RAILROAD BUILDING IN THE ROCKY MOUNTAINS. 475 
Extension company has accomplished the most difficult work on the branch. The 
distance from Boydville to what is called Los Pinos cafion, beside which the iron 
is now being extended toward Chama Peak, is fifteen miles, and the construc- 
tion of the rail route has required not only a vast outlay of money, but the ser- 
vices of the most skillful engineers, sustained and directed by the greater courage 
and sagacity on the part of the company, and the employment of thousands of 
mechanics and laborers, In making the distance between Boydville and the 
terminus, three low ranges and as many deep valleys have to be crossed. To 
ascend these mountains, then reach the valley and climb again the steep beyond 
would have been impracticable, and to surmount the difficulty it has been neces- 
sary to follow along the side of the mountain on a uniform rising grade, skirting 
the valleys, and gradually gaining a higher altitude until the last level before the 
great divide has been reached. It is along this portion of the road that the 
most enchanting view of glade and cliff and torrent, of creek, of valley and of 
mountain top, is presented. 
There are two tunnels on this piece of road ; one through what has the form 
of an immense concrete hill and the other through solid rock. An idea of the 
magnitude of this achievement in railroad building may be gathered from the 
knowledge that to cover a distance of one-half mile in a straight line, it has been 
necessary to construct two and one-half miles of track, trestle and embankment, 
and one mile of this cost $140,000. The curves in some instances are very 
sharp, but the steel rails were shaped according to minute specifications before 
they reached the place where they were to be laid, which required the utmost 
exactness. The outside of each curve is closely and firmly secured by brace 
chairs, while the inside is as strongly supported and secured as possible. But 
perhaps the most noteworthy feature of this piece of track, which has been called 
the ‘‘ Three-Ply,’”’ is the uniformity of the grade. There is no doubt that an 
operative route from the San Luis to Pinos Chama could have been laid with 
shorter distance and far less expense, but the easy grade would not have been 
gained. As it is, the forty miles between San Antonio and Pinos cafion is, if any- 
thing, less inclined than the grade between Denver and Pueblo, and the same 
weight of train can be hauled over these mountains as can be carried along the 
Denver division. 
The present objective point of the San Juan extension is Silverton via Ant- 
mas City. By far the most difficult portion of the route has been accomplished 
-and beyond the terminus now gained, over forty miles of road-bed is practically 
ready for iron, which is being stretched at the rate of one mile per day. Just 
‘beyond, perhaps five miles from the tunnel, on the Pinos Chama divide, the rail- 
road crosses or meets the Los Pinos toll-road, and the point will be known as the 
‘Toll Gate. This is the regular wagon road to the San Juan, and will be the first 
transportation conjunction between steam and mule power. After Chama is 
reached work on the extension will not be in the least delayed by snows or winter 
weather. By the middle of January the track will be in the valley of the San 
Juan and in the early spring the locomotive will steam into Animas City. 
