Reports of explorations and surveys, to ascertain the most practicable and economical route for a railroad from the Mississippi River to the Pacific Ocean: Vol. 1, Pt. 2

LIST OF MAPS ACCOMPANYING REPORT.
36. Report of the meteorology of the route, by Lieut. C. Grover, U. S. A., from Fort Benton to
Wallah-Wallah.
37. Report of Mr. Tinkham of the snows of the Rocky mountains in November, of the Bitter
Root in December, and of the Cascades ii) January, 1853.
38. Letter of the Hon. H. M. Rice, and extracts from letters from Hon. H. H. Sibley and A. Cul bertson, Esq., as to the winter climate of the region extending from the Mississippi river to
the base of the mountains.
For much additional information in regard to snows, see the several reports of Lieut. Mullan.
J.-INDIAN AFFAIRS.
39. Report of Mr. George Gibbs to Capt. McClellan on the Indian tribes of the Territory of
Washington.
40. Report of Lieutenant John Mullan, U. S. A., on the Indian tribes in the eastern portion of
Washington Territory.
41. Reports of Mr. James Doty on the Indian tribes of the Blackfoot nation.
42. Report of Mr. J. M. Stanley's visit to the Piegan camp at the Cypress mountain.
The following maps accompany this report:
1. General map: scale, 6o o loo ooo; showing the connexion between the route explored and exist ing roads, and the routes still requiring examination to determine the best route, and itscon nexions with the routes to the south, with a comparison of the profiles of the route by the
northern passes, and of the South Pass, by Mr. John Lambert, topographer.
2. General sketch of the routes explored: scale, T 2oo-o; three sheets, by Mr. John Lambert,
topographer of the expedition.
3. Map of the Cascades: scale, 4 Olo o o; by Lieutenant J. K. Duncan, U. S. A., under the orders
of Captain George B. McClellan, corps of Engineers.
4. Map showing the several barometric profiles, with comparisons of such as come into com petition.
5. Sketch of the tunnels required on the several lines.
The result, therefore, of the year's exploration, has been to establish the practicability of the
northern route; but it is not believed that the best route has been ascertained; and it is known
that only the materials have been collected of a very general estimate of the cost of the road.
Ah approximate estimate can be made by throwing the whole distance into parts, having a common character, referring them to similar roads in the States of which the cost is known; and
thereby, by making a proper allowance for the changes of circumstances, as the increased price
of labor, and the expense incident to operating on a long line, and in a new country, arrive at the
cost of the road.
It is important, however, that the field should be extended to embrace all probable routes, that
the best route should then be selected, and that detailed instrumental surveys be made, to ascertain the cost and determine the best plan of construction.
The greatest western development of roads is now in Missouri and Iowa, two roads being
under construction in the former, and one in the latter State, extending to their western boundaries; and an additional road being projected, and soon to be placed under construction in Iowa,
from Rock Island to Council Bluffs, and connecting with the road on which the cars now run
from Chicago to Rock Island.
Roads are also extending from Chicago and Milwaukie to points on the Mississippi, from Rock
Island to St. Paul, and to the Fond du Lac of Lake Superior and Green Bay.
An examination of the maps will show that, if the Black Hills are practicable for roads, the
Hell Gate passes are in most admirable connexion both with the roads of Missouri and Iowa,
say at Council Bluffs, and with the roads from the Great Lakes, moving through Minnesota and
centering in the grand plateau of the Bois des Sioux.
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