PASS OF THE COLUMBIA RIVER. 187 



merit of the line in deflection to avoid it, or the severity of the changes of direction needed in 

 curvature. I shall report more fully in regard to this matter after a careful examination on my 

 way back. 



On so important a line as the proposed Pacific railroad, I should not recommend curvatures of 

 less than two thousand feet radii, or a reverse within five hundred feet of the tangent point, save in 

 extreme or nearly impracticable cases, which the latter is not. The tunnel would not exceed 

 seven hundred feet, and would cost, at eastern prices, say sixty-five dollars per lineal foot a 

 high estimate, when the character of the ledge is considered. The length of this tunnel, working 

 both faces, does not hinder its construction in a short space of time; and I am by no means 



certain that it is absolutely necessary. 



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The greater facilities for applying large forces of laborers upon the river line, and thus for 

 warding it to an early completion, is an important item in obtaining a result; for the use of the 

 rail in carrving supplies into the interior bears very fully upon the Question of location for the 

 first five hundred miles of the line, and will rule the cost of those porlions of the route at a 

 distance from communication; therefbie, as abundant means of transportation as exist, by the 

 navigable waters of the Columbia, should give their aid by artificial means for reaching the far 

 interior, where leagues of prairie and many miles of shallow open cuttings will be ready for 

 the rail before the great summit sections of the mountain passes are excavated. Contractors will 

 study these questions very fully, as they materially influence both the cost of the road and the 



time of its completion. 



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You have directed me to estimate upon a bridge across the Columbia, at some point between 

 Vancouver and the Cowlitz, for the purpose of affording the valley of the Willamette railroad com 

 munication with the terminus of the route by the Snoqualme. It is impossible to arrive at even 

 an approximate estimate of the cost of such a structure until the width of the river at the 

 favorable point is ascertained, the distance across the flats and their quality, the depth of sound 

 ings both of mud and water, the force of current, the effects of ice in spring freshets, &c,, all of 

 which must direct in planning the mode of bridging. 



I believe, however, that the river is shallow, and that a plain bridge of piling can be safely 

 used for a large portion of the distance. Near the centre, by the aid of the coffer-dam, good 

 piling foundations should be obtained for substantial piers of heavy masonry, and a few spans of 

 Howe s truss give free passage to the water. I should think the probability of danger from ice in 

 freshets, either in lifting, piling, or crowning, not sufficient to deter us from attempting such a 

 mode of structure; and, supposing the conclusions to be correct at the present rates of labor 

 upon the Columbia, the prices of the work would range as follows, viz : 

 First-class piling structure, at 80 cents per square foot, on upper bridge surface, for 



a road-bed of 20 feet, is per lineal foot of road $16 5,000 feet (piling) $80,000 



Howe s truss, at $60 per foot, 400 feet 24,000 



Draw and appendages 25,000 



Two first-class, large wing abutments; three deep-wa er piers and foundations; 



materials for masonry transported on road from Puget sound, which cost, say 



S40 per perch 80,000 



$209,000 



The Columbia can be bridged at the Cascades, and at several points above the Dalles, without 

 obstructing navigation. * * * * * 



I am, with respect, your obedient servant, 



F. W. LANDER. 

 Gov. J. J. STEVEXS, Chief &quot;N. P. R. Exploration and Survey. 



