maps. The maps of the surveys we have made are as nearly complete as it is desirable to make them while the surveys are in progress, but at their close it will require about $5,000 more to finish them up. I have also estimated for $10,000 to make surveys and examination above the Falls of St. Anthony, with the view of ascertaining the practicability of forming large reservoirs on the head-waters of the Mississippi, to aid in keeping up the navigation at low stages. Whether practicable or not, the question has attracted a great deal of attention and interest. On the subject of western river surveys, I think it is very desirable to have some general system adopted, and a request made to Congress to maintain it by regular annual appropriations till all the navigable streams are properly surveyed. It is a kind of survey that to be worth much requires large experience and knowledge of things not generally known. The surveys that have been made are generally imperfect, and permanent marks are seldom established to which any reference can be made, after a few years have elapsed. The surveys of the rivers of the Mississippi. Valley should be organized similar to our lake surveys.

2. APPROPRIATION FOR DREDGE AND SNAG BOAT ON MISSISSIPPI RIVER.

The two boats, Montana and Caffrey, were put in good order in the beginning of the season of 1868; but, before the snagging apparatus was fixed on the Caffrey, the unusually early low water called her to the work of scraping on the bars. The Montana, however, was fully fitted out with cranes and hoisting engines. It was a season that very fully demonstrated the success of this method of deepening the water on the bars by scraping where the channel was needed. The water was so low when the Caffrey commenced work, July 12th, that the large boats were stopped. She almost immediately deepened the water so as to allow them to resume. The river kept oscillating between a three and four feet depth on the bars, causing work to be done over again after every rise and fall. The Caffrey did double duty while the snagging apparatus was being put on the Montana, and thus, as it was not a year of extreme low water, the capacity of the two boats was not half required in scraping at the same time. During the season the Caffrey was employed one hundred and twelve days, the Montana sixty-seven days. I have appended the report of H. C. Long, United States civil engineer in charge of this work. It contains all the desirable detailed information concerning the operation of the boats under my charge, the opinion of prominent river men on the value of the operation, an account of the operation of another boat fitted out with a scraper by private companies to operate between St. Louis and Keokuk, of another fitted out by Colonel Macomb, United States engineers, and a report of the operations of Colonel Macomb's snag-boats, made by direction of Colonel Macomb.

During the season of 1869 the low water again called for work on the part of the Caffrey early in July, and she prevented any suspension of navigation by the largest boats. The rise which took place in August suspended her operations, and she was laid up on the 8th instant.

The Montana has, however, been kept in readiness to scrape the bars, if they again appear, and in the mean time is employed in removing snags, stumps, hanging trees, &c. The Montana and Caffrey were ordinary merchant boats, not built for the service, and though they have demonstrated the value of this method of improvement, they are not as efficient as boats could be now constructed, specially adapted to snagging. They require some additional appliances and repairs, yet I

have but estimated for the amount of funds necessary to operate them the next season. This method of improvement requires to be made every year. The bars reappear after each high water, and generally in a different place from what they were before, so that if wing-dams were used to deepen the water of one season, another set would be required the next season, and cost more than running the boats, and our boats also point out the channel by marks on the shore. Stumps and logs, too, are each year appearing in the channel, so that their removal must be made every year. The work in this respect is not unlike the lighthouse and buoy system along the ocean and lake coasts.

We are at considerable expense with our boats when not in use, as we are compelled to have an engineer and master always on hand.

When the rapids are improved so that these boats can go below, when not needed on the Upper Mississippi, the field of their operations could easily be extended to Cairo without greatly increased expense. All the allotments to me from appropriation for repairs, preservation, &c., ($26,000) made in 1868, have been expended under the head of dredge and snag boats on the Mississippi River, but a considerable portion of it was for completing maps of the river, and other office expenses. Several small channels in the upper part of the river draw off the water from the main channel, and it is advisable to close them up. Such are at Pig's Eye Island, Picayune Island, Boulanger's Island, Nininger Island, Prescott Island, Beef Slough, and Rolling Stone. I have, therefore, estimated for $15,000 to begin this work. It will probably require $15,000 more to complete it.

3. APPROPRIATION FOR DREDGE AND SNAG BOAT ON WISCONSIN RIVER.

Of this appropriation of $40,000 made in the spring of 1867, very little was expended that year, only one assistant being employed under it to assist on the survey of the river, and prepare himself for conducting the improvement.

The mode of operating being then untried, it was deemed sufficient to test the matter with the two boats on the Mississippi, so as to have a guide to that on the Wisconsin. A thorough survey of this river was, however, made in 1867, and a portion of this appropriation has been since used in completing the maps. Although the improvement of the navigation of the Wisconsin is feasible to a desired extent, yet, the establishment of a thorough line for communication between the Mississippi and Green Bay is a serious question. The greatest impediment to navigation now consists in the three railroad bridges and four wagon road bridges across it. These bridges, particularly the railroad ones, are badly located for navigation; their draws are too narrow, and some of them completely choked up with sand. Dams will have to be built to free the draws from sand-bars, and the bridges ultimately must be rebuilt. I have estimated for funds to make these and other dams, and wished to use these dams with the work of snagging and scraping, so that the benefit of this latter should not be lost by reason of the obstacles the bridge occasions. I had, therefore, conducted the work under this appropriation so far, with very little expenditure.

In September, 1868, I purchased the small steamboat Winneconne for $8,500. She was well calculated for pulling out snags, by reason of special machinery on board of her, designed for towing rafts. She was, however, found to draw too much water to operate well last season. This season she has been put in good order, and has gone to work at Portage, designed to clear the channel-way of snags and leaning trees,

working down stream. I have estimated for $15,000 to continue her operations next year, and for $100,000 to be used in making dams. I shall endeavor to present a full special report on this river this winter, discussing fully the plan of improving the navigation of the river, or of constructing an independent canal.

A careful reconnoissance was made in the autumn of 1868, to fill in the details where not covered by the survey of 1867, and the maps are now all nearly completed, and enable a full discussion of the subject to be made.

4. APPROPRIATION FOR REMOVING SNAGS AND BOULDERS FROM MINNESOTA RIVER.

The amount of $37,500 was appropriated in the spring of 1867 for removing these obstructions from the Minnesota River, from New Ulm to the mouth, according to the estimate sent in by me.

To do this, a contract at very reasonable rates was entered into with Mr. Sandford A. Hooper, of Belle Plaine. The rates were such that this sum would more than remove all the obstructions estimated for, but during August, 1867, a most unusual flood occurred in the Minnesota River and tributaries, which tore away acres of the bank, and precipitated the trees into the channel, so that it was found that the original estimate did not include half as many snags as were found when the work of removal began. On this account the work of removal was not carried above Mankato.

At first the work was begun at Mankato, and continued down to lower end of Hurricane Bend, distance of four miles. It was then found best to begin at the mouth of the river, and work up stream. The number of snags of all dimensions removed up to September 1, 1868, can be seen in my last annual report. During the remainder of the season there were removed as follows: 30 between 4 and 6 inches in diameter; 681 between 6 and 20 inches; 38 between 20 and 30 inches; 17 between 30 and 36 inches; 6 between 36 and 42; and 8 more than 42 inches in diameter; and 41 cubic yards of boulders. This exhausted all but about $724 07 of the appropriation, which was reserved for special cases, and will all be applied this season.

There remains about 26 miles of river between Lower Le Sueur and Hurricane Bend, and all the distance above Mankato, from which to remove the snags. It is very desirable to have this work completed so as to fully realize what has been done. The Upper Minnesota Valley is just being developed, and this improvement will be of great assistance. I have therefore added an estimate of $15,000 for continuing this work. 5. APPROPRIATION FOR SURVEYS FOR MILITARY DEFENSES, BATTLEFIELD OF GETTYSBURG.

This survey is designed to furnish accurate contour lines of the most important parts of this field, embracing an area 6 miles by 5 miles. The lines are being staked out, and levelled 200 feet apart. During last autumn these lines were run 1,600 feet apart, and this season the filling in is being done, and will all be accomplished some time in October. The map of last year's survey is already made.

6. APPROPRIATION FOR THE DU LUTH AND BOIS FORT RESERVATION ROAD.

The duty of carrying on the work under this appropriation was assigned to me by orders from the Chief Engineer's office, dated April 28, 1869.

The funds were not available till July 1, but measures were immediately taken to ascertain the best way to work.

By my direction Brevet Major Stickney, United States Engineers" investigated the subject, and the following extract from his report contains all the information to be had at the time:

"The country between Du Luth and the Indian reservation is a succession of hills and swamps, with numerous small lakes interspersed. The ridges, tending nearly northeast and southwest are rocky, and for the most part quite thickly timbered with pine, white birch, and poplar; the swamps having tamarack and spruce. Parallel with these ridges, and nearly at right angles to the direction of the proposed road, are five rivers of considerable size, viz: Cloquet, White Face, St. Louis, Embarrass, and Vermilion, besides some smaller streams, all of which will require bridging. The first road made in this locality, being entirely a private enterprise, unaided by any public appropriation, was cut with the least possible expense and labor, extending from Du Luth to Vermilion Lake, and taking in its course as far as possible all the swamps, lakes, &c., it being intended only for winter travel. In the forepart of 1868, the legislature of Minnesota appropriated $5,000 for cutting out a road between the above named points. This work, under the direction of the commissioners of St. Louis County, was placed in the charge of Mr. Geo. R. Stuntz, who executed his charge in the most creditable manner, in the summer of 1868.

"Last winter the legislature appropriated an additional sum of $1,000, and about the same amount was raised by private subscription, which has also been expended upon the road. In cutting out this second road all obstacles were avoided where it could be done economically, and advantage taken of the best ground for the location of the road, and unavoidable crossings. The appropriation being small, however, considering the nature of the country, nothing could be done beyond the cutting out of the road, and corduroying some of the worst places, leaving the rivers unbridged and the swamps unimproved, and the road practicable only for winter travel. Beyond Vermilion Lake, or rather between that and the reservation, there is no road, the country is but little known, and I have not been able to gain much reliable information concerning it; but from what I have obtained, there is comparatively high land extending from Vermilion River northwest to Nett Lake, with no considerable streams and but little swamp, and heavily timbered. The usual way of 'communicating between Vermilion and Nett Lakes is by canoe, through a chain of small lakes, which extend, with the exception of a few small portages, from Vermilion Lake to Pelican Lake. Of the country in a direct line between Du Luth and Nett Lake I have but little information, but it appeared to be of the same character as that through which the present road passes.

"The direct distance between these two points is about 100 miles, and by the Vermilion route 130 miles, being 84 miles to Vermilion and 45 from there to Nett Lake.

"Mr. J. Ramsey, one of the commissioners appointed to locate the reservation, informs me that since its original location and surveys by Mr. Stuntz, it has been moved about 6 miles to the east, so as to include Pelican Lake, and that the buildings of the reservation are on the shores of that lake, which is six miles nearer than Nett Lake.

"If an entirely new road were made, the $10,000 appropriated would not more than cut it out and survey it, leaving the crossing of streams and swamps unimproved. Such a road the inhabitants have already, and would scarcely appreciate a second. In my opinion, the most judi

cious outlay of the money appropriated would be to expend the major part of it on bridging the rivers, and improving the swamp crossings on Mr. Stuntz's road, to a point just this side of the second crossing of the Vermilion River, leaving sufficient to cut out a road from the latter point to Pelican Lake. Such a road would be between 115 and 120 miles in length, and would probably suit all parties interested. The travel on the road would be principally the hauling of merchandise, supplies, &c., to the Vermilion mining district, and on that part beyond Vermilion, the hauling of Indian supplies only, the nature of the country being such as to invite settlement only in the mining district.

"Mr. Stuntz gives the following as the amount of bridging required, which, from information received from other sources, is a pretty large estimate:

and about one mile of swamp crossing to be improved. With these improvements, he states, the road will be practicable for hauling light loads; (he probably means in summer, as the road is now practicable for winter travel.)"

The plan proposed by Major Stickney was recommended by me, and approved by the Chief of Engineers. Mr. Geo. R. Stuntz, so familiar with this region, and strongly recommended by every body at all acquainted with it, was appointed engineer to construct the road, by employing such labor as he required.

His report, dated August 9, says; "Thus far I have had extremely rainy weather to contend with. I made fair progress up to the 24th of July, and had repaired the road by building bridges and corduroys, and grading side-lying ground, and had cut a large portion of the timber for the heavy bridge across the Cloquet, twenty miles from Du Luth. The excessive rain of that date raised the river so that I had to move back a large portion of the timber, and suspended operations partially for three days. Since then the weather has been better, and I am in hopes to have the bridge completed this week. My party are well adapted to the work, and are in good working order. The flies have been distressing, but are now nearly gone."

*

On September 1 Mr. Stuntz writes: "I have completed the large bridge across the Cloquet River. This bridge is 370 feet long, main span 54 feet, suspended on arch braces, well joined. This week I shall reach Big White Face River. The bridge at that stream will not delay us long, being only 120 feet in length. We have had an excessively wet season thus far; the prospect now is better, and 1 am pushing the work more rapidly."

On September 8 Mr. Stuntz reports: "I have repaired the road up to the forty-second mile, and have built the bridge across the Big White Face River." "I shall be compelled to increase my force about six men, in order to explore and survey the new portion of the road from the seventy-seventh mile-post on the Vermilion road to Nett Lake. We have now a prospect of much better weather, and consequently we shall be