RAILROAD REPORT ROUTE EAST OF CASCADE RANGE. 43 



heavy grades or expensive work would be required. In the last few miles, however, consider 

 able cutting through trap rock might be necessary. 



Lieutenant Williamson s notes on the upper canon of Pit river, will be found in Chapter III, 

 under the date August T. He considered it practicable to construct a railroad in this canon at 

 a reasonable expense ; although much heavy rock cutting and numerous short curves would be 

 required. The ascending grade would be 76 feet per mile, for the whole distance of 9.9 miles ; 

 and it is probable that numerous bridges would be necessary. It is my opinion, that a better 

 location would be found, by further examination, upon the northern bank of the river. The 

 trail, although very rocky in places, is generally good, and the hills are low. Although the 

 river descends about 750 feet, from a higher to a lower terrace, in this canon, I think that by 

 proper side location, the necessary ascent might be made, and a line conducted round the canon 

 on this bank, with grades never exceeding 200 feet per mile. The expense of construction 

 would probably be very much less than by the canon route. 



The road would next cross Round Valley to Camp 23. No difficulty of any kind would be 

 encountered in this section. 



Between Camps 23 and 24 the country was hilly, and considerable heavy cutting through 

 cellular trap would be necessary. It is highly probable that the spring branch upon which 

 Camp 24 was situated, discharges into Pit river. If so, the railroad should follow up its course. 



Between Camps 24 and 25, the only serious obstacle would be the low ridge which borders 

 Wright lake. It is very probable that these hills could be turned by passing to the west of 

 Wright lake, and striking Rhett lake at once ; but as this line was not examined, I have 

 represented on the railroad profile the route by Wright lake, with the grades which could be 

 readily obtained by side location, and an increase of distance of 2.5 miles. The railroad would 

 gain the summit, with an ascending grade of 150 feet per mile for 3.5 miles, by winding to 

 wards the east, at the foot of the ridge. It would then descend to Camp 25, with a grade of 

 150 feet per mile, for 3.5 miles. 



The first ridge crossed after leaving Camp 25, could be turned, with an increase of distance of 

 about one mile, by locating the road further towards the north. 



The next obstacle of importance, was the steep descent to the shore of Rhett lake. This 

 could be overcome by winding towards the south, with a grade of 200 feet per mile, for one 

 mile. 



The road would then traverse a flat plain, to the Natural Bridge of Lost river. The stream, 

 which is here deep and sluggish, is about 80 feet in width, with banks but little elevated above 

 the water surface. A description of the Natural Bridge will be found in Chapter III, under the 

 date August 13. Whether the stone arches are sufficiently strong to support a railroad, can 

 only be ascertained by careful examination and measurement. Loaded wagons now cross, with 

 out danger. Trap rock and pine timber, for construction, could be readily obtained from the 

 neighboring hills. 



From the Natural Bridge to Upper Klamath lake, the only expensive work would be encoun 

 tered in passing the low ridge which borders the lake on the south. A short cut of 23 feet, 

 through trap rock, would be required. It is probable, that a portion of the upper part of Lost 

 river valley, is occasionally submerged, in the rainy season, by water from the lake; but I think, 

 that a location could be easily found, which would avoid this danger. 



The railroad would next follow the lake shore to the point where our trail left it. Consider- 



