CASCADES AND LINE OF SNOQUALME PASS. 
183 
From Wallah-Wallah to Seattle there will be but ten streams of any consequence to bridge; 
these bridges will not be of great length, nor will their construction present any unusual diffi¬ 
culties. As a matter of course, there are a number of rivulets to be bridged. It is unnecessary 
for me to enter upon the discussion of a question so generally understood as the economy of 
low grades and short tunnels, both as to the construction and subsequent use of a railroad ; 
neither does it come within my province to consider these passes as to their positions with respect 
to the general line from the Rocky mountains westward, whether crossing by the South Pass or 
to the north of it. Having stated what I know about them, I have merely to consider their relative 
merits with regard to the physical obstacles presenled by each. 
I am of the opinion that the Yakima Pass is barely practicable, and that only at a high cost 
of time, labor, and money. 
The Columbia River Pass is not only undoubtedly practicable, but is remarkably favorable. 
I see no reason to believe that an equally good one can be found anywhere through the Cascade 
range, or the Sierra Nevada; and have no hesitation in pronouncing it to be, by far, the best from 
45° 30' to 49° north latitude. The question is, after all, reduced to a choice between the shorter 
line, high grades, a very long tunnel, and almost certain difficulty from the snow, in one case ; 
and the longer line, low grades, little or no tunnelling, and no trouble from the snow, in the other. 
I prefer the latter. 
The main Yakima Pass giving quite a direct line from the mouth of Snake river to Seattle, it 
would be desirable that an instrumental survey should be made of it, as well as of the Columbia 
River Pass, should any more railroad explorations be made on this line. I have mentioned Seattle 
as the proper terminus of the road, whether it crosses the mountains by the main Yakima or by 
the Columbia Pass. This place is situated on Elliott bay, and is by far superior to any other 
harbor on the eastern shore of Puget sound—I mean here, by Puget sound, the sheet of water 
made up of the sound, properly so called, Admiralty inlet, Bellingham bay, &c. 
Seattle is the nearest to the Straits of Fuca. It is easily entered with any of the prevailing 
winds, is secure from heavy seas, and has a most excellent holding-ground of blue clay, and 
good depth of water—thirty fathoms. The banks are suitable for a town; the deep water 
comes so near the shore that but very short wharves will be required. Semi-bituminous coal 
has been found within fourteen miles by water up the D’Wamish. The harbor can be defended 
by permanent fortifications. 
Next to this place, Steilacoom is the best terminus on the eastern shore: it is not so accessible 
from the straits; it affords a fciir harbor for large vessels; and the “Narrows,” which cover 
this harbor, are more easily defended by permanent works than are the approaches to Seattle. 
The examination of the passes of the Cascade mountains was necessarily limited to a hasty 
reconnaissance, for the reason that that range was almost wholly unknown—in fact, nothing what¬ 
ever was known of the portion north of the Yakima Pass; and as I was under the necessity 
of completing the examination as far as the northern limits of our territory, I had no choice, but 
to ascertain, with the least possible delay, the most important facts with reference to each pass, 
and then push on in search of others. 
I am, sir, very respectfully, your obedient servant, 
geo. b. McClellan, 
Lieut. Engineers and Bvt. Cq,pt. U. S. A., 
Commanding Western Division of Survey. 
Governor I. I. Stevens, 
Chief of Northern Pacific Railroad Exploration, fic. 
