Mullan Report Summary
Mullan Report
2-37 Mullan’s summary of the Expedition as a whole
This is Captain John Mullan’s final report on the construction of the military wagon road extending from Fort Benton on the Missouri River to Fort Walla Walla near the Columbia River in Washington Territory. The exploration and survey began in 1858 and ended in 1862. Mullan begins this section of the report with a summary of the exploration that Governor Isaac Stevens and he began in 1853.
Exploring the territory along the Missouri River was easy in 1853, until the party reached the Bitter Root and Rocky Mountain ranges. With winter coming, supplies dwindling, and Governor Stevens’s need to continue his westward journey to Olympia, he decided it was prudent to leave a small winter party in the mountains. Mullan was assigned to this party to continue the exploration and gather necessary information. This expedition was instrumental in drawing a geographical overview of the new territory. However, creating a wagon road, preliminary to the construction of a railroad, entailed a more detailed exploration of the mountain passes, rivers, streams, and prairies in 1858.
Mullan examined the Clark Fork River for a northern route through the Cabinet Mountains and along the Pack River. He suggests that a route could be “easily and economically constructed.” However, Lake Pend d’Oreille would rise ten to fifteen feet in the spring, curtailing any and all travel in the area.
The Indian guide known as Aeneas, heard of a pass through the Bitter Root Mountains and Mullan attempted to discover the route with the help of the fathers at the Coeur d’Alene mission. The fathers at the mission were unable to provide any information on the location of the route and the Indians camped at the camass grounds were unwilling to help. Instead Mullan decided to explore the Coeur d’Alene and St. Regis-Borgia valleys more closely than he had done in 1853-4.
Both Mullan and Stevens had seen the potential of these valleys as a practical route for the road, even though there would be much work involved in clearing a road. The shorter distances and more direct route made it a favorable choice. Mullan states, “from this, therefore, dates the period and reasons why the Coeur d’Alene Pass route was looked forward to, both by Governor Stevens and myself, for the ultimate location of our route; and as the War Department possessed no other knowledge of the country it was natural that they should do as they did, viz: indorse our joint views….” (6) Mullan realized in 1858, that there is one element that they did not take into consideration – climate.
Because the Clark’s Fork route and the more southerly St. Regis-Borgia route were at approximately the same elevations, they assumed that the weather would be more severe during the winter along the northern route. All the explorations that were done in 1853-4 were done in the spring, summer, or fall; never in the winter. In 1858, Mullan noted the mistake, stating, “our later examinations have developed this marked and most important fact, that as you go north in this Rocky Mountain region within certain limits, that the climate is milder, the snow less deep, that horses can travel all winter, and the general characteristics of winter are all less severe; and that there does exist a zone or atmospheric river of heat in that region…” (6)
The War Department would not appropriate any more funding for the proposed road in 1854 for lack of justification; but, in 1857, the army’s 4th and 6th infantry units moved further west, justifying the road. Mullan states, “during this interval the subject of overland communication had grown in importance…” (7) Expanding mail delivery in the west, the Mormon disturbances, and the increased need to supply the army brought the need for military roads to the forefront. The Indian uprisings along the Columbia River in 1855 and 1856 underscored the need to supply large armies in the region and once again Mullan was sent to the Northwest to begin a road survey.
When Mullan arrived in The Dalles to begin outfitting his party of engineers, word of Col. Steptoe’s defeat arrived. Mullan offered his services to Col. Wright, who was preparing to march north in retaliation. In this manner, Mullan planned to explore and note, first hand, the topographical features of the area along the way. What he knew of the region was from maps, charts, and from others who had traveled the route.
After the successful campaign with Col. Wright’s command, Mullan again turned his attention to the road. He realized he needed more time and more men to explore the route through the Bitter Root Mountains. He again went to Washington D.C. to plead his case and with the help of Gov. Stevens, now a territorial legislator, an appropriations bill of $100,000 was made law. (9)
Mullan organized his party of explorers and his escort was increased by one hundred men as he marched toward Ft. Walla Walla from The Dalles. The selection of routes was based on low water levels and the abundance of wood and other building materials. The route was surveyed and a line of levels was laid with rough grading being accomplished along the way. Numerous bridges spanned the rivers and streams, built with timber from the forests and stone found nearby. After reaching Ft. Benton, Mullan planned to cut stumps level with the road, comprising the work for the next summer.
Maps, charts, and drawings were completed and astrological and meteorological information was collected. Mullan’s object for 1860 was to successfully move military stores and men by the Missouri and Columbia Rivers.
Major Blake arrived in Ft. Benton with three hundred recruits due to travel west along the road. Mullan planned to stay far enough ahead of the company to make any repairs or adjustments the road might need. Major Blake’s command successfully made the trip to Ft. Walla Walla in fifty-seven days without any accidents along the way.
Because of the unrest and the Civil War in the states, Mullan began to see emigrants heading west along the road. He states, “the safe passage of these emigrants during this season proves the value of this line for emigrant purposes, and will yet cause it to stand in competition with other lines across the continent.” (36)
When Mullan arrived at Ft. Walla Walla, he disbanded his expedition and auctioned off all remaining supplies. He had completed a 624 mile road across the west for a total cost of $230,000. “Suffice it to say, we succeeded to our own satisfaction in accomplishing the full object of our mission, and those who by their cheerful aid lent me their co-operation have here my most heartfelt thanks.” (36)
37 General Division of Route
In describing the route, Mullan divides the entire 624 miles of the road into very general descriptions of the terrain. The first one hundred and eighty miles was “open, level or rolling prairie.” The next section was “one hundred and twenty miles, densely timbered mountain bottoms; next two hundred and twenty-four miles, open timbered plateaus, with long stretches of prairie.” Halfway between Fort Walla-Walla and Ft. Benton were the Rocky and Bitter Root Mountains. He notes that only the highest elevations gave him any real difficulty.
37-40 Itinerary of Route
In this section, Mullan provides a day by day travel guide for anyone who desired to follow this road. He includes the precise distance between camps, a description of the terrain encountered, and road conditions. Perhaps the most important information is his account of the amount and type of supplies to be had at each camp site. He lists amounts of wood, water, and grass. In some instances he suggests bringing wood from the last camp as the next one would not have enough.
For the eleventh day, he lists the charges for the ferry crossing at the Spokane River. Mullan advises swimming any loose stock across the river or ferrying “if preferred.” He also notes that the river is fairly shallow at the ford eight miles above the ferry.
He ends this chapter with a warning for “all parties traveling with wagons to avoid the Big Coulee” because of a lack of water at that spot.(40) Mullan suggests the number of day’s travel it would take for each configuration of traveler; those with pack mules could complete the trip in only thirty-five days, while those with loaded wagons could make it in fifty-five days.
40-41 Recommendations for Travelers
Capt. Mullan advises travelers, who are steaming to Fort Benton, to purchase a “light spring covered wagon, two or four sets of strong harness” in St. Louis and their oxen when they arrive at Fort Benton. His list of provisions includes such items as, “a small kit of good strong tin or plated iron mess furniture; kettles to fit one in the other, tin plates and cups, sugar, coffee, or tea, bacon, flour, salt, beans, sardines, and a few jars of pickles and preserved fruits.”(40) He provides suggestions for provisioning ten men for fifty days, and suggests that the amounts be changed for the number of men and the amount of time they will require.
Mullan’s experience on the road is evident as he explains in detail the type of pack saddle and harnessing used for pack mules. His affinity for his animals is evident as he suggests having the animals shod on the forefeet, at least, and warns not to over burden them with heavy or unbalanced loads. He also suggests their workday should only be from sun up to about 2 p.m., allowing the mules to cool down before their pack saddles are removed.
His final words of advice for those using pack animals, “Never maltreat them, but govern them as you would a woman, with kindness, affection, and caresses, and you will be repaid by their docility and easy management.” (41)
41 Advice to Emigrants by this Route
For emigrants heading west, Mullan offers a little encouraging advice for taking various routes from the upper Mississippi area. Supplies were available at Fort Union, Fort Benton, the mouth of the Yellowstone River and many other locations. He suggests that anyone traveling the central route across the plains could travel through Fort Laramie and Fort Hall to Deer Lodge, and connect with the Mullan road to the west. He notes that the route had never been graded or worked, but was deemed practicable in an exploration in 1859 and 1860, relating, “it passes through a beautiful, easy, and interesting region.” (41)
41-43 Agricultural Lands
The largest piece of potential agricultural land along the route was in the Walla-Walla valley. The weather was milder there, and a lack of frosts made it possible to grow grapes, peaches, and tobacco in addition to other crops such as corn, oats, barley, spring and autumn wheat and many varieties of vegetables. Mullan suggests that several good tracts of land are to be found along the Palouse for farming; however, he says “the absence of timber is an impediment.” He continues by pointing out other small, more protected areas that would be good for farming. “Several small bodies are found along both banks of the Spokane; near the Foot Hill several farms are already under culture.” (42)
Mullan sees the valleys of the Coeur d’Alene and St. Joseph’s rivers as excellent farm land, if they can be drained. He estimates that the rich soil is approximately six to eight feet deep and is “as black as coal.” By 1863, the Deer Lodge valley, consisting of fifty to one-hundred and fifty square miles of good agricultural land was already under cultivation.
Mullan discusses his experiment of sowing grass seeds along areas of the St. Regis-Borgia and Coeur d’Alene rivers in areas where there are good camping sites but where the grass is sparse. He ends his section on agriculture with the hope that these seeded areas will supply future immigrants traveling the road.
43-44 Grazing Capabilities
Because of the abundance of thousands of acres of wild bunch grass found between the Columbia and the Missouri rivers, growing eighteen to twenty inches high, Mullan predicts that there will be a vast area dedicated to raising sheep and resulting in a huge wool industry. “I believe it to be an ordination of Providence that as the buffalo that now blacken the western plains by their shaggy coats disappear with the red man, whose sustenance they now are, their place will be supplied by the silvery fleeces of millions of sheep tended by white men, which this region is capable of sustaining.”(44) He foresees large cargoes of wool from grazing animals, and gold from western mines being shipped back to the east as a “natural tribute to our national wealth.”
44-45 Mineral Wealth
Mullan discusses the number of gold discoveries made in Washington Territory since 1858. He mentions the discoveries in Wenatchee, Nachees, Okinagen, Simalkameen and Clark’s Fork which were brought about by the miners heading for the gold fields in British Columbia. Shortly thereafter the Nez Perce gold mines were found and the onslaught of miners pouring into the region brought about the Salmon and Powder River discoveries. Rich deposits of gold were located in eastern Oregon. Miners coming from St. Louis to the gold fields at Deer Lodge, discovered the Prickly Pear gold mines enroute.
Mullan expresses high hopes for the northern route of the Pacific railroad in light of the activity and optimism shown by hundreds of miners and settlers pouring into the Pacific Northwest. Steamer traffic on the rivers increased as other important ores were found in the region: “red hematite iron ore, traces of copper and plumbago are found along the main Bitter Root. Cinnabar is said to exist along the Hell’s Gate,” and, “coal is found along the upper Missouri….sulphur is found on the Lo-Lo Fork and on the tributaries to the Yellowstone.” (45)
Mullan believes that the Rocky Mountains from Mexico to the northern border contains wealth in silver and gold and retains its same geological characteristics the entire distance; rich deposits were being found at the same altitudes along the entire range. This, he says, continues in the coastal ranges from the Sierra Madres into the Cascade range. He appears adamant that the Pacific railroad must be built in proximity to these deposits to add “trade, travel and wealth to its every mile when built.” (45)
45-46 Building Material
Building materials, such as stone, timber and limestone, were found primarily in the mountainous areas, with an abundance of “white and red fir, and white and yellow pine…” Oak was found along the coast, as far east as The Dalles, but was considered too inferior to be used in building. Mullan appears surprised that, “we have no hard woods in this region, and, indeed, nearly all the hard woods used in California and Oregon are shipped around Cape Horn.” (46)
Stone for building purposes included red sandstone, and slates. Gray sandstone was used for grinding stones, and scythe-stones. Limestone and sand could be found along most rivers.
46-48 Rivers and Water-courses
Mullan enthusiastically describes the route as “one continuous line of water- courses, one of the chief recommendations of which is that not one is alkaline; but the water is of a delicious purity.” (46) He sees this as highly advantageous to settlers bringing large herds of stock from the east.
His optimism for the success of steam navigation on these waterways is evident in the discussion of both light and heavy draught steamers then plying these waters. He links this success and any future economic feasibility of steam navigation, however, with the necessity of continuing success in the gold fields of the Snake River region.
Mullan describes the possibility of a canal being built from the Clark’s Fork River to Pend d’Oreille Lake, and from there to the Spokane River. This would provide steam navigation for another eighty miles; and further link its economic success to the success of gold mining in that region. He considers the Clark’s Fork River to be the most important in the area because of its rafting advantages, and because it is the middle fork of the Columbia River fed by both “the Flathead River from the north, and the Bitter Root from the south.” (47)
At this time steamers ran only from St. Louis to Fort Benton, but Mullan feels that they could travel another forty miles to a portage point above the Great Falls. This would involve only fifteen miles of portage to enter the river just below the mouth of the Sun River where the Missouri again becomes, “clear, bold, and placid.” (48) Mullan’s description of the Great Falls is poetic, yet technically precise: “The water, the rock thinly veiled in foam, the high, bold banks, the wildness of the scene….constituted a picture worthy the pencil of the artist and the toil of the tourist.” (48)
He notes that the Columbia River is the only river in the Rocky Mountains to make its way to the Pacific Ocean and is adamant that the region between the 44th and 49th parallels possess natural water courses as no other region west of the Mississippi.
48-49 Mountain System
Mullan discusses early erroneous maps of the Rocky Mountain range showing the main ridges of the mountains trending roughly Northwest to Southeast. He corrects this error by describing the deviation from the right angled ridges at the head of Deer Lodge valley and continuing around to a “re-entering angle” in the Big Hole valley. He predicts that this area will become important in mining and agriculture.
He declares that the Rocky Mountain’s lowest passes are to be found between the 42nd and 48th parallels.
49-51 Indians Along the Road
John Mullan lists the Indian tribes living along the proposed route. He gives details and characteristics along with his impressions of each tribe, noting on which reservations they might be placed.
His description of the Palouse Indians is particularly interesting as he sees them as “miserable creatures,” living only by fishing. He does not believe that they do any farming; “the absence of any great amount of farming land in their country has always possibly prevented them from attempting it.” (49) Mullan suggests that they be placed with the Nez Perce Indians on the Nez Perce reservation.
He views the Spokane Indians as superior to the Palouse tribe. They are fishermen and do some farming, living along the Spokane River and at other times on the Spokane Plains. Mullan feels that this tribe could be removed to a reservation near Ft. Colville, and placed with the Colville Indians.
The Coeur d’Alene Indians are fishermen, hunters, farmers and own cattle and horses. Mullan believes they should be moved to the Flathead reservation.
The Flathead Indians are considered by Mullan to be the friendliest and most accommodating. He says, “they own great numbers of horses and cattle and farm more than any other of the tribes.” (49) They have land set aside for their reservation but have never gone to live there, preferring, instead, to live in the St. Mary’s valley.
He sees the “mountain” Nez Perce as an annoyance to everyone. They live with the Flatheads, and Mullan thinks they should be made to live with their own tribe or incorporated with the Flatheads. “They are generally disaffected, and cause much trouble and disturbance in the country.” (50)
The Blackfeet are considered “rich in horses and wives,” being both polygamists and, allegedly, horse thieves.
Mullan considers Washington Territory’s Superintendent of Indian Affairs, C.E. Hale’s system of educating Indian children at an early age, the only way to save any of the area’s tribal members. He feels that overseeing the Indians should be turned over to the War Department, so that “the hand that rewards should be the one to punish when needed,” thereby creating a more consistent management of the Indian. He also suggests smaller agencies and more sub-agents so that superintendents are not overwhelmed with duties and can spend more time on reservations.
51 Population
The white population of Washington Territory consists of Americans, French and other immigrants estimated at approximately 10,000. Mullan is encouraged by the numbers of whites coming into the region from the east by way of the Missouri River and from California.
His list of the various occupations includes farmers, miners, transporters, merchants, and the mechanic arts. Centers of population in this region are Walla-Walla, Lewiston, Deer Lodge, Hell’s Gate, Beaver Head, Big Hole, Bitter Root and Prickly Pear. The Walla-Walla Statesman and the Lewiston Golden Age are the two leading newspapers of the area.
51-53 Catholic Missions
Mullan says there are three Catholic missions established along or near the road; one among the Coeur d’Alene Indians, one among the Pend d’Oreilles and Flathead Indians and the third among the Blackfeet.
The missions included the main church building and several smaller buildings to house priests, supplies and other necessities. All labor was Indian labor, and any goods they could not make themselves were purchased from a small fund known as the “propagation of the Catholic faith fund.” The Jesuit fathers endeavored to teach both the word of God and farming practices to enable Indians to become more self-sufficient among the growing white population. Mullan notes the Indian’s “only salvation is to be removed far, far from their [white] presence. But they have been removed so often that there seems now no place left for their further migration..” (52)
The Coeur d’Alene mission was run by Fathers Joset and Gazzoli with the help of three Brothers, Francis, McGuire, and Campapiano. Mullan relates that the mission is situated on a “beautiful site” and to many weary travelers is like a “St. Bernard in the Coeur d’Alene mountains.” (52)
The Pend d’Oreille was run by Fathers Minetrey, Louis Vera Cruz, and Grisi along with two Brothers. The mission was located on Mission creek just above the Jocko reservation.
The Blackfoot mission was located on the Sun river, but was just a rudimentary site that was abandoned. The mission was moved to the site of Old Fort Campbell situated above Ft. Benton. Mullan notes that plans are underway to establish a permanent mission above Ft. Benton on the Marias river, where the climate is milder and and the soil is better.
Mullan offers his appreciation of Father de Smet’s efforts among the natives of this region and notes the copious geographical and statistical information gained from him in their own efforts in exploring the area.
53-55 Climate, Snow and Cold
Mullan states that the climate of the northern Rocky Mountains and the plains on either side of their base is poorly understood and exceedingly misrepresented. He explains that the region between the Deer Lodge valley and Ft. Laramie is a mild region in winter and has been the traditional winter hunting grounds for many of the Indians of the northern plains. He attributes the varying altitudes in the Rocky Mountains and the existence of numerous hot springs, geysers and coal fields as the reason for affecting the climate and creating an “atmospheric river of heat.”
This river of heat, according to Mullan, extends from the Clark’s Fork river to Fort Laramie and varies “in width from one to one hundred miles.” (54)
55-56 Present Wants of the Country
Mullan invites Congress to look carefully at his recommendations for the area he surveyed for the road. He explains the best ways to establish mail service, telegraph communications, and even a branch mint to serve the needs of the new and growing region.
Perhaps the most important aspect of this section of the report is his insistence upon the establishment of military depots to supply the companies of soldiers he feels are necessary to protect emigrants. “In this region are near fifteen thousand Indians, and these posts are needed to guard the emigrant lines that here fork, and over which travel will pass every season, as well as to protect the hundreds of miners and farmers there found.” (55)
In addition to the numerous companies of soldiers billeted throughout the region, he also states that the “Indians should be concentrated as much as possible.” He advocates the establishment a Rocky Mountain superintendency to oversee all the tribes in the eastern region, which include the Crow, Blackfeet, Snake, Bannock, Flathead, Pend d’Oreille, Kootenay and mountain Nez Perce tribes. The establishment of a Columbia River superintendency would oversee all tribes between the Rocky Mountains and the Cascades, “from the 49th parallel to Utah.”
56-60 Railroad Data
Mullan relates that one of the most important aspects of creating the military road from Ft. Benton to Ft. Walla Walla was also to collect extensive data for a railroad line. The line would begin in St. Paul and travel the Columbia Valley to the Pacific Ocean.
Even though former Governor Isaac Stevens originally recommended that the railroad be located along the Big Blackfoot and the Coeur d’Alene valleys, Mullan contends that this route would be extremely expensive to build and unusable many months of the year because of heavy snow levels. Stevens examined the areas twice, once in the fall and then again in the summer months. According to Mullan, Stevens would have altered his opinion of the route had he been able to explore it in the winter months.
Mullan’s enthusiasm for the Hell’s Gate and Clark’s Fork route further north is apparent as he relates details of the mild climate. He proposes to follow the Missouri River west from Ft. Benton to Three Forks, up the Jefferson River valley across the Rocky Mountains to Deer Lodge Valley, follow along the Hell’s Gate to the Clark’s Fork River, across Lake Pend d’Oreille to the Spokane River, down the Snake River and from there along the Columbia to the Cowlitz River. From the Cowlitz River, he proposes a trunk line to be built north to connect the Puget Sound.
Mullan’s choice of route is longer by about 300 miles than Stevens’s, but he justifies this extra distance by not having the expense of tunnels. In addition, the route would pass near mining regions and areas of potential settlement along a continuous line of waterways.
He further suggests that another advantage to this route would be an easy connection at Ft. Laramie, Wyoming, to the Central railroad route being proposed from the Missouri to California, possibly saving seven hundred miles of railroad construction. He also suggests a branch line from the Great Salt Lake to the Columbia River saving even more time and money in railroad construction by avoiding the Mountain passes west of Ft. Benton.
His interest in promoting the route he has explored between Ft. Benton and Ft. Walla Walla is evident: “For myself, I have never ceased to place special stress upon the advantages presented by the Columbia and Missouri rivers, navigable, as they are, to their sources in the Rocky Mountains, and within a few miles of interlocking with each other, thus offering every facility for the rapid and cheap construction of a road along their borders.” (58)
60-63 Review of the Pacific Railroad Project
The necessity of building one main railway across the north American continent to link the United States with newly acquired territory in the west was a problem many in mid-nineteenth century America struggled with.
In reviewing the Pacific Railroad Project, Mullan brings several questions to the forefront. He discusses the need to be able to transport military men and supplies to California quickly and efficiently. “It is well known, in these years of revolutions and counter-revolutions, that the United States of North America had become an object of suspicion and of dread to older and less progressive nations. In the event of war with one or more of the great powers of Europe, California could not be defended against aggression by the means then within the command of the general government.” (62) He feels that, in light of new science and technical advances, a military road to California is not enough.
Mullan discusses how involved the government should become with private individuals and companies in funding a “Grand Trunk” railroad. Noting that private individuals are not always involved merely for patriotism, he sees the needs of pioneers merging with “claims of the capitalists of the eastern cities.” (63)
63-67 Different Systems of Railway Construction
Mullan explains the English system of railway construction. This system entails “the use of credits, bonds and mortgages, and by a brokerage over a basis of land grants,” to build one hundred mile sections. The English system changed over time with the railroad building techniques in New England, to be less costly and just as effective.
The difference of building the railway to the Pacific, more than any other built in the United States, was the vast uninhabited spaces along the way. What became known as the American system was more cost effective because only the most necessary materials and equipment to open the way were used. The revenue that would be gained in the beginning was located at its terminus on the Pacific coast. There was literally nothing developed along the route, because of this, only the basics were put into place for purposes of transport and military usage.
The “open construction account” was the way by which a railroad could operate without heavy liabilities and costly equipment from the beginning. Mullan states that this system of funding was not popular with speculators who set their sights on larger sums of public money and coercing the government into building a more expensive and permanent railroad in the beginning. However, he is adamant that the most important elements necessary in building a cost effective railroad are to build near areas being settled or “by prior extension of a pioneer or preliminary railroad.” (65)
67-68 Routes
In this section, Mullan discusses the merits of the various proposed routes for the transcontinental railroad. He compares the southern and northern routes, describing fevers and disease along the southern most route and frost and heavy snows for the northern route. Mullan then declares the southern route as “beyond the field of the present report,” and focuses on the possibilities seen with the northern route.
Mullan contends there is merit in a main line extending from the central section of the western edge of the United States to California. From this main line a branch line could be built northwestward toward the Puget Sound from the Great Salt Lake in Utah. This would not only serve the commercial needs of the people along the Pacific coast, but also enhance the defense of the United States.
69-70 Construction of That First Section of a Pacific Railroad Contiguous to the States, the Initiative or Preliminary Step Towards the Earliest Practicable Consummation of the Whole Undertaking.
Instead of having a lengthy debate over how much funding Congress should appropriate to build a two thousand mile railroad across the country, Mullan suggests that the road need only be built in sections. He realizes that the great argument against this method in approaching railroad construction is in the difficulty of selecting the right route. He feels that it is a needless argument when all that must be considered is to choose the route “on the constitutional grounds of the cheapest and earliest consummation of the military defence of the Pacific possessions by overland railways.” (69)
The first section, in Mullan’s estimation, should begin at the Missouri River near the mouth of the Platte River. All supplies could be steamed up the Missouri River, making construction faster and cheaper. Many parts of Mullan’s route would be traversed by navigable rivers, leaving short distances to be covered by stretches of railroad.
70-72 The Credit System of Construction
Mullan sees the credit and land grant system of railroad construction full of the possibilities of corruption. He cautions against the dangers of using these systems. Mullan admits to being at a loss of understanding why these systems should be used; they were originally needed only when the government lacked funding and perpetuate the creation of monopolies. He feels the Pacific railroad, because of the immensity of such a national project, would fall victim to an even greater and more powerful monopoly. He states that, “the land grant system should be applied to the Pacific railroad undertaking with great caution.” (72)
Mullan urges, “the construction of the first section of the preliminary road on the constitutional grounds of military defence.” (72)
72-74 How the Cash System of Construction Might Be Applied
Mullan maintains that since the railroad will be built primarily for military defense, the government should fund and oversee the project with military engineers. This would expedite construction and help prevent speculation by private contractors.
He suggests that the contract for the first five hundred mile section should be concluded in three years and calls for “a laid superstructure, capable of sustaining the tread of a first class locomotive engine at a speed of 20 miles per hour, should be provided with simple working equipment, turnouts, and watering stations before any payment is made to contractors.” (73)
Mullan predicts the first section to be highly profitable as an outlet and carrying line of the Pacific railroad over the central route, but specifies that the route should remain in the control of the legislature, and that any and all speculation should depend only on the best engineered route for the line.
74-76 Branch Line From Puget Sound to the South Pass
Seen as the northern branch of any central railroad, the line would run eastward from Puget Sound in the Pacific Northwest, southeast across the Columbia plain to Ft. Boise. From Ft. Boise it would run through the Snake River valley to the plains of the Great Basin. Mullan sees little difficulty in creating a preliminary line with a more permanent railway bed created in areas of rougher terrain after the line is in service.
76 Blue Mountain Range, as Connected with Above Description of Lines
The exploration of the Blue Mountain Range is given a very careful examination by Mullan. He deems the area impassible for the railroad, choosing instead, “the extreme northern passage of the great valley of the Snake for a preliminary railway.” (76)
76-77 In Reference to the Selection of a Terminus at Puget Sound, First Section of Line
Mullan relies on General George B. McClellan’s examination of the areas in Puget Sound and his estimate of Seattle as the best possible location for the terminus of the railroad regardless of which route the line took over the Cascades. McClellan saw Elliot Bay as “nearest the Straits of Fuca, easily entered with any prevailing winds, secure from heavy seas, has a most excellent holding ground of blue clay, and a good depth of water—thirty fathoms.” (76-7)
77 From Vancouver to the Dalles of the Columbia, A Distance of Ninety Miles.
Mullan sees this as “a severe and costly section, requiring the experience of first class engineering faculty for proper reduction at reasonable outlay.” However, there is plenty of clay for brick and stone for rubble work, and timber, “suitable for tressel work” is within close proximity.
77 From The Dalles of the Columbia to Snake River, Near Fort Boise – General Approximation of Facilities for Railway Construction over Whole Division
Mullan states, “the western portion of this section affords fair opportunity for railway construction at reasonable cost.” (78) However, the area is sparse in timber for construction, but Mullan contends the timber in the surrounding vicinity can be easily transported over a preliminary road built for the purpose. The changes in level terrain are “very gradual and occur in broad terraces of many miles in extent, gradually rising toward the eastern mountains.” (78) Building stone and clay are seen as plentiful from The Dalles to Fort Boise.
79-81 Connexion of Branch Routes, as Above Described, with the Various Central Routes to California
Mullan suggests a branch route be extended from the Great Salt Lake to the Puget Sound, connecting in Utah with the main and more central route from St. Louis to California. Depending upon which pass is used through the Rocky Mountains for the main route, the mileage of the branch route would vary.
79-81 Estimates of Cost
Mullan’s estimates of cost pertain to a line that has a Pacific terminus and extends from eastern lines which use the same gauge. The equipment would be of medium quality and, again, he underscores the construction of a preliminary line as the most effective solution to the earliest completion of a transcontinental line. As areas grow in population, more elaborate means of transportation can then be constructed for individual regions.
For each section, Mullan gives estimates of costs for equipment and labor at different levels of quality. He also lists seasonal conditions for various sections.
81-84 Continuation of Reconnaissance to Missouri River
Mullan considers the choice of using the South Pass or Bridger’s Pass through the Rockies one of the more interesting engineering decisions for the route of the central railroad. The question of which pass to choose is based on the preliminary road being completed in seven years and used primarily for military purposes.
The South Pass is higher in altitude, but is a reasonably flat plain. The drawbacks in this route involve a longer line, adding the expense of more rails. The route would also be hindered by heavy snows at least half of the year, because its overall elevation is higher than Bridger’s Pass. Mullan suggests building an extreme southern route to California for use during winter months.
He believes Bridger’s Pass is the more expensive route, due to its rougher terrain. It would require numerous excavations, side cuttings, and culverts for drainage.
Since time is the deciding factor, Mullan’s choice is the South Pass. However, he feels the ultimate decision should be left until later so as not to delay the start of construction on the first section.