At Emory creek both the bridge and cuts are being pushed ahead. A large force of white men and Chinese are employed, which will soon tell upon the work in this direction. All along the line between Emory and Yale men are busy at the different kinds of work. The Gordon creek bridge is nearly completed, as well as the half dozen bridges of less dimensions.
At Yale creek the bridge work and dumping is being carried forward with energy, and soon the road will be ready for the rails as far as No. 1 tunnel. This part of the road can be ready by 1st November.
Tunnel No. 1 is 540 feet, work commenced May 15, but for a time hand drills worked slow. Since Mr. J.W. Bugbee brought the Ingersoll Eclipse Drill good headway has been made. The rock is very hard, but every day counts headway. At present there is an opening of 110 feet at the west end and about 160 feet at east end; the tunnel cut is full width, and roofed, but has yet to be cut a third deeper; it is thought this tunnel will be opened from end to end in six weeks, after which a third more work will have to be done to cut the necessary depth and clean out ready for track-laying. About 60 men are employed upon the different shifts. At the west end Mr. Joseph Sommers, day shift, and Mr. Eugene Finlay, night shift. East end Mr. Louis Salter and Mr. E.W. Phillips in charge. Mr. J.B. Harrison, tunnel overseer, and Mr. Duncan Cummings, magnetic battery operator. While we were on hand 30 shots were fired in a few moments, causing a trembling of road where we stood and making a great tearing up the tunnel. Every time a shot is fired warning is given, the men remove the drill to a place of safety and return to clean out and drill again after the firing off. Every precaution is taken to guard against accidents.
No. 2 tunnel is a short distance further up the road; it is 350 feet in length, but the rock is much easier than the first tunnel. There is only about 25 feet to put through an 8 x 8 hole, which is expected to pass day-light this week; after that the regular 21 x 22 size, for cars to pass, will be cut. The nature of the rock in No. 2 admits of good progress by hand drills. A force of men are kept for the shifts and all appears to go business-like. it is true the approaches to this tunnel, especially, look dangerous, from hanging rocks up the mountain side, and it requires workmen to be very cautious.
Time did not permit of our going further up the road this week; however, we learn that everywhere along the railway line business is active and good results follow steady application to work. We understand that the Big Tunnel—15 miles up the road—will be hereafter known as No. 5 (one of the tunnels is changed to an open cut), and in a short time the compressed air will be the power that will operate the drills as now used by steam at No. 1 tunnel. This is claimed to be far preferable; the building is being erected and machinery placed for the compressed air system.
We learn Mr. Bray is still up about Cook’s Ferry, getting ready for winter work. Already buildings are erected, supplies secured, and a force of men at work, getting out timber, grading, etc., etc.
