CHAPTER XII: HISTORY OF GRAND LOOP ROAD LAKE JUNCTION TO TOWER JUNCTION The first superintendent of Yellowstone National Park, Nathanial P. Langford, planned the present circuit system (the Grand Loop Road) soon after taking his position in 1872. His idea for a route through this section of the park called for the wagon-road to follow the Yellowstone River northward from its outlet to the Yellowstone Falls, past Mount Washburn and on to Tower Falls. Then Capt. William Jones' 1873 survey for a wagon-road route from Camp Brown in northwestern Wyoming to Fort Ellis, Montana, recommended that the route follow the Upper Yellowstone River, via Yellowstone Lake, to Tower Junction and on to Gardiner, Montana through Mammoth Hot Springs. [117] The Park received no appropriation until 1878, and by that time, the second superintendent, Philetus Norris had to use the first appropriation for the construction of the road south from Mammoth Hot Springs. However, Superintendent Norris, who spent part of 1878 exploring this section of the Park, described the difficulties of finding a suitable route:
The next year, 1879, Norris and his crew improved an existing trail from the outlet at Yellowstone Lake to the east canyon of the Gardner River, via the Mud Volcano, Sulphur Mountain, Great Falls and Canyon of the Yellowstone, Mount Washburn, Tower Falls, and the Forks of the Yellowstone. The abundance of snow prevented Norris from completing a trail along the rim of the Grand Canyon of the Yellowstone, which he continued to feel was the "true one" for a wagon-road or bridle-trail to the eastern spurs of Mount Washburn, instead of over it. [119] In 1880, several bridges were completed in the Park, including ones over Tower Creek, Cascade Creek, and other creeks near the Great Falls of the Yellowstone. [120] The following year, two bridges were built on Alum Creek, two bridges over Sage Creek and two bridges over Hot Spring Creek. [121] These bridge projects were part of Norris' overall project of completing the Mammoth Hot Springs to the West Entrance route via Tower Falls, Yellowstone Lake, the geyser basins, and the forks of the Firehole River. Norris knew that the road between Tower Falls and the mouth of Alum Creek would be costly to build. Together with the abysmal Tower Creek Canyon, the ascent of Mount Washburn via Rowland's Pass, the extensive need of rock work, culverts, and timber cutting, grading, and bridging along the route, Norris calculated that an appropriation of at least an additional $10,000 to supplement the regular appropriation might cover the cost of the road. The use of this amount would not allow for any other construction projects elsewhere in the park. [122] Finding the construction of the section along the bank of the Yellowstone River as costly as Norris predicted, his successor, P. H. Conger, completed a three mile section of road along the bank of the Yellowstone River near the falls and canyon. This provided the tourists with safer and more comfortable access to the wonders. [123] Compared to the road work between Mammoth Hot Springs and Madison Junction, very little work was done on this section after the U. S. Army Corps of Engineers assumed the responsibility for road construction and improvement in 1883. By 1885, $25,000 had been spent on the construction of a road from the Yellowstone Falls via the east trail over Mount Washburn to Yancey's on the Mammoth Hot Springs Road. In 1887, the road from the Yellowstone Falls to Yellowstone Lake was described as "not ordinarily in condition for travel before about the middle of July, the altitude being such as to prevent the early melting of the snow." [124] During 1888, the engineers recommended that the 14 miles of rough road from Yellowstone Lake along the Yellowstone River to the Grand Canyon of the Yellowstone be improved and completed and a new 20 mile road from the Grand Canyon to Yancey's be built. In the 1889 report to the secretary of war, Major Allen noted the bridges in the park. Among those listed were a 115 feet trestle, with a 14-feet-wide roadway and 30 feet above the low water at the middle point near Yellowstone Falls and a 40 feet, one span, King and Queen post-truss bridge with a trestle approach of 30 feet over Cascade Creek. The height above the low water was 20 feet. [125] The road from the Grand Canyon of the Yellowstone to West Thumb via Yellowstone Lake was one of Lt. Hiram Chittenden's first projects after he assumed the responsibility of the road improvement and construction in the Park in 1891. By 1892, the 52-mile road from the Grand Canyon to the Upper Geyser Basin via Yellowstone Lake, which opened during the fall of 1891, was in good condition. [126] In 1893, work continued on the road that passed near the Upper Falls and a road near the Grand Canyon at Inspiration Point was opened. [127] The next year the crews completed an arch bridge near the Upper Falls and the following year, 1895, a new road was built from the brink of the Grand Canyon to Inspiration Point, via a point over the Lower Falls, and a new road from just south of Alum Creek around Sulphur Mountain, joining the old road near Antelope Creek. [128] In 1896, Capt. George Anderson, the Park superintendent, engaged the chief engineer of the Northern Pacific Railway, to develop plans for an iron bridge across the Yellowstone River above the Upper Falls. Determined that the visitors should be able to view the Grand Canyon from the eastern bank, Anderson decided that if the cost were not excessive, he would have an attractive iron bridge built. [129] Hiram Chittenden returned to Yellowstone in 1899 to resume the responsibility for the road construction projects. In his 1899 report, Chittenden described the road along Yellowstone River:
During the summer of 1903, two crews constructed approximately 5 miles of well-graded road, a portion of the road was near the Canyon Hotel and the other, near Tower Falls. The work near Tower Falls, which extended into the winter, was of "a very heavy character" as part of the road lies under an overhanging cliff. Chittenden described this segment as a "road of great scenic beauty." [131] The construction season began late due to remaining snow and soaked ground, leaving few places for desirable camps. However, by the end of the 1904 season, a passable wagon-road on the canyon side was opened to within a mile beyond Dunraven Pass and 2-1/2 miles from the summit of Mount Washburn, but Chittenden urgently requested that more money be programmed for the final completion of the road. He stated in his report for 1904 that "This will be by far the finest road for scenery in the park", but "as it rests on the precipitous sides of the mountain it is important to expend considerably more money to increase its width and erect guard walls at dangerous places." Captain Chittenden feared that the stage companies would not use the single width road until it was completed. Chittenden found this particular project to be very difficult mainly due to the lack of desirable camping places, the high altitude, and the great proportion of work through rock. One of Chittenden's major achievements, the Yellowstone River Bridge, later known as the Chittenden Bridge, was a steel and concrete bridge completed in 1903 with great difficulty. Chittenden felt that it's prominent location in the park merited the bridge be of an artistic design. For many years the idea of a bridge in this location had been contemplated, but lack of funds prevented its construction. Chittenden spent considerable time on the site selection. Not wanting to introduce an artificial structure at the most desirable and obvious site, the brink of the Upper Falls where the gap narrows to 50 feet, Chittenden chose a 120-feet span between two jutting rocks, about 1/2 mile above the Upper Falls at the rapids. Despite the volcanic rhyolite rock being of inferior quality for construction, Chittenden reported ". . . the fact that it has resisted for an indefinite geological period the action of the river, it must have considerable stability." [132] Including dangerous rapids below, Chittenden had many obstacles to overcome. One of the most serious was the construction of the framework and related framing. All of the rough material was cut locally, but the finer lumber came from the Pacific Northwest. Using a small dynamo, which was borrowed from the hotel company, connected to the rock-crusher engine and a temporary plant to provide artificial light, the crews were able to complete the concrete work by working around the clock. Due to the position the bridge had in the public's eye and its unique construction difficulties, the owners of the Melan arch patent relinquished all royalty payments. Some of the material for this bridge as well as material for the others built that year came from the American Bridge Company. [133] After considerable controversy, the bridge was removed in 1962. Before transferring to Mount Rainier National Park at the end of 1905, Major Chittenden summarized the state of the road system in the Park, and made sound recommendations for future work. For this section of the Grand Loop, Major Chittenden recommended:
Other recommendations for this section called for:
In 1907, a survey for a new lower level road to connect Canyon and Tower Falls was undertaken since the existing road was not passable until the middle of July. The crews replaced railings on the bridge at Canyon Junction, replaced the bridge over Sulphur Creek with a iron culvert 3 feet in diameter and covered with fill 100 feet long and 14 feet deep, replaced the another bridge, 20 feet long, 2-1/2 miles south of Canyon with a culvert and necessary fill, and installed three culverts on the Canyon to Inspiration Point road. [136] In 1912, the 60 feet Alum Creek bridge, with a sunken center pier was in very bad condition. A pile trestle bridge was suggested as its replacement. A pile trestle bridge consisting of pile bents and wooden stringers was recommended as a replacement for the 32 feet Otter Creek Bridge which was also in very poor condition. In 1913, a rock filled log crib was constructed at the canyon near the Upper Falls to replaced a retaining wall which had collapsed during the spring of 1912. [137] Prior to the road improvements and construction program being turned over the newly created National Park Service, Capt. John Schultz summarized the condition of the Park's road in 1917. The Tower Falls to Lake Junction segment were described:
The next major project for this road was a widening project over Dunraven Pass and at the Grand Canyon of the Yellowstone and the construction of stone parapets between the Upper Falls and the Canyon Bridge in 1921. [139]
yell/hrs1/hrs1-12f.htm Last Updated: 01-Dec-2005 |