RAILROAD REPORT ROUTE WEST OF CASCADE RANGE. 53 



For 3.0 miles between these points, every shaft would necessarily be deeper than this. From 

 the southern entrance there would be a descent of 1,268 feet to Klamath river. By the route 

 travelled two small ridges were crossed in the descent. The grades given on profile No. 2, 

 sheet No. 2, could be obtained by side location near the line of survey; but it is probable that 

 the small creek which was struck soon after leaving the summit, might be followed to Cotton- 

 wood creek, and that to Klamath river. The heavy grades would be thus avoided, and the 

 approximate descending grade, from the southern entrance of the tunnel to the river, reduced 

 to about eighty feet per mile, for about sixteen miles. 



There is every probability that by further examination a pass much better than this might 

 be discovered through the range. In fact, I was informed that one was already known, further 

 toward the east, which was much more favorable for a railroad. The loss of the escort rendered 

 its examination impossible. 



At Klamath river a bridge about 150 feet in length would be requisite. The banks were 

 from ten to twenty feet in height. The current flowed very rapidly, over large rocks. The 

 stream was not generally more than two or three feet in depth, but there seemed to be many 

 deep holes. 



From Dewitt s ferry over Klamath river to Yreka, a distance of 1*7.5 miles, a railroad could 

 be located with an average ascending grade of t\venty-two feet per mile. Part of the route 

 passes over a slightly undulating country, but neither heavy grades, nor deep cutting, would 

 be required. 



At Yreka the proposed railroad line diverges from my travelled route. The loss of the escort, 

 and of the quartermaster and commissary of the expedition, who was detained at Fort Jones by 

 the commanding officer of that post, rendered it necessary to abandon the idea of surveying the 

 Sacramento river route to Fort Beading, which promised to be favorable for the construction of 

 a railroad, and compelled me to pass over the Trinity trail, which proved, as had been antici 

 pated, utterly impracticable for this purpose. 



Before considering the proposed railroad line, the obstacles upon the Trinity trail will be 

 briefly described. By reference to profile No. ], sheet No. 2, it will be seen that three promi 

 nent ridges were crossed upon the route, besides some hills near Shasta. The first, Little 

 Scott s mountains, can probably be turned by following down Klamath river to the mouth of 

 Scott s river, and then passing up the valley of that stream. The approximate increase of dis 

 tance from Dewitt s ferry to Fort Jones, over that of the travelled road, would be twenty 

 miles Heavy rock cutting through lateral spurs would undoubtedly be necessary in many 

 places, but the construction in Scott s valley would be easy. The second ridge, Scott s moun 

 tains, could only be passed by a tunnel, about ten miles long, excavated through granitic rock. 

 The tunnel would pass about 2,000 feet below the summit. In Trinity valley much heavy 

 stone cutting and numerous bridges would render the construction very expensive. The third 

 ridge. Trinity mountains, would require a tunnel through granitic rock about four miles in 

 length, passing 2,000 feet below the summit. The hills near Shasta could probably be turned 

 by following Clear creek to the Sacramento river ; but the cost of the two tunnels in the mining 

 region, where the price of labor is very high, would be too enormous to estimate. 



Another route from Yreka to Fort Beading, which is unquestionably practicable for a rail 

 road, is to follow an easterly course until a junction is effected with our line of survey east of 

 the Cascade Bange, and then to follow that route to the Fort. In 1852, Lieutenant Williamson 

 explored the country which the line of connection would traverse, and found it a nearly level 



