The Yellowstone National Park Part 24

The canon in particular is as wonderful a bit of scenery as any mountains afford. It is every-where rugged, majestic and imposing, and there is no point in its twelve miles length that does not present a landscape deserving of the tourist's careful study. Mr. W. H. Weed, who has done much work in the Park, and particularly in this section, says of this valley:

"To the eastward Soda b.u.t.te Valley penetrates the heart of the rugged Sierra, whose high peaks rise in castellated forms. The visitor, disappointed perhaps in the mountain scenery of the Park, after traveling the usual route over the dusty roads of the Park plateau, will here find mountain views that are sure to fulfill his expectations, while the neighborhood is not lacking in curiosities that in another land would attract visitors from far and wide."[BT]

[BT] Fossil Forests of the Yellowstone. See Appendix E.

_Cooke City_ is a small mining camp just outside the north-east corner of the Park in the midst of the Clark's Fork mining district. It is of interest in this connection only on account of its notorious hostility to the Yellowstone National Park.

_Death Gulch_, reputed to exist in the valley of Cache Creek, is like Bridger's Gla.s.s Mountain, mostly a product of the imagination. It seems that some animals were once poisoned there, and that later, certain explorers, finding them, attributed their death to an escape of carbonic acid gas from the earth. The name has found its way into maps and reports of highest authority, but the object itself has no existence.

The _Hoodoo Region_ is near the head of Miller Creek just outside the original reservation, although within the Forest Reserve addition.

This mysterious region furnishes probably the most striking example in existence of the effects of erosion and wind action upon ma.s.ses of moderately soft rock. The region was discovered by miners in 1870, but was first explored and reported upon by Colonel Norris in 1880, who thus describes it:[BU]

"Nearly every form, animate or inanimate, real or chimerical, ever actually seen or conjured by the imagination, may here be observed.

Language does not suffice to properly describe these peculiar formations; sketches may probably do something, and photographs more, to convey a conception of their remarkable character, but actual observation is absolutely necessary to adequately impress the mind with the wild, unearthly appearance of these eroded Hoodoos of the Goblin Land. These monuments are from fifty to two or three hundred feet in height, with narrow, tortuous pa.s.sages between them, which sometimes are tunnels through permanent snow or ice fields, where the big-horn sheep hide in safety; while the ceaseless but ever changing moans of the wild winds seem to chant fitting requiems to these gnome-like monuments of the legendary Indian G.o.ds."

[BU] Page 8, Annual Report, Superintendent of the Park, for the year 1880.

Returning to Junction Valley, and following down the Yellowstone, the tourist soon arrives at the _Third Canon_ (the third above Livingston, the Grand Canon being fourth), which extends from the eastern limit of Junction Valley to the north boundary of the Park. Located anywhere else, away from the overshadowing splendor of the Grand Canon, it would become celebrated. Some of the views, particularly from the high ground north of Mt. Everts, overlooking by nearly 2,000 feet the vast chasm through which the turbulent river flows, are among the most impressive in the entire region.

From the immediate vicinity of the Third Canon, the road crosses the plateau of Black Tail Deer Creek to the valley of the East Gardiner.

The tour terminates at Mammoth Hot Springs.

PART III.--The Future.

CHAPTER I.

HOSTILITY TO THE PARK.

From what has been thus far set forth the reader can not have failed to observe how fortunate have been the events, both in prehistoric and in recent times, which have made the Yellowstone National Park what it is to-day. In the course of long ages Nature developed this region into its present attractive form, and filled it with wonders which will never fail to command the admiration of men. She placed it upon the very apex of the continent, and made of it an inexhaustible reservoir of water for a perennial supply to the parched and rainless desert around it. She interspersed among its forests an abundance of parks and valleys, where the native fauna of the continent, elsewhere fast pa.s.sing away, may find protection in all future time. With infinite foresight she made it unfit for the gainful occupations of men, so that every motive to appropriate it for private use is removed.

For many years after the white man first looked within its borders, a rare combination of circ.u.mstances prevailed to keep it from becoming generally known until the time had arrived when the government could effectually reserve it from settlement. Finally, since its formal erection into a public park, the same good fortune has attended it, in spite of many adverse influences, until it has become thoroughly intrenched in the good opinion of the people.

So fully has the experience of the past quarter century confirmed the wisdom of setting apart this region for public uses, that it ought no longer to be necessary to say a word in favor of its continued preservation. To most people it will seem impossible that there should be any one who would seek the mutilation or destruction of this important reservation. Unfortunately there are many such. No session of Congress for twenty years has been free from attempted legislation hostile to the Park. The schemes to convert it into an instrument of private greed have been many, and strange as it may seem, they are invariably put forward by those very communities to whom the Park is, and must ever remain, the chief glory of their section. It is a lamentable proof of the dearth of patriotic spirit that always betrays itself whenever the interests of individuals and of the public come into collision. Nevertheless it is a great satisfaction to know that this spirit of hostility is confined to an infinitesimal portion of the whole people. Excepting a few mine owners and their following, a handful of poachers, one or two railroad corporations, and a few greedy applicants for special franchises, the people of the country are a unit in favor of the strictest preservation of this great national pleasure ground. No better proof of this can be had than the fact that the Park has successfully withstood for so long a period every attack that has been made upon it.

It will not do, however, to a.s.sume that, because these schemes have hitherto failed, they will always continue to fail. Since they have their origin in speculative ventures, they will be put forward so long as they offer the least pecuniary inducement. The certainty of this, and the danger of their ultimate success, justify the a.s.signment of a brief s.p.a.ce to a consideration of this subject.

CHAPTER II.

RAILROAD ENCROACHMENT AND CHANGE OF BOUNDARY.

Nearly all of the enterprises that have been put forward in opposition to the true interests of the Reservation partake of the nature of railroad encroachment. Without entering into the merits of particular projects, it will be sufficient to explain in general terms the reasons why the government has always opposed them.

Railroads in the Yellowstone Park are objectionable because:

(1.) They will mar, and in places destroy, that natural condition which is one of its greatest charms. From the first it has been the wish of those who know any thing of the Yellowstone that it should remain as nature made it. The instructions of the Interior Department to the first Superintendent of the Park, two months after the Act of Dedication became a law, thus announced the policy of the government upon this subject:

"It is not the desire of the Department that any attempts shall be made to beautify or adorn this reservation, but merely to preserve from injury or spoliation the timber, mineral deposits, and various curiosities of that region, so far as possible, in their natural condition."

It requires no argument to show that nothing would so interfere with this natural condition as the construction of a railroad through that country; and the danger involved in these projects early became apparent to all who were well acquainted with the situation. As early as 1883, Lieutenant Kingman thus refers to this subject in his annual report, wherein he describes his proposed road system for the Park:

"The plan for improvement which I have submitted is given in the earnest hope and upon the supposition that it [the Park] will be preserved as nearly as may be as the hand of nature left it--a source of pleasure to all who visit it, and a source of wealth to no one. If the Park ever becomes truly popular and national, it will be when the people come to know and appreciate its delightful summer climate, the wonderful efficiency of its baths and its mineral waters, as well as the natural wonders, beauties and curiosities to be seen there. Then, if there are numerous small, quiet hotels scattered here and there throughout the Park, where visitors can have plain and simple accommodations at moderate prices, the overworked and the sick, as well as the curious, will come here, not to be awed by the great falls and astounded by the geysers, and then to go away, but will come here and will remain for weeks and months, and will find what they seek, rest, recreation and health. But if it ever becomes the resort of fas.h.i.+on, if its forests are stripped to rear mammoth hotels, if the race-course, the drinking saloon and gambling-table invade it, if its valleys are scarred by railroads, and its hills pierced by tunnels, if its purity and quiet are destroyed and broken by the noise and smoke of the locomotive; ... then it will cease to belong to the whole people, and will interest only those that it helps to enrich, and will be unworthy the care and protection of the National Government."

The history of the twelve years since the above was written confirms in every point this forcible presentation of the case.

(2.) Railroads will unavoidably seriously cripple the present tourist routes. They must of necessity occupy the valleys. But it is through these that the tourist route pa.s.ses, and it is frequently the case that they are not wide enough for both. In many cases the roadway would be forced back upon the hills, and in others its present location would have to be changed. It is certain that the admirable system of roads, which the government is slowly working out, would receive irreparable injury at the hands of any railroad which might be built through that region.

(3.) Railroads would mean the inevitable destruction of the large game. The winter snows are too deep among the hills for game to subsist there. It is necessary to come down into the valleys, where there is more gra.s.s and less snow. But, as already stated, it is through these valleys that railroads must pa.s.s if at all. The trains would frighten the animals back into the hills, where starvation would await them. Moreover, the loss of game from poaching would be greatly aggravated by the increased facility of clandestine access to that region.

(4.) Railroads would destroy the Park forests. During July, August, and September, there are always long periods of dry weather when the dense bodies of fallen timber, the impenetrable tangles of underbrush, and the luxuriant prairie gra.s.s are a ma.s.s of inflammable tinder. A spark converts it into a conflagration. A railroad winding its way through this country would render protection against fires, even now a matter of great difficulty, wholly out of the question. Referring to this subject in his annual report for 1894, the Superintendent of the Park says:

"Six months from the entrance of the first locomotive within the limits of the Park, there will not be one acre of its magnificent forests left unburned."

What such a catastrophe would mean to the future development of the surrounding country may be appreciated by a perusal of our chapter on the Flora of the Yellowstone.

(5.) As a matter of public policy, the granting of a railway franchise in the Park is objectionable because it necessarily creates a perpetual monopoly of a public privilege. There is no practicable way to avoid it. It has been proposed to compel the railroad to share the advantage of this monopoly with the public, by paying a certain percentage of earnings on its Park business to const.i.tute an improvement fund. With Union Pacific history fresh in the public mind, the government will not be likely to enter into a partners.h.i.+p of that precarious nature.

From the foregoing exposition, it is clear that only the most cogent reasons should ever sanction the construction of railroads in the Yellowstone Park. These reasons, from the standpoint of the railroad companies, as set forth by the promoters of a recent bill before Congress, fall under two heads.

In the first place, it is speciously urged that a railroad would render the Park more accessible, cheapen the cost of visiting it, and make it fulfill more perfectly its original design as a park for the people. To all this it may be replied that the people do not want the improvement at the price they must pay for it. By an almost unanimous voice they oppose it. It is true that the Park is not as accessible as one might wish it to be, or as it soon will be. But to make it easily accessible, it is by no means necessary that a railroad should pa.s.s through it. A line touching the southern boundary and communicating with the central portions of the country would answer every practical purpose. The pretext that a railroad across the Reservation will greatly aid the tourist is erroneous. The points of interest are so scattered about that a coach would be in any case a necessity, and all the railroad would really save to the tourist would be the distance from the boundary to the belt line.

Neither will such a railroad materially lessen the cost of a visit, which has always been, and will always be, in the main, getting _to_ that region. The Reservation is 1,500 miles from the center of population of the country, and it is this remote location that makes visiting it cost. The outlay after getting there is trifling in comparison with that of coming and going. Whether a railroad pa.s.s though the Park, or simply touch its southern border, will not appreciably affect this princ.i.p.al item.

In the second place, it is urged that the Park stands directly in the path of the railroads and so "acts as a blockade to the development of three large states." As this will always form the staple argument for granting a right-of-way for railroads across the Reservation, it will be well to scrutinize it somewhat carefully.

It is not at all a question of whether the country about the Park is at present sufficiently supplied with railroads. The important question is: Will any portion of this territory be better served by a railroad that may be built across the Reservation than by one coming from another direction? The most superficial examination of the map, even by one not personally acquainted with the country, will answer this question in the negative. The Yellowstone Valley on the north, the Bighorn Valley on the east, the Jackson Lake country on the south, and the Madison and Henry Fork Valleys on the west, find their natural outlets by routes not pa.s.sing through the Yellowstone Park. A railroad entering the Park on one side through a lofty wall of mountains, and leaving it on the other through a similar wall, after traversing the inclosed plateau for a distance of perhaps seventy-five or one hundred miles, would be almost as much lost to the country outside as if for this whole distance it were built through a tunnel. In fact, the true welfare both of the Park and of the surrounding country would be best served by a line pa.s.sing through the Wind River Valley, across one of the easy pa.s.ses into the Valley of the Snake, and thence along the southern border of the Park, past Jackson Lake and the northern spur of the Teton Range, into the valleys of Idaho and Montana. This would give the Park a needed southern approach, and would directly serve a vast tract of territory. Tributary either to this line, or to one north of the Park, or to both, another would soon be built along the extensive Valley of the Bighorn. No imaginable route across the National Park could so well subserve both local and public interests.

From an engineering point of view, the Yellowstone Park is poor railroad country. It could be crossed, to be sure, but not easily, and not at all except by monopolizing portions of the tourist route. The long winter season of nearly seven months would interpose an almost insuperable obstacle to the successful operation of any line which might be built. We quote again from the report of the Park Superintendent for the year 1894:

"The great amount of moisture furnished by the lake and its numerous tributaries gives a mantle of snow that will average fifteen feet in depth, and with the strong winds prevailing in this mountainous country no railroad could be kept running during the six months of winter without being entirely inclosed in snow sheds, which would prove destructive to the natural beauty of the Park."

In short, it is certain that, were it not for the special inducements which a monopoly of Park travel offers, no railroad could afford to locate its line across that territory.

Closely related to this general subject is that of building an electric line for tourist transportation within the Park. It is at once apparent that the objections to such a railroad are much less formidable than to one operated by steam locomotives. The danger of fire is eliminated. The unsightly character of an ordinary railway outfit is exchanged for attractive tourist cars. The power plant, being located in canons and operated by water, would give no outward evidence of its existence. There being no long trains of cars, no smoke, no screeching of locomotives, the game would not be much more frightened by it than by the stage coaches. In winter, traffic would be suspended and the game would be undisturbed on the ranges. The line, by its greater speed, would be a convenience to tourists having but a short time at their disposal, and also to those, infirm in health, who find the long stage rides fatiguing.

Such are the merits of an electric railway for tourist transportation in this country. If the people really desired it, and if it could be built and operated by the government, so as to exclude as far as possible all corporate management of Park business, there would be no serious objection to the project. Of course it should never be permitted, as some times proposed, to use the present wagon roads.

These must not in any event be interfered with.

The question then is, Do the people desire this kind of transportation? Fortunately we can answer this question with authority. In 1892, a vote upon it was obtained from the tourists of that season. The result was a majority of more than five to one against it. In giving their votes, tourists frequently went beyond the specific question at issue to express their emphatic disapproval of the construction of any kind of railroad in the Park. The whole result was a gratifying proof of the deep-seated interest of the people in this Reservation, and of their unalterable wish that it remain forever free from the handiwork of man. In fact, to almost every body in these days, a coaching tour like that through the Yellowstone, is a decided novelty. There is no other place in this country, probably not in the world, where one approaching it can be had. The people enjoy it. They would prefer to see it developed and perfected, rather than replaced by the noisy car, to get away from which they have come so far.