FIRST SECTION OF LINE. 31 
by passing up the valley of the western fork of the Pannack river, and over prairie surface of 
clear gravel formation, to the waters of a small stream seeking an outlet in the Roseaux, or 
southern Malade, a tributary of Bear river. "Three very practicable passes were examined in 
this vicinity; and of these, that to which I have first alluded is the superior. The character 
of the country, as ascertained by an examination of both the northern and southern bases of 
the northern rim of the Great Basin, admits the practicable passage of railway lines between 
Snake river and the Great Basin at numerous low passes dividing this range north and south. 
The topographical sketches of country in this vicinity, taken by the late survey of the Salt Lake 
basin, are very characteristic, and define its features with great fidelity. Passage can be readily 
made north and south, but is not so facile at angles to that direction. The lines are designated 
on the sketch. The Miliitdd description of the first division was entered into as affording 
information to future survey, and is of slight interest to unprofessional parties. 
BLUE MOUNTAIN RANGE, AS CONNECTED WITH ABOVE DESCRIPTION OF LINES. 
My exploration of the Blue Mountain range was first directed toward the headwaters of John 
Day's river (so called); and the approaches proving of more serious character than first antici- 
pated, I was then led to confine myself to approaches of more practicable nature near the head- 
waters of the central fork of the Umatilla. To the latter pass, which is termed that of the 
Young Chief's Trail, I gave a very thorough and careful examination, from the result of which 
I am compelled to pronounce it impracticable for a Pacific railroad. 
By barometric approximation, the summit of the Blue Mountains (the Young Chief’s Trail) 
is 4,650 feet above the sea. Railway summit at head of lowest swamp, 4,393 feet above the 
sea; by the character of the ‘‘approaches’’ involving twelve (12) miles tunnelling, and con- 
tinual water-drift. 
When such obstacles (encountered at a distance from civilized communities) can be avoided 
by reasonable detour, no claim of direction should style them practicable in comparison. 
This result affords no grounds for a judgment against the pass of the Walla-Walla, delinea- 
ted on the sketch, which has been known for years as a low passage of the Dlue Mountain 
range. 
n is situated at the head of the numerous branches of the Walla-Walla river, and in the 
vicinity of the remarkable valley of the Grande Ronde. 
It should be made the line of passage of these mountains by a main road, but I have proposed 
the extreme northern passage of the great valley of the Snake for a preliminary railway. 
IN REFERENCE TO THE SELECTION OF A TERMINUS AT PUGET SOUND——FIRST SECTION OF LINE. 
In recapitulation, I shall state the merits of these divisions regarding construction, dividing 
the first division into three distinct sections. 
In reference to the choice of a terminus on Puget Sound, I will quote the language of Cap- 
tain George B. McClellan, chief in charge of the western division of the northern exploration, 
a military engineer of practice and ability, whose opinion on the selection of a great harbor on 
an isolated coast, needing thorough protection by the erection of suitable fortifications, is enti- 
tled to more consideration than any which I could myself offer as a civilian. The opinion of 
Governor Stevens concurs with that of Captain MeClellan; and the experience of both gentle- 
men in their peculiar branch of service places the selection beyond a question. 
Captain McClellan states: “I have mentioned Seattle as the proper terminus for the road, 
whether it crosses the mountains by the main Yakima, or by the Columbia-river Pass. This 
place is situated on Elliot bay, and is by far superior to any harbor on the eastern shore of 
Puget Sound.”’ 
* Seattle is the nearest to the straits of Fuca. It is easily entered kiitin any of the prevailing 
