Yellowstone Historic Resource Study The History of the Construction of the Road System in Yellowstone National Park, 1872-1966

CANYON JUNCTION TO LAKE JUNCTION

In 1931-32, a Location Survey Report was prepared for the Lake Junction and to Canyon Junction Road. The report found the Lake Junction to be "favorably situated with regard to traffic in either direction on the Grand Loop, but unfavorably located with respect to the development at Lake Lodge and Lake Hotel, . . . Tourists entering the Park via the East Entrance, may pass north of Lake Junction without being aware of the accommodations at these places". [149} The report described the road from Lake Junction northwards to Canyon Junction:

average twenty feet in width and is partially surfaced and all treated with an oil dust palliative. The alignment and grade is fair throughout a large part of the distance, except for occasional dangerously sharp curves and steep grades which appear without warning other than road signs. The most dangerous part of the road is the so-called Trout Creek Hill descending Elk Antler Creek, a small creek seemingly in the Trout Creek valley. This hill combines a sudden excessive drop in grade, when driving northward on the road, with two sharp reverse curves on a steep slope just above the Yellowstone River. [150]

The report described the recently constructed low type load road up Otter Creek to the newly built Bear Feeding Grounds, however the report supported the reconstruction of the road to a higher standard. It also stated that the branch road over the Chittenden Bridge to Canyon Lodge on the east bank of the Yellowstone River was being improved at the time. The engineers found the beautiful, narrow Chittenden Bridge to be adequate for the present, however signs of disintegration were noted. [151]

The Inspiration Point Road from Canyon Hotel Junction had been improved to a higher standard and was deemed adequate for a number of years. Some of the improvements had included widening. [152]

Another Location Survey Report for possible relocation of portions of the Canyon Junction to Lake Junction section was completed in 1937. The report recognized that the construction of an 800 feet bridge over Cascade Creek would boost the expense of the project. In order to conform with the improved portions of the Grand Loop Road adjacent to this section, the report called for the section to be graded to a 28-feet shoulder to shoulder width with an ultimate surfaced width of 20 feet. Due to the poor subgrade materials along the entire route, subgrade reinforcement for a depth of 6 inches compacted would be necessary. The engineers suggested that this material could come from a quarry on Dunraven Pass. [153]

By 1939, no progress had been made on this section. The Bureau of Mines was consulted in regard to possible gas hazards on proposed bridge foundation sites in the Park. The Cascade Creek Bridge was one of the questionable proposed new bridge sites. The Bureau, who investigated the effect of sulphur compounds on various materials, concluded that ". . . it would not be sound engineering to set concrete piers or steel structures in or on the rhyolite formation investigated by them in the acid or sulphate areas of Yellowstone Park. Evidences points to the ultimate failure of concrete foundations in such locations due to one or all of several causes — subsidence, slides, and chemical action." [154]

All major work in the Park was suspended at the outbreak of World War II, and with the increased construction costs and several other unanticipated factors, the accepted designs did not consider some essentials. Drainage structures in necessary areas were eliminated, the rolled earth gutter section across the embankment at Cascade Creek was not adequate to prevent erosion, and many of the surfaced areas were not satisfactory. During the early 1950s, 2,000 linear feet of guardrail was replaced with guide posts and 5,000 linear feet of guardrail was treated with linseed oil. [155] More of the surfacing for the Grand Loop and the Canyon parking areas was done in 1952, with additional surfacing work being done in 1962. Also in 1962, 3,058 linear feet of guardrail was installed and work on done at Otter Creek. In 1985, 110 linear feet of new roadside concrete gravity wall with stone face veneer and masonry parapets, 35 feet of 6 inch asphalt curb, and 260 feet of 2 inch asphalt walk was put in at the Sulphur Caldron. [156]