92 GEOLOGICAL SUEVEY OF THE TERRITORIES. 



MEANS OF ACCESS TO THE YELLOWSTONE NATIONAL PARK BY RAIL- 

 ROADS. 



Sir : As the park will soon become an object of general interest, and 

 be the resort of thousands of visitors, the question of proper and con- 

 venient access is of great importance at present. A journey by wagon 

 from the Central Pacific or Northern Pacific liaih^oads would prove long 

 and tedious ; we must, therefore, look for a raih^oad to carry tourists 

 within a much shorter distance from the park, allowing, if any, but one 

 or two days' journey by wagon. A project for such a road has already 

 been conceived, but encountered pecuniary difficulties sufficient to im- 

 pede its immediate construction. As this line would become the main 

 route connecting the Central Pacific or Union Pacific Kailroad with the 

 ISTorthern Pacific Eailroad, and also furnish the best means of reaching 

 the land of wonders, a few detailed remarks in regard to distances and 

 elevations will show its entire practicability. 



Branching off from the Central Pacific Railroad at Corinne, Utah, 

 the line would run up Malade Valley with a very gradual and regular 

 ascent toward the north, cross the divide from Salt Lake waters into 

 Pacific waters, with a grade of not more than 100 feet per mile, follow 

 down Marsh Valley to the Port Neuf Eiver, and wind with a grade of 

 less than 30 feet per mile into the open and flat country west of Fort 

 Hall. The distance from Corinne to this point would not exceed one 

 hundred and twenty-five miles. It would then take a northeasterly 

 course for about sixty miles and cross Snake Eiver at a point about 

 five miles east of the mouth of Henry's Fork. This country being gen- 

 erally level, the question of grade could not be of interest. From that 

 point the route would be unquestionably taken toward the north-north- 

 east, following up the valley of Henry's Fork to the lake near its source, 

 where it would be two hundred and thirty-five miles from Corinne. 

 Thence crossing the very low divide in Raynold's Pass at about 50 feet 

 per mile into the Madison Valley, it would follow it down to the settle- 

 ments of Montana and connect with the Northern Pacific Eailroad. 



From points along this line either wagon or rail roads can be built 

 with no unusual expense to all the principal parts of the park, and I 

 will now endeavor to give as detailed a statement of the most i^ractica- 

 ble lines as a general reconnaissance of the ground will i^ermit. This 

 railroad would give access to the park from the south and west. The 

 country east of the park appears to be unfitted for approach by roads, 

 as the Big Horn and Win<J Eiver Mountains form a continuous, steep, 

 and rough barrier. 



The principal objects of interest within the limits of the park to be 

 reached by roads are the Geyser-basins, the Yellowstone Lake, with 

 Mount Sheridan to the south, and the Grand Caiion of the Yellowstone, 

 including the Falls. Mammoth Hot Springs can be passed on a line of 

 a northern approach from Fort Ellis, which has been examined by Mr. 

 Gannett. As these points are all situated on the Atlantic slope, and 

 the proposed railroad from Corinne to Montana is in the valley of 

 Henry's Fork, which drains into the Pacific, and where we intend to 

 branch off, it will first be necessary to examine the i:)asses over the main 

 Eock}- Mountaiu water-shed. There is in the southern part of the park 

 a very flat, open pass, if at all deserving that name, situated between 

 Lewis and Yellowstone Lake, which can be crossed with a grade of only 



