tuesday afternoon within a quarter of a mile of the end of the line. Shortly beyond a trestle of 256 feet was being put in, which delayed track laying until the following morning. However, the trestle was completed and trackage laid to the ore bins and concentrator of the Bonanza mine before noon Wednesday. After lunch the additional 800 feet of steel was laid and the final ceremonies occurred at 3:30 Wednesday afternoon.

When all was in readiness the golden, or, in this instance, the more appropriate copper spike, was placed in position by Mr. Barry. It was then driven in turn by chief Engineer Hawkins and General Superintendent Samuel Murchison. Faithful old engine No. 50, puffing and whistling, stood on the track a few feet in the rear, with a large portrait of the late M. J. Heney over the headlight. The spectacle was witnessed by a couple of hundred workmen, officials and a few other interested spectators. Prior to the act of driving the spike, in response to a suggestion by Mr. Hawkins, the assemblage stood with bowed and uncovered heads in memory of the late and much beloved contractor, Mr. Heney. Afterwards Mr. Hawkins made a short address, in which he expressed the appreciation of himself and the Katalla Company for the splendid organization built up by Mr. Heney and so ably perpetuated by Mr. Murchison, and for the effective and harmonious work performed by the contracting department.

Afterwards there was general congratulations and Mr. Murchison took occasion to extend his grateful appreciation to Mr. Hawkins and the Katalla Company for the many courtesies extended and the able assistance rendered his people. The several engines then blew their whistles and the workmen and all others present gave way to much rejoicing.

The telephone wires had kept pace with the railroad construction and General Manager Hawkins telephoned a message to Cordova, to be cabled to Seattle and there telegraphed to New York, informing the owners of the railroad that the copper spike had been driven. The following morning several replies were received at Chitina, expressing the sincerest congratulations for the splendid work so expeditiously performed by Mr. Hawkins and the contracting company.

Shortly after the important finish the special train left and passed over the new and unballasted track for fifty miles at the rate of 20 miles an hour. The night was spent at Mr. Murchison's headquarters, camp 146. Thursday morning the run was made to Chitina, where Mr. Hawkins left the train, expecting to remain several days between that point and Kennicott. With the rest of the party Superintendent Van Cleve took his car down to mile 54, where he and Mr. Barry rendered valuable assistance in cleaning the snow slides.

A Glorious Accomplishment

The completion of the copper River & Northwestern Railway marks an important epoch in Alaska's history. While equally as daring railroad accomplishments may have been undertaken in other parts of the world, it is doubtful if there has ever been another project that has been so successfully carried on under more adverse and trying conditions.

For nearly three and a half years past, men numbering into the thousands, from the highest officials to the laborer who shoveled mud or snow gave of the best that was in them. At times over 6,000 men were employed, while at the end the number had decreased to about 500. During the period of construction such adverse conditions were encountered and surmounted as are very seldom met with in other parts of the world.

Much of the work on the several steel bridges was done when the thermometer was from 35 to 50 degrees below zero, or when raging torrents or huge icebergs carried by swift currents, made foundation work almost impossible. In constructing understanding, scientific knowledge, broad intellect, physical force, and even unto their heart's blood, to a work that shall forever redown to their credit, to the glory of the capitalists who made it possible, and to the benefit of the thousands who will make of the new section a land of rich development.

Route of the New Railroad

The tide water terminus is at the land-locked town of Cordova, on an inlet of Prince William Sound. Then, as Mr. Swergal describes it, the road effects a sea level passage of one of the coast spurs of the Chugach range at the junction of Eyak Lake and Eyak River, some six miles from Cordova, the only point of easy penetration to the interior from the southern Alaska coast. After leaving this mountain pass the road is laid on a tangent of thirteen miles, passes the old Russian trading post at Alaganik, crossing the rioting delta of the Copper River by means of modern steel bridges at what are known as Flag Point, Round Island and Hot Cake channels. Fifty miles from Cordova occurred one of the greatest engineering feats of modern times; the second crossing of the main channel of the Copper by the erection of the Miles Glacier cantilever bridge, embattled on either side by the mighty Childs and Miles Glaciers, both presenting a defiant wall of ice 300 feet above and 100 feet below the river and three to five miles in length. Here, in summer, thousands of tons of ice fall into the river in single masses almost hourly, accompanied by thundering roars. These masses of ice throw monster waves across the river, leaving the salmon high on the banks to be gathered by prowling bears and passing prospectors and Indians.

From the glaciers the line extends in a general northeasterly direction along the Copper, over the Baird Glacier Moraine (a field of earth hidden ice), and on through the panoramic Wood Canyon, surpassing the grandeur of the Alps, and on to Chitina, the coming copper city of the North. This is also the point of connection between the railroad and the Orr stage line for carrying passengers and the U. S. mail to and from Fairbanks and other interior sections. Leaving Chitina through a solid rock tunnel, the railway makes the third crossing of the main channel of the Copper immediately above the mouth of the Chitina River, and there climbs to the bench lands skirting the Kotsina. One hundred and forty-nine miles from Cordova, the crossing of the Kuskulana River is made by means of a modern steel bridge 238 feet above the ice bound floor of the gorge, thence, on through the valley of the Chitina to the famous Bonanza copper mine at Kennecott, 196 miles from Cordova. This is in the heart of one of the world's greatest copper regions, and it also promises great wealth in gold.

Magnificent Steel Bridges

Everyone connected with the railroad is proud of the fine steel bridges that were erected under most trying climatic conditions, at a cost of over $2,500,000. From the very start it was generally known that the problem of bridging the copper River from the foot of Glacier Lake and the edge of Child's Glacier, was one of the most perplexing problems and hazardous feats that the management had to contend with. Two abutments and three piers were decided on to support the necessary 1,550 feet of steel. With the current rushing past at a reckless rate of speed and carrying the immense icebergs, which find their way out of the lake, the problem of bridging the river proved a most difficult one.

Work was started on the first caisson in April, 1909. In building it a railroad track was laid over the ice, and a monster pile driver, resting on the ice, drove the piles necessary to support the wave of the caisson. In early May when the caisson was ready to slip into place the ice began to break and it was necessary to carry on the work by means of an aerial tramway. In placing the other caissons in the middle of the stream by the aid of compressed air, huge icebergs were continually careening and bumping the sides of the caissons.

But this work was finished and the piers completed that summer, followed by the placing of the false work, which permitted the setting on and riveting of the steel pieces so soon as they were received in the spring of 1910. The work of putting the spans in place went on satisfactorily until toward the finish of the third span in May. The ice had been running for a week past, moving two or three inches each day, and had at various times seriously interfered with the false work or trestling from which the men were working. Had the ice carried away this piling and frame work it would have been impossible to have completed the bridge that season. But fortune favored the brave efforts of a heroic class of steel workers and when the break came two days later the time of danger had passed. The last span was built over a portion of the river that is distant from the main channel and was not affected by the floating ice. It was completed in June, 1910.

The total cost of the bridge was about $1,500,000. In the construction of the two abutments and three caissons about 18,000 cubic yards of concrete were used, while in the bridge there are 5,000,000 pounds of steel. The first span of the bridge is 400 feet long; the second 300 feet; the third and cantilever span 450 feet, while the fourth is 400 feet. Chief Engineer Hawkins received valuable assistance in this great work from A. C. O'Neel, bridge engineer, who was directly in charge of the work. He labored with untiring zeal in supervising and directing this great undertaking, with the loyal assistance of foreman of bridge construction, Chas. McDonald, the steel foreman, Chas. Dwyer, and a corps of faithful steel men.

The work of crossing the Kuskulana gorge, 238 feet high, was staged October 23, 1910, and completed the following Christmas day. This bridge consists of three half-camel back spans and is 500 feet long being three spans of 150, 200 and 150 feet. The construction of this bridge presented difficulties not heretofore encountered in the other steel bridges of the road. The extraordinary height of the structure, together with the swiftness of the water in the chasm that it spans, rendered the erection of false work infeasible. These conditions necessitated constructing the bridge by the cantilever trick. That is, the central span, which actually crosses the gorge is suspended from the first span by cantilever rigging attached thereto. When the gorge or central span was completed, the wedges in the cantilever rigging were slacked off, permitting the span to settle in place at its union with the third span on the other side of the gorge. Engineer O'Neel was compelled to work his men much of the time with the thermometer 20 to 45 degrees below zero.

The Flag Point bridge at mile 27 is 1,300 feet in length with spans as follows, in feet, 300, 150, 150, 175, 175, 175, 175. It was completed in August, 1909. Almost a continuation of this bridge is the Round Island structure at mile 28. It is 560 feet in length, with two spans of 300 and 260 feet each, and was completed in May, 1909. These two bridges were built at a cost of $560,000. The Hot Cake bridge at mile 34 is 525 feet long with three spans of 175 feet each. It was finished in November, 1909, and cost $230,000. The steel in the five bridges weighs over 20,000,000 pounds.

The construction of the steel bridges was done directly by the Katalla Company, while the wooden bridges and trestles were built by Contractor Heney.

Wooden Bridges, Trestles and Snow Sheds

Between Cordova and Chitina there are 129 bridges, with a length of 42,988 feet, or 8.15 miles, which were built at a cost of $590,000. This side of Miles Glacier, mile 47, there are 40 bridges, length 17,963 feet costing $256,000. From Miles Glacier to Tiekel, a distance of 52 miles, there are 42 bridges length 15,459 feet, costing $18,000. From Tiekel to Chitina, a distance of 32 miles, there are 47 bridges, length 9,566 feet, costing $163,000. The longest bridge is across the copper river just beyond Chitina, at mile 132. It is 2,790 feet long, or a little more than a half mile. The west approach to the Miles Glacier bridge is nearly as long. The Gilahina bridge is 890 feet long, from eighty to ninety feet high and was built in eight days.

The superintendent of bridges is P. J. O'Brien and he made many notable records in the construction of wooden bridges and trestles. With the thermometer always down to zero and as far below as 50 degrees, Mr. O'Brien completed 6,700 feet in thirty-five days, after the 7th of January last, working on an average of forty-eight men. The total cost of the bridge and trestle work on the Chitina branch has not yet been determined.

In order to protect the tracks from snow slides and drifting snow 3,030 feet of substantial sheds were built. At round Island, mile 28, 703 feet were built and at Abercrombie Canyon, between miles 53 and 54, there are 2,327 feet. These sheds were built at a cost of $101,000. As a result of the past season's experience and observation it has been found necessary to erect additional sheds, which will be done before next winter.

Equipment of Railroad

Everything is of the most modern and substantial character and includes 15 locomotives, eight coaches, 256 cars, four steam shovels, two rotary ploughs, one wrecking crane, track driver, two spreaders, one dozer, all of which were purchased at a cost of $750,000. This motive power runs over a standard guage railroad with 70-pound rails to Chitina, and 60-pound rails on the Chitina branch to Kennecott. Native ties have been used throughout, while all of the track fittings, sidings, frogs, switches and other ap-standards.

The motive power was built by the American Locomotive Works and includes several consolidation engines of most modern typ, equipped with electric headlights and used exclusively in the hauling of passenger and mail trains. Two snow rotaries are in constant readiness to give battle to the snow and prevent blockades. The rolling stock is of the latest approved pattern, the freight cars ranging from sixty to one hundred thousand pounds capacity, with a large complement of auxiliary cars for construction and maintenance purposes. A table d'hote dining car service is maintained on all passenger trains between Cordova and Chitina, the service of which is unexcelled on the standard railways in the states, insuring appetizing meals in comfort at all hours.

Preliminary Work on C. R. & N. W. Railroad

After the Alaska syndicate acquired the Bonanaza mines, under ownership of the Kennecott Mines Company, the necessity was at once apparent for the construction of a railroad to reach their valuable copper properties and also to open up what was considered a rich mineral belt running to the north and south of the Chitina, Nizina and other rivers. Engineer M. K. Rogers decided that the cheapest route was north from Valdez, and in the spring of 1905 he secured rights and started to build from Valdez. The difficulties of getting through the canyon and the high grades necessary in climbing the mountains brought discouragement.

In the fall of 1905 the valuable coal deposits of the Katalla fields began to be generally discussed and the Alaska Syndicate was impressed with the necessity of taking the coal question into consideration in the construction of a railroad. Work was suspended at Valdez and Mr. Rogers directed his attention to Katella and the Copper River country. It was then decided to build from Katella, in preference to Valdez or Cordova, active work starting in the early spring of 1907. Efforts to construct a breakwater and secure a suitable harbor at Katalla soon met with unsatisfactory results, after trestles had been built, ten miles of grading done and eight miles of track laid.

In June, 1907, the Syndicate secured the services of E. C. Hawkins, formerly chief engineer of the White Pass & Yukon railroad. He came north on July first to study the whole situation. For over three months he tramped over the various suggested routes for reaching the Bonanza mines. He held in mind the necessity for starting at tide water at a common point to tap both the copper belt and the coal fields, with the lightest possible grade. He also desired an open harbor the year round, with deep water and secure anchorage, where a large fleet of vessels might be safely sheltered.

Mr. Hawkins satisfied himself that Cordova offered more advantages than any other point, even though the cost of constructing from there would be greater than from some other port. He went to New York and at a meeting of the Syndicate in October, reported in favor of discontinuing work at other points and starting from Cordova. The meeting decided on the line from Cordova.

On November 15, 1907, Mr. Hawkins was made chief engineer and general manager of the Katalla Company, organized for the purpose of constructing the railroad, and which positions he continues to hold. He was placed in absolute charge of the engineering and construction work.

The first contract was for rebuilding the old part of the Copper River Railroad five miles out from Cordova and new construction to Abercrombie or mile 54. Track was laid to this point by October 30, 1908, with the exception of the bridge crossing the river at mile 49. The next contract was to Tiekel, or mile 101, which was completed on December 1, 1909. The road was completed to Chitina, or mile 131, on September 12, 1910. Track was laid to Kuskulana, mile 149, October 23, and the steel bridge across the river was completed December 25. The trestle 880 feet long and from eighty to ninety feet high was built across the Gilahina River, mile 160, in eight days, and trains were running over it January 28. For the rest of the distance the actual track laying in the dead of winter and over ice and snow progressed at the rate of nearly a mile per day not including the building of trestle, until the end of the line was reached on the afternoon of March 28, 1911.

Some Items of Expense

Some of the most expensive rock work in railway building has been encountered, ranging from nominal amounts to $220,000 per mile. Faces of mountains and canyons were literally torn away by tremendous charges of dynamite and powder. Practically along the entire line north of Miles and Childs Glaciers the very mountain summits echoed and re-echoed again and again the martial-like sound and explosions proclaiming the indomitable will and physical hardihood of the industrial soldiers of peaceful progress blazing a way for the enrichment and convenience of generations to come. There were 5,680,000 cubic yards of excavation, of which 3,140,000 were of solid rock. Great quantities of explosives were used, at a cost of $375,000. Over 1,200,000 yards of gravel were moved by steam shovels, at a cost of $290,000.

Already $8,300,000 has been paid labor for wages, exclusive of the wages paid for contract station work. Fuel was an important item and cost $610,000. Over $375,000 was paid for lumber and ties, while the government will receive nearly $100,000 for stumpage. The cost for piling aggregated $118,000. An expensive item was the rails, for which $1,110,000 was paid. Building wagon roads and trails so as to transport materials cost $78,000. The big and substantial wharf at Cordova cost $136,000. An expensive item will be the 190,000 tons of freight received by sea and much of which came by rail from the Eastern states. The charges for this item will likely run up to over $2,000,000.

Effective Hospital Service

In the employment of thousands of men there are necessarily man accidents. It has always been the policy both of the Katalla Company and M. J. Heney to afford the maimed the best possible accommodations and the best medical assistance obtainable. During the period of construction work for the contractor, Dr. F. B. Whiting has acted as chief surgeon, which position he also filled during work on the White Pass & Yukon railroad.

To know Dr. Whiting is to know a man who stands high in his profession, and a man who is possessed of boundless energy and a sympathetic heart. Any distance or hour of the day or night would find him responsive to a call of distress. He is a man of strong organizing ability, and in the selection of his assistants he secured the best men obtainable. His hospitals have been provided with the latest and most up-to-date instruments and facilities for the treatment of patients. Some of his operations performed required the highest skill of his profession, which merited the exceptional success that his efforts earned. As a result there were surprisingly few fatalities.

At present the main hospital is at mile 146, where Dr. Broderick is the assistant. As work progressed others have been maintained at miles 55, 96, 101, 123, 133, 182, and 191.

The Katalla Company has always maintained a splendid hospital at Cordova. Until last summer it was in charge of Dr. W. W. Council, when he gave way to Dr. Smith, who has since been in charge. Other hospitals have been maintained by the Katalla Company at Miles Glacier, for the benefit of the bridge workers, and at Abercrombie Canyon, when the snow sheds were being built, and at Kuskulana, when the bridge was erected.

Alaska Syndicate.

The men who have financed the Copper River & Northwestern Railway are M. Guggenheim Sons and J. Pierpont Morgan, with their friends. They formed a combination for working purposes, known as the Alaska Syndicate. The first purchase for $3,000,000 of mining claims, including the Bonanza mine at Kennecott, 196 miles into the interior, made necessary the building of a railroad to reach this property. After having experts examine the many mining claims that were then located by various individuals and companies in what is known as the Copper River district, a conclusion was reached that sufficient tonnage would be available soon after the completion of a railroad to warrant the construction of a standard gauge, high-class railroad.

Several million dollars were spent in the effort to establish the proper sea coast terminal. Finally Cordova was decided upon as the most desirable and feasible point to reach the coal and copper fields. From that time forward the work has been prosecuted with diligence and without interruption. As estimates for costs were submitted the Syndicate endorsed the expenditures and promptly supplied the necessary money. The financiers are represented in New York by S. W. Eccles, who has very largely reflected the policies of the Syndicate and conducted their business from that end.

The Katalla Company and Railway

This company was formed for the purpose of constructing the railroad. Certain contracts were awarded to M. J. Heney on a percentage basis, while the construction of the steel bridges and certain other work after the contractor had turned over a completed division, was performed by the Katalla Company. Of this company S. W. Eccles, of New York is president, while E. C. Hawkins is vice-president and general manager.

To Mr. Hawkins was given practically absolute authority on matters of construction, that involved the expenditures of many millions of dollars. He has had the absolute confidence of the financiers who are building the road. They early realized his wonderful genius as an engineer and railroad builder, and he has always been regarded by them as a man of sound judgment, unswerving integrity, and of exceptional energy.

To Mr. Hawkins, more than anyone man, is due the credit for the accomplishment of one of the greatest engineering feats and best pieces of pioneer construction ever attempted in the United States. After his preliminary plans were complete there was necessity for the almost continuous exercise of his fertile brain to meet and dispose of the many complex and unusual questions that were arising in all quarters. His mental and physical strength were at times tried to their utmost. But his courage never failed, and today he can look upon the accomplishment of a gigantic work with the consciousness that his duties were not only well performed, but that the results merit him the highest possible credit and honor.

Through his kindly consideration for all employees Mr. Hawkins won their confidence and regard to such an extent as is seldom enjoyed by a head official. And in return the loyalty and energy they displayed redounded to the advancement of the work and to the credit of all concerned. During the past three years Mr. Hawkins has had valued assistance and co-operation from all of the employees, and particularly the following head officials:Alfred Williams, assistant engineer; C. E. Harrison and L. J. Caswell, division engineers; G. H. Spangler, special engineer; A. C. O'Neel, bridge engineer; J. W. Covert and H. A. Brown, assistant bridge engineers; S. Corner, chief draftsman; Fred W. Hawkins, Philip Caleb Corser, L. M. Price, Henry Dyo, T. W. Secrest, E. C. Eby, Daniel Boyle, Homer McHadley, C. E. Wingate, J. C. Scurry, S. A. Walker, S. E. Sellows, C. J. McCain, T. C. Brill, B. Dreitenstein, W. J. Ford, W. A. Richelsen, resident engineers; W. S. McCune, chief timekeeper.

In the operation of the Copper River & Northwestern Railway the resident officials are E. C. Hawkins, chief engineer; J. R. Van Cleve, division superintendent and master mechanic; R. J. Barry, general freight and passenger agent; W. J. Ford, auditor; I. W. Young, storekeeper; L. Wernicke, division engineer.

The general officers at the New York and Seattle offices are as follows:

S. W. Eccles, president, New York; F. W. Hills, comptroller, New York; J. H. Young, vice-president, Seattle; C. J. Jones, traffic manager, New York; D. H. Jarvis, assistant treasurer, Seattle; W. E. Bennett, secretary, New York; W. H. Bogle, attorney, Seattle; J. K. MacGowan, purchasing agent, New York; W. B. Sprague, assistant purchasing agent, Seattle; Kenneth Kerr, industrial agent, Seattle.

M. J. Heney, Contractor

The contract for the grading, track laying and trestle work of the railroad was awarded to M. J. Heney, who had been the contractor for the White Pas & Yukon railroad. Mr. Heney at once proceeded to effect an organization that was characteristic for its loyalty, strength and efficiency. He surrounded himself, as heads of the different departments, with men of experience and exceptional ability, who soon justified his wisdom by proving themselves able and faithful, remaining loyal unto the end.

Mr. Heney was in the wreck of the steamer Ohio in August, 1909, but later proceeded to Cordova and directed and labored with his old-time energy, until he left for the states on December 6, 1909. He proceeded to New York, but soon returned to California, where his weakened condition developed into pneumonia and heart trouble, from which he died October 11, 1910. The thousands of men who were in his employ grieved and mourned over his death with such deep feeling and sincerity as is seldom witnessed in this generation. But to all M. J. Heney was a friend, and not a taskmaster. He was loved and respected by all his men and the public generally.

As during his previous contract Mr. Heney had as his first lieutenant Samuel Murchison. He has much of the same force and many of the characteristics of his chief. When the absence and illness of Mr. Heney required that he assume full responsibility, Mr. Murchison never faltered, but took hold and labored with a fidelity and energy that endeared him to his chief and won him the favor of all the employees. Since the death of Mr. Heney the work has been under the absolute direction of Mr. Murchison, and he has made for himself such a record as will forever establish him as one of the foremost and successful railroad builders of the country. He has a splendid knowledge of men, and his kindly and courteous treatment of his employees resulted in securing their confidence and loyalty to a marked degree and with such results as is only achieved by men of giant force and great consideration.

The personnel of M. J. Heney, contractor, is composed as follows: General superintendent, Samuel Murchison; superintendent of bridges and buildings, P. J. O"Brien; superintendent of transportation, W. C. Robinson; superintendent of motive power, H. R. Simpson; superintendent of track, A. L. McCoy; general foreman, Daniel Hedican; chief surgeon, Dr. F. B. Shiting; chief storekeeper, Archie Shiels; assistant storekeeper, Thos. Fitch.

The Heney company has considerable work still to perform before turning over to the Katalla Company the remaining section from Chitina to Kennicott. Filling in ties, completing trestles, ballasting, and some general work will keep the present employees busy until the 15th of April. On that day Mr. Murchison will turn over the last section of the railroad to General Manager Hawkins, and from that time on all necessary ballasting and additional improvements on the railroad will be performed by the Katalla Company.

The work of the Heney company has been energetically and skillfully performed. Some delay was occasioned by reason of discovered ice seams and slides in heavy rock work. This delayed the building of the Kuskulana bridge until an extreme bitter season, and naturally resulted in necessary delay in the completion of the work. Otherwise it was up to schedule and such delay as there was is attributed to the elements.The Bonanza Mine

The direct reason for the construction of the Copper River & Northwestern Railway was to reach the mining property of the Knnecott Mines Company, which had been acquired by the Alaska Syndicate for a consideration of $3,000,000. This property now consists of thirty-two lode claims and eighteen placer claims, embracing a total acreage of 3,240 acres. Practically the only development was on the Bonanza group, which had $6,000,000 of rich copper ore in sight. But it was apparent from the start that the Syndicate would not be justified in building a standardized modern railway to carry the tonnage of their own property. They realized the prospective development of many greater producers on claims close to the railroad and so decided to build a substantial and permanent road, in the belief that development would give ample tonnage.

The Bonanza mine is located upon a high ridge between Kennecott glacier and McCarthy creek. It  is six miles above, the foot of the glacier and three miles from the town of Kennecott, where the concentrator and ore bins are located. The mine is 1,500 feet above the timber line, at an elevation of about 4,500 feet, with a good trail leading to it. The ore is practically pure chalcocite or copper glance, and is stained upon the surface by copper carbonates. Comparatively little work has as yet been done in the development of the mine. There are about 1,000 feet of tunneling and 150 feet of raise. Possibly 2,000 tons of ore has been taken out, most of which will run 65 per cent, and some higher, in copper.

The ore is conveyed by a three mile tram to the concentrator and ore bins. Ore is now being sacked, preparatory to shipment over the railroad to Cordova, from whence it will be taken to the Tacoma smelter. It is expected that the ore will run over $200 per ton and that 1,500 tons will net $300,000. When the smelter return is announced within two or three weeks, it is believed that the high value of the ore, and in much great quantities, will startle the mining world. And it certainly will prove a stimulus to prospectors and those who are at present interested in the Kotsina-Chitina copper belt to exert greater effort in the discovery of valuable properties and the development of those already acquired.

Last year the Kennecott Mines Company took in over the trail the machinery for a sawmill. After that was established sufficient lumber was cut to supply the 200,000 feet necessary for the erection of a large concentrator building 44 feet wide of six stories of benches ranging from 16 to 22 feet. Other construction consists of tram terminals, transfer bunkers, ore chutes and 375 feet of snow sheds between the mine and ore bins.

The sawmill also furnished the lumber for a two-story addition to the main office or headquarters, a new cottage, another bunkhouse, with sleeping, reading, sitting and bathrooms for twenty men, and a warehouse. In addition to the erection of buildings around the Bonanza property, a dam is being constructed across National creek near the end of the tramway for the purpose of furnishing a sufficient head of water to operate the machinery for the crushers and concentrators, as well as furnishing power for the electric and steam plants to be installed.

The general manager of the Kennecott Mining Company is Stephen Birch. The superintendent is E. B. Emory, who formerly worked for the Guggenheims in Mexico.

Kotsina-Chitina Copper Belt

When the charge is so flagrantly made that the Alaska Syndicate has practically all the copper in the interior of Alaska, it may be interesting to know that their four groups of forty claims are a very small part of the 200 groups of 4,000 copper and gold claims that have been located by other individuals and companies. These locations have been made in the Kotsina-Chitina copper belt. This is a tract of mountainous country, east of the Copper River and embracing the watersheds of the Kotsina, Kuskulana, Gilihena, Strelna, Lakina, Nizina, Kennecott, Chitistone and Chitina Rivers with their tributary streams, notably, Nugget, Elliott, Dan, Chititu, Young, Glacier creeks.

One of the biggest companies operating in this part of Alaska is the Great Northern Development Company. E. F. Gray is one of the owners and also general manager. Associated with him are Phillips, Dodge & Co., of New York, part of the Amalgamated copper combination. This company has already expended $800,000 in development work and improvements, employing 140 men last season on two properties located at Copper Mountain and on the Kotsina. Several thousand feet of tunnel has been driven and large bodies of ore uncovered. This year work on a larger scale will go on and a branch line of the railroad will likely by built 12 miles up the Strelna to the property.Three or four miles distant, near the Kuskulana Glacier, are the Dillman properties, worked by the Alaska United Copper Exploration Company. Considerable work has been done on the Finch group and the tunnels show rich bodies of glance and bornite. A crew of men this season expect to open up the property so as to make it an early shipper. Assays show from 30 to 45 per cent copper. This company is also working the Westover group on the mountain side above Dan creek. As the work progresses values hold good, and the lead of bornite ore retains its width of 16 feet. Assessment work is being done on other properties.

The California-Alaska Development Company, composed of Capt. A. E. Lathrop and San Francisco parties, will work their Kotsina properties this season on a larger scale than ever. Others operating on the Kotsina are the Hubbard and Elliott, the McCarthy company, and the Guilianeau Mining Co. The Cushman properties on the upper Strelna, the Deyo and Price group and others, will be worked. The Mother Lode Mining Co., beyond Kennecott, and the Millard company, which owns the Nikolai mine, propose to work on a larger scale than ever, as does also the Blackburn Mines Co.

The Dan Creek Mining Company is operating extensively on Dan creek. The Birch brothers and Jim Galen have taken in considerable hydraulic machinery to work their placer ground. Geo. Max Esterley has taken in machinery and expects to take out several hundred thousand dollars in placer gold from Dan and Chititu creeks. The Kernan company will also operate on Dan creek.

Scores of other operators will assist this year in disproving the theory that the Guggenheims have gobbled up all the valuable copper and gold properties in this district.

Rates on Ore

While the rates on the transportation of ore have not been officially announced by the railroad company, yet, it comes from a reliable source that the maximum rate per ton will be $20, with the minimum running down to about $5 per ton. The price will be graduated in accordance with the value of the ore, as is the custom of all railroads in mining countries. Usually ten per cent of the value is charged. Most of the ore in the Copper River country will run from $50 to $250 per ton in copper, and the freight rate as quoted will be more than satisfactory to them. As one operator declared, he expected to and would be perfectly willing to pay 20 per cent of the smelter returns.

Some Interesting Facts

About fifteen per cent of the railroad is composed of bridges and trestles.

The railroad is on a water grade from Cordova to Chitina. On the Chitina branch to the end of the line except two pusher grades, the maximum is 1.15 per 100 feet.

Joe Redmond, chief blacksmith for the contractor, fashioned the copper spike that was driven at the end of the road by General Manager Hawkins, of the Katalla Company, and General Superintendent Samuel Murchison., of the contracting company. It was cut from a solid piece of native copper, taken from the bed of Chittitu creek, a stream near the Bonanza mine. The spike was afterward drawn and will be properly inscribed and sent by Mr. Hawkins to the head office in New York, as the first return received from an investment of over forty million dollars. Mr. Redmond also presented Mr. Hawkins as a personal memento, a copper horseshoe with nails projecting to be used for penholders, and a pick and shovel acting as a backholder.

One of the hardest worked and most conscientious officials in the service of the Copper River & Northwestern Railway is J. R. Van Cleve, superintendent and master mechanic. His ability and energy are towers of strength in the operating of the new railroad.

A half million tons of steel rails have been laid since January 7.

When the Katella branch line is constructed from mile 39, the distance from the coal mines to Cordova will be 93 miles.

Any timber cut by the railroad up to mile 89 had to be paid for, as it was within the government reserve. Practically the only available timber in the entire reserve is near mile 13, where there is fine native spruce, which was largely used for ties and piling. With this exception a selected quality of Puget Sound Douglas fir was used for all timber work. Three and one-third cents for each tie cut was paid to the government.

When the railroad reached mile 54 a steamboat landing was established and until the end of last season three steamers, the Tonsina, Chitina and Nizina, were used to transport freight and supplies for the railroad up the river. The cost was $1.07 per ton per mile. The cost of building these steamers was $215,000.

During the summer of 1909 the ferryboat Gulkana was used to transfer supplies from the railroad at camp 49 across the Copper River to connect with the rails. Until the Miles Glacier bridge was completed last summer, the supplies were taken across on scows drawn by cables and donkey engines.