PLAN OF CONSTRUCTION OF ROAD. 



7. Snnko river to post on the Columbia, and to Puget sound by the Snoqualme Pass. 



8. Columbia valley to Puget sound. 



When the rail is laid from the mouth of Snnke river to the Pend d Oreille lake, and the rail 

 pushed from the vicinity of the Great Falls of the Missouri to the tunnel of the Rocky mountains, 

 the intermediate portions can be divided into two sections: 1st. From tunnel to Horse Plains. 

 2d. From Horse Plains to Pend d Oreille lake, along the navigable waters of Clark s fork. 



It is also possible that the section from the Bois des Sioux to the vicinity of Fort Union can be 

 thrown into two sections by a spur-road a little east of the vicinity of Mouse River valley from 

 the Missouri. 



Thus it will be seen that the route north of the Missouri lends itself to a rapid construction, 

 from the facility with which it can be thrown into sections, the largest being from the vicinity of 

 the Great Falls to the mouth of the Snake, which, deducting the navigable waters of Clark s fork, 

 will be miles in length. 



The longest section on the route of the Bois des Sioux, and the crossing of the Missouri and 

 Yellowstone and of the Council Bluffs, will be from the crossing of the Yellowstone to the mouth 

 of the Snake, or about miles. 



While the final location of the road is being made, all the arrangements can be perfected to 

 operate with great energy simultaneously on the different sections. Suitable steamers should be 

 constructed for the Missouri and Columbia, rails laid at the Cascades and the Dalles to connect 

 the several lines on the Columbia, and spur-roads built where necessary, as at Mouse River valley, 

 at Fort Union, and Fort Benton. 



It is probable the Marias ma}^ be found navigable a sufficient distance (it is said to be navigable 

 fifty miles) to dispense with the spur-road at Fort Benton ; and especially arrangements be made 

 on the upper Mississippi, so that, partly by land and partly by water-carriage, the rails can at 

 once be transported to the Little Falls, and the road go both eastward and westward from the 

 Mississippi. 



With these arrangements, all the sections can be operated on simultaneously; two sections along 

 their whole line, with the section along the Columbia river, and most of that portion of the first 

 section included between St. Paul and Little Falls. 



In connexion with the construction of the road, and as preliminary thereto, a good wagon road, 

 with substantial bridges across the streams, should be opened throughout the whole length and 

 on the line of the road, except where the route is along navigable waters. 



Bends which grow cotton-wood might be planted on the sides of the road where fuel is wanting, 

 and water brought in aqueducts from the Coteau du Missouri towards the river Jacques, and 

 from a reservoir at the Grizzly Bear lake towards Milk river, for the supply of laborers and emi 

 grants. The water, though occurring often, and in sufficient quantities for camping purposes, 

 would have to be transported several miles to portions of the laborers operating on the line, 

 and thus an aqueduct of logs would be the most economical and convenient method of supply. 



Six hundred and forty acres of wood planted every twenty miles, will, in fifteen years, yield 

 fuel enough for the use of the engines doing a large business on the road. 



In order to open a communication as rapidly as possible, temporary arrangements may be made 

 for the rail in advance of the permanent structure. It is of great consequence to reach points 

 of supply, as wood, stone, materials for blasting, and to make use of the rails for moving them 

 when they are required. Zigzags, and inclined planes, and detours, may be used over the Rocky 

 and Cascade mountains whilst the tunnels are being completed. Every exertion should be made 

 to give such direction to the work as shall enable the road to build the road. The question of 

 timely preparation of depot buildings is well understood, and needs simply to be mentioned. 



It is estimated that, allowing two years for reconnaissance, location, and making the necessary 

 arrangements, as constructing spur-roads, establishing the line of steamers, erecting depot build 

 ings and making the contracts, and actually getting the laborers established on the line of the road, 



