July 10, last. To the north of Cooke, ores carry copper values along with other metals. In the Goose Lake district, about 9 miles north of Cooke, copper ores in the form of chalcopyrite are found. Geological reports indicate good values in that district but a limited amount of ore so far as present developments show. There are some chrome deposits between 1 and 2 miles west of the point where the reconnaissance leaves the floor of Rock Creek. It is at an elevation of about 9,500 feet. A report on these deposits and those on the Boulder and Stillwater is given on pages 67 to 84, United States Geological Survey Bulletin No. 725. That report indicates that the deposits on Rock Creek are not very large. (g) Recreation.-The region is largely used now for recreation purposes. The many lakes in the region on the Wyoming side abound in fish. These were planted years ago. At Bertooth Lake there is an established dude ranch. On Little Rocky Creek, at the Meadows, about 2 miles from Deep Lake, Doctor Johnson has also established a dude camp and is making extensive improvements. Local as well as eastern people horse pack into that region to go fishing and have an outing. The lakes now and probably always will afford the best places to fish as the streams are chracteristically rapid, which do not afford suitable places for fish to live. The streams afford spawning grounds. The Bertooth Range is bold, rugged, and rocky, containing permanent snows and glaciers. This route would afford an excellent view of a large section of mountainous country that ordinarily can not be seen from valley roads. A major use of the road would be for recreation; that is, to open up the region between Cooke and Red Lodge for recreation and fishing, and as an entrance to the Yellowstone Park. 14. County development.-The mineral territory around Cooke is located in the extreme southeast portion of Park County, Mont. The taxable resources of the district are not great. Residents of Cooke informed us that Park County for the past five years has not expended a dollar on the road between Cooke and the park boundary and this is one of the objections of the people in Cooke to using the present road to Gardiner. That portion of the road between Cooke and boundary is a county road. The road between Red Lodge and Riechel Lodge on Rock Creek, a distance of 13.1 miles, is a county road. 15. Relation to State highway development.-At the first conference with the Montana State Highway Department for the consideration of those roads to be included on the forest highway system, the commission requested that this route be included. Subsequently the project was deferred and not included on the forest highway system as now adopted. Since a large portion of the project is in Wyoming, it would require the consideration of that State. The route does not form a part of the State system. 16. Cooperation.-Practically no funds have been provided by the State of Montana for State highway purposes. The possibility of securing cooperation in this State, therefore, is remote. The resources of Park and Carbon Counties are not such that an appreciable amount of cooperation could be given. The project would be of very little benefit to Park County, Wyo., as both termini would be in Montana. Probably but little cooperation could be expected from that source. 17. Alternate routes.-The route down the Yellowstone River through the Yellowstone National Park to Gardener; the Clark Fork of the Yellowstone to Cody or to Red Lodge; via Daisy Pass and the Stillwater to Columbus are alternate routes to Cooke. 1. Via Yellowstone River to Gardiner.-The distance from Cooke to Gardiner is 53.2 miles, as recorded by the auto-stage odometer. Fifty miles of this distance is within the Yellowstone Park. The road from Cooke to Tower Falls, 24.1 miles, is a 11-foot mountain road, but in poor condition as to surface, due to heavy trucking when the roadbed was wet. At the time of this visit the park authorities were carrying on maintenance over this section. At Tower Falls the route connects with the regular park loop to Gardiner. Between Tower Falls and Gardiner a climb of 1,100 feet is made to keep out of the canyon along the Yellowstone. It would be possible to build a road down the Yellowstone River along the north bank between these two points and thereby have a water grade all of the way from Cooke to Gardiner. It is believed questionable whether a permit could be obtained from the park authorities for such a road. Topographically this is the natural outlet to the Cooke district. The fee charged for the use of park roads by people traveling to and from Cooke is $20 per year for both autos and trucks. Travel from Gardiner to Tower Falls is not permitted between the hours of 11 a. m. and 4 p. m., the reason for this is that the regular park traffic leaves Tower Falls for Mammoth and Gardiner at noon and the road is not a full two-way width. This causes some inconvenience to Cooke travel; it is not serious. The distance is such that it is practically a one-day haul by trucks one way. The trucks can leave in the morning and reach Cooke at night. There are no hourly restrictions against traffic coming from Cooke. No estimate was prepared by the undersigned for the construction of a new road between Cooke and Gardiner but Mr. Albright, superintendent of the park, has estimated that it will cost in the neighborhood of $248,000 to bring the 20.9 miles of road between Tower Falls and the park boundary to the park standard, which means a two-way surfaced road. This is a favorable route from the standpoint of snow. The maximum depth would be at Cooke, gradually decressing toward Gardiner, except going over the hill between Tower Falls and Gardiner. The snow on this hill does not get as deep as at Cooke. 2. Via Clark Fork of the Yellowstone to Cody.-The distance from Cooke to Cody, via this route, will be approximately 94 miles by following down the Clark Fork of the Yellowstone to a connection with the Black and White Trail between Cody and Billings. An old road now exists between Cody and Cooke which goes over the Dead Indian Hill. The road is usable for cars and trucks to within 3 miles of Crandall Creek, From Crandall Creek to Cooke it can not be classed as other than a wagon trail on account of the steep pitches, washed out culverts, and bridges, and mudholes, although there are stretches that are in fair shape. Residents of the valley informed that there were 17 cars which negotiated the entire route last year. For a heavy-duty road it should be built down the Clark Fork Canyon from the mouth of Sunlight Creek rather than ascend the Dead Indian Hill. The Denver district of the Forest Service (D-2) has made the survey from the county road below the Clark Fork Canyon to the junction of the roads on Sunlight Creek, a distance of 27 miles. Heavy work is encountered from Sunlight Creek to the mouth of the canyon. No particular difficulties would be encountered from Sunlight to the point where it intersects the Red Lodge-Cooke route at our Station 15770. A series of benches would be followed above the Box Canyon of the Clark Fork. Our estimate of the road from Cooke to the intersection with the Black and White Trail between Cody and Billings for the same standard and on the same basis as the estimate for the Red Lodge-Cooke City is $915,810 for the 64.8 miles. This point on the Black and White Trail is about 29 miles northerly from Cody and about 27 miles from Red Lodge. The distance from Cooke to Red Lodge via this route would be 92 miles and to Cody 94 miles. This is a very favorable route from the standpoint of snow conditions. The maximum snow during the winter gradually decreases to the open country at Sunlight Creek where it is practically open all winter. The open condition practically continues from there to Cody by the canyon route. The only adverse grade would be the 450-foot climb from Cooke to the divide of the Clark Fork. A road this way would serve about 15 ranches along the Clark Fork and would serve the Sunlight mining district as well as Cooke. 3. Via Daisy Pass and the Stillwater to Columbus.-The distance from Cooke to Columbus, a station on the Northern Pacific Railway, by this route would be approximately 77 miles. A road now exists from Columbus to Wood's ranch at the mouth of the Stillwater Canyon, a distance of about 42 miles, which is a fair county road but the grade and alignment should be improved to serve heavy traffic. It would also have to be surfaced. From Wood's ranch to Cooke is 35 miles. A reconnaissance of this section was made by the then senior highway engineer, J. S. Bright, of the Bureau of Public Roads. His report is dated September 14, 1918. His estimate did not include surfacing. This has been added. Using Bright's report as a basis, our estimate of the cost of a surfaced road from Cooke to Columbus for the same standard as that estimated for the Red Lodge-Cooke route is $1,044,758 and that section from the end of the existing road at Wood's ranch to Cooke, $666,758. The Daisy Pass has an elevation of 9,605. The elevation of Cooke is 7,651 feet. This would give an adverse grade of 1,954 feet; which would be practically the only adverse grade encountered. Snowdrifts would be encountered for three-quarters of a mile on each side of the pass. The general contour of the pass is more even than that encountered as the higher regions of the Red LodgeCooke. The snowdrifts are more uniform in depth. To use this route as a truck road would require snow removal over this mile and a half at the summit. It could be used as a sleigh road during the winter without snow removal until the spring breakup at which time it would have to be removed. It is not as favorable as route from the standpoint of snow as the Gardiner or Clark Fork routes but is more favorable than the Red Lodge-Cooke route. The territory between Columbus and Wood's ranch is a farming country. Such a road would serve these farmers and the town of Absaroka through which the road would pass. It would serve to develop the chromite deposits on the Stillwater. 18. Conculsion.-(1) Of the four routes discussed the one to Gardiner is the natural outlet topographically. (2) None of the routes investigated would develope any large economic forest resources. (3) The region is not one of his fire hazard and a road is not essential to the protection of the timber. (4) The route to Red Lodge is the most scenic of the four. (5) An important use of the road would be to open up the Beartooth Plateau region for recreation and as an entrance to the Yellowstone Park. This club, representing the combined business and agricultural interests of Sheridan County, strenuously oppose the construction of Red Lodge-Cooke City Road if any part of Wyoming's highway funds will be used for its construction or maintenance. We further oppose it because we feel new entrance to Yellowstone Park unwarranted and unnecessary. Large sums of money now invested in development of Cooke City mineral resources by citizens of Sheridan, who protest vigorously, based on claim by these investors that Red Lodge-Cooke City Road will be of no economic advantage to residents or mining interests of Cooke City. They hold that the only feasible route from mining camp to railroad is into Yellowstone Park, down Yellowstone River, to Gardiner. If consistent with your views and duties, we urge you to appear before the Senate committee conducting the hearing and present our protest. SHERIDAN COMMERCIAL CLUB. Senator JOHN B. KENDRICK, Washington, D. C.: BUFFALO, WYo., March 29, 1928. Buffalo Commercial Club most vigorously protests against proposed Cooke City entrance to Yellowstone Park. With five entrances already in existence impression here seems to be that effort should be made to improve these. Many established roads could use forest funds to much better advantage. Thank you. J. G. FLINT, Secretary. Senator J. B. KENDRICK, Washington, D. C.: SHERIDAN, WYo., March 29, 1928. Strenuously oppose Walsh bill proposing to spend $300,000 Red Lodge-Cooke City Road. Wyoming in no way benefited. This would deprive Wyoming of much needed highway money. A. K. CRAIG. The CHAIRMAN. We will pass over at this time Docket No. 28, which is also Senator Walsh's bill, S. 1806. The next is docket 29, S. 1900, a bill introduced by Senator du Pont; and the chair understands that Mr. Martin, speaking for Senator du Pont, wishes to be heard briefly. Mr. MARTIN. Senator du Pont, because of illness, can not, as he would like, present this in person. Unfortunately it is impossible for those who have the matter in hand to be here at this meeting, and if it is agreeable to the committee and you will permit it to go over without prejudice, Senator du Pont will greatly appreciate it. The CHAIRMAN. Do I understand that Senator du Pont will have witnesses at some other date? Mr. MARTIN. If that is agreeable to the committee. The CHAIRMAN. It may be arranged at mutual convenience. Mr. MARTIN. Yes. We will ascertain the earliest possible date and then we will advise the committee and arrange with the committee. The CHAIRMAN. Is there any objection to passing over this bill without prejudice until such time as it may be heard? Without objection, that order will be entered. (S. 1900 is as follows:) [S. 1900, Seventieth Congress, first session] A BILL To provide for the construction of a post road and military highway from a point on or near the Atlantic coast to a point on or near the Pacific coast, and for other purposes Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, TITLE I.-NATIONAL SURVEY COMMISSION ORGANIZATION AND ADMINISTRATION SECTION 1. (a) There is hereby established a commission to be known as the National Survey Commission (hereinafter in this act referred to as the "commission") and to be composed of the following: (1) The Secretary of War. (2) The Secretary of Agriculture. (5) The Postmaster General. (6) Six individuals appointed by the President, by and with the advice and consent of the Senate. Such appointments shall be made with due regard to the appointee's knowledge of highways and highway construction, general engineering knowledge, and business experience. No more than three of such individuals shall be from the same political party. (b) Vacancies in the commission shall not impair the power of the remaining members to execute the functions of the commission, and shall be filled in the same manner as the original appointments. A majority of the commissioners shall constitute a quorum for the transaction of the business od the commission. The commission shall elect a chairman from among its members. (c) The commission (1) Shall maintain its principal office in the District of Columbia. SALARIES SEC. 2. Each appointed commissioner shall receive compensation at the rate of $10,000 per annum, payable monthly, together with necessary traveling expenses and expenses incurred for subsistence or per diem allowance in lieu thereof, within the limitation prescribed by law, while away from his official residence in the performance of duties required by this act. The commissioners ex officio shall receive no additional compensation for their services as commissioners. PERSONNEL AND EXPENDITURES SEC. 3. The commission may (1) without regard to the civil service laws, appoint a chief engineer who shall receive a salary at the rate of $ pes annum, and (2) appoint, without regard to the civil service laws and, without regard to the classification Act of 1923, fix the salaries of such technical assistantr and experts and such other officers, employees, and agents, and make such expenditures (including expenditures for personal services and rent at the seat of government and elsewhere, for law books, books of reference, and periodicals, and for printing and binding), as may be necessary for the execution of the functions vested in the commission, and as may be provided for by the Congress from time to time. All expenditures of the commission shall be allowed and paid upon the presentation of itemized vouchers therefor approved by the chair man. HIGHWAY SURVEY SEC. 4. (a) The commission is authorized to make preliminary examinations and surveys with a view to the construction of a post road and military highway (hereinafter referred to as the "central highway") from a point on or near the Atlantic coast to a point on or near the Pacific coast (such points to be designated by the commission), such central highway to be as direct as practicable between such points, except where, in the judgment of the commission, physical conditions, excessive cost, or other reasons render deviation necessary. (b) The right of way for such central highway shall be not less than five hundred feet in width, the highway to be located wherever most desirable on the right of way. (c) No part of such central highway shall be located within any municipality having a population, as shown by the latest available census, of two thousand five hundred or more, except where the houses average within a distance of one mile more than two hundred feet apart. (d) The commission may select as part of the route for the central highway any highway or portion thereof which has been constructed (or is under construction) by or in behalf of the Federal Government or a State or political subdivision thereof. REPORT SEC. 5. The commission shall submit to the Congress within two years after the passage of this act a preliminary report of the examinations and surveys, and may make from time to time such additional reports as the commission may deem advisable. As soon as practicable the commission shall submit to the Congress a final report together with an estimate of the total cost of the proposed central highway and a plan therefor in such detail as may be practicable. STUDY AND REPORT ON HIGHWAYS TO CONNECT WITH CENTRAL HIGHWAY SEC. 6. With a view to providing for a system of highways connecting with the central highway, the commission is authorized and directed to make a careful and thorough study of existing routes and highways, for such purpose making use of all available surveys and investigations heretofore made, and to make a complete report to Congress, on or before the date of the submission of the final report on the central highway, upon the advisability and practicability of providing for the construction of the following additional highways: (1) A highway from a point on or near the northern boundary of the State of Maine following a route as direct as practicable to a point in the southern part of the State of Florida; (2) a highway from a point on or near the northern boundary of the State of Washington following a route as direct as practicable to a point in the southern part of the State of California; (3) a highway from such southern point in California through the Southern States to connect with |