| MAP OF ASIA AND PACIFIC OCEAN. | [27]. |
| MAP OF WILKESON COALFIELD. | [109]. |
| MAP OF THE CITY OF SEATTLE. | [170]. |
| MAP OF SPOKANE FALLS. | [232]. |
| MAP OF WASHINGTON TERRITORY. [In pocket, inside back cover]. | |
| MAP OF UNITED STATES. [In pocket, inside back cover]. | |
ITINERARY.
I entered Washington Territory, by way of the Northern Pacific Railroad, on the morning of October 27, 1887, coming first to the valley of the Spokane River,Great Plain. and spending the entire day in traversing the plains of Eastern Washington, reaching Pasco Junction a little after nightfall. I crossed the Cascade MountainsCascade Mountains. on the Switchback, and arrived at Tacoma about noon of the 28th, at which point I took a Puget Sound steamer, and landed at Seattle about four P.M. the same day. The next morning, accompanied by Mr. F. H. Whitworth, engineer, and Mr. F. M. Guye, I went out on the Columbia and Puget Sound Railroad to the end of the road, near Newcastle, where we took horses, and reached Hop Ranch,Hop Ranch. on the Snoqualmie River, the same night.
October 30.—Proceeded up the south fork of the Snoqualmie River, and reached the engineers' camp near the top of Cascade Mountain, at Snoqualmie Pass. Distances by rail and by wagon road: Seattle to Coal Creek, near Newcastle, twenty miles; Coal Creek to Squak Valley, five miles; Squak to Falls City, ten miles; Falls City to Hop Ranch (or Snoqualmie) six miles; Hop Ranch to Engineers' Camp, twenty-six miles; Camp to Summit, five miles.
The railroad on which I left Seattle is a narrow-gauge coal road. Between its terminus and Squak Valley is a high mountain spur. The proportion of cleared land along this whole line is not large in comparison with the forests of evergreen timber, but there are many farms of great fertility, some of them large. The timber increases in quantity and size nearly to the top of the mountain. On these points I shall speak fully hereafter. My object in thus hastening to the Cascade Mountains was to make my observations first at the point where I was most likely to be interrupted by bad weather. I found the engineers, headed by Mr. Thompson, busily engaged in making the location of the railroad, beginning at Snoqualmie PassSnoqualmie Pass. (the summit), and working westward and downward, so as to connect with their finished work in the neighborhood of Hop Ranch.
Spending the night of October 30 at the camp, I went next morning to the Guye Iron Mines,Guye Mines. which were one mile from the line of the railroad. The outcrops of ore and limestone lie high on a mountain, which I named Mount Logan,Mt. Logan. in honor of General T. M. Logan, who seems to have been among the first of the Eastern men to put faith in the resources of this remarkable region. I returned in the evening to the engineers' camp.
The next day, November 1, I spent visiting the Denny Mine,Denny Mine. two miles from the railroad line, and also high on a mountain, and again returned to camp. The Chair Peak Mine (also called the Kelley Mine), thirteen miles distant from the railroad, and Guye's Mine on Middle Fork Mountain, six miles distant, I did not visit, owing to want of time.
Salal Prairie.November 2.—First rain. We returned down the mountain, and stopped for an hour at Salal Prairie, where we found a large camp occupied by the employees of the Moss Bay Iron and Steel Company,Moss Bay Co. of England, who expected to build iron furnaces on this admirable location.[A] This night we spent at Hop Ranch, a description of which is given hereafter.