SURVEYS AND IMPROVEMENTS OF THE UPPER MISSISSIPPI, MINNESOTA, AND WISCONSIN RIVERS, AND CONSTRUCTION OF THE ROCK ISLAND BRIDGE. Officer in charge, Brevet Major General G. K. Warren, Major corps of Engineers, assisted by Brevet Major A. Stickney, captain corps of engineers. 1. Surveys and maps of the Upper Mississippi River.-During the last fiscal year surveys and examinations were made at the sites of bridges between St. Louis and St. Paul, also of the harbors of Dubuque and Alton, with the view of preparing projects for preventing the injury caused by sand bars. It is very desirable that the survey of the river should be extended down to La Crosse, in order to embrace, some very shoal places found between that point and Winona. General Warren recommends that a survey and examination be made above the Falls of St. Anthony with the view of ascertaining the practicability of forming large reservoirs on the headwaters of the Mississippi to aid in keeping up the navigation at low stages. To make these surveys and examinations and complete the maps, together with the maps of thesurveys previously made, will require an appropriation of $25,000. (See Appendix H and H 3.) 2. Dredge and snag-boats on the Upper Mississippi River.-The two boats, Montana and Caffrey, were put in good order in the beginning of the season of 1868. One of the boats was soon called into requisition by the low water, and the work of that season fully demonstrated the success of the method of deepening the water on the bars by scraping. During that season one of the boats was employed one hundred and twelve days, and the other sixty-seven days. During the season of 1840, 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. Owing to the rise in August, the Caffrey was laid up on the 8th, and the Montana has been employed in removing snags, stumps,, and overhanging trees. The successful working of these boats, reported in the last annual report, is confirmed by the experience since acquired. In the upper part of the river there are several small channels which draw off the water from the main channel. It is desirable that these should be closed. For the improvement of the Upper Mississippi River, operating scraper and snag-boats, (including repairs,) and for dams to close channels injurious to navigation, there will be required for the next fiscal year $51,000. (See Appendix H 1.) 3. Wisconsin River. The officer in charge of this improvement expects to be able to present a full special report on the subject during the coming winter. A careful reconnoissance has been made to fill in details which were not covered by the survey of 1867. The maps are now nearly completed. A small steamer has been purchased for snagging operations and has been put to work at Portage with the design of clearing the channel way of snags and leaning trees-working down stream. A very great impediment to navigation now consists in the railroad and wagon-road bridges. The draws are too narrow, and some completely choked with sand. Dams are required to free these draws from sand bars. For the next fiscal year, for continuing the operations of the snag and dredge boats and for building dams, there will be required $115,000. (See Appendix H.) 4. Improving Minnesota River.-The appropriation made in 1867 for removing the snags and bowlders from the river has been exhausted. It is desirable that the improvement should be continued, and for this purpose there will be required for the next fiscal year $15,000. (See Appendix H.) 5. Du Luth and Bois Fort Reservation road.—In the act making appropriation for the support of the army for the year ending June 30, 1870, ten thousand dollars were appropriated for the purpose of cutting out a road from Du Luth to the Bois Fort Indian reservation, in Minnesota. Although this money was not available until July 1, 1869, steps were taken to ascertain the best way to carry on the work. After an examination made by Major Stickney, it was determined that the most judicious outlay of the money appropriated would be to bridge the river, improve the swamp crossings on the line of Mr. Stuntz's road, to a point near the second crossing of Vermillion River, and thence cut out a road to Pelican Lake. A small party has been at work during the present working season, but have been much delayed by rains and flooded streams. (See Appendix H.) 6. Rock Island bridge. By direction of the Secretary of War, the construction of the bridge over the Mississippi River at Rock Island was placed under the control of the Engineer Department, and General Warren, on the 10th July, was assigned to the immediate charge of the work. He was directed to submit preliminary estimates of the cost of the bridge, and in the mean time to suspend the execution of the contracts for the construction of the piers. These estimates providing for a double-track railroad and wagon road in accordance with the requirements of the act of Congress making appropriation for the bridge, exceeded the limits of expenditure prescribed in the act, and General Warren was directed to go on with the construction of the piers, which will admit of a double-track or single-track superstructure, and to prepare estimates carefully for superstructures of single-track railroad and wagon road, and also of double-track railroad and wagon road, with a view to submitting the subject to Congress for decision. In his annual report General Warren presents the question of the cost of this bridge in a clear light. Amount appropriated... Amount required for next fiscal year. (See Appendix H.) $700,000 00 300,000 00 IMPROVEMENT OF THE DES MOINES AND ROCK ISLAND RAPIDS OF THE MISSISSIPPI RIVER, AND SURVEY AND IMPROVEMENT OF THE ILLINOIS RIVER. Officer in charge, Brevet Major General J. H. Wilson, lieutenant colonel United States Army, assisted by Captain and Brevet Major Charles J. Allen, Captain L. Cooper Overman, corps of engineers, and Lieutenant E. F. Hoffman, United States Army. 1. Improvement of the Des Moines Rapids of the Mississippi River.— This improvement consists in the construction of a canal around the rapids, and the work is naturally divided as follows: Excavation of prism and construction of embankment wall, building of locks, and the excavation of the Montrose Channel. The completion of any one of these separate pieces of work is of no advantage to commerce and navigation until all are finished. Work has been begun on the lower lock, upon the prism and embankment wall of the canal, and contracts have been made for furnishing cement for the lower lock, and stone for all the locks. No work has been done upon the channel improvement at Montrose, nor upon the guard and middle locks, all the money now available being pledged for other work. During the past fiscal year the work has been carried on with varied success by contract, and for a time by "day's labor." Owing to the failure of the original contractors (Henegan & Son) new proposals were invited for the excavation of the prism and the construction of the embankment wall of the canal, and on December 12, 1868, a contract was made with Mr. J. J. Dull, the successful bidder. The contractor for stone, Mr. Tobie, having failed, a contract was entered into with Charles G. Case & Co. to furnish the necessary stone. Amount appropriated June 23, 1866.. Amount appropriated March 2, 1867. Amount allotted May 11, 1869. Total..... Amount expended to June 30, 1869, including retained percentage... Available July 1, 1869.... $200,000 00 500,000 00 300,000 00 178,200 00 1,178,200 00 433,121 21 745,078 79 $1,410,000 00 1,000,000 00 Amount required for the completion of the work according Owing to the extraordinary rain-fall and continued high water, the progress made in carrying work forward has not been satisfactory during last season; still, much work has been done, and it is believed that with a favorable season next year, and with the necessary appropriation of money, the greater part of the work can be completed by the winter of 1870-71. (See Appendix I.) 2. Improvement of the Rock Island Rapids of the Mississippi River.This work has been carried on during the year by Messrs. Case & Co., under their contract of June 28, 1867, and extension of December 2, 1868. From Duck Creek chain 9,900 cubic yards of rock have been excavated and removed, substantially completing the improvement of the chain. At Moline chain the coffer dam was completed July 30, 1868, and at the close of this fiscal year 16,900 cubic yards of rock were removed, leaving about 2,000 yards for completion. At Sycamore chain the coffer dam, inclosing about forty-five acres, was completed on November 14. About 15,800 cubic yards of rock have been removed, and at the close of the fiscal year there were about 1,400 yards to be excavated to complete this chain. During the present working season the contractors were greatly delayed by unfavorable weather and high stage of water in the river. Work was, however, commenced on Campbell's chain, and the coffer work, with a development of 3,660 linear feet, was completed; but at the end of the month of August it was impracticable to clear the dam of water. Amount appropriated June 23, 1866. Amount appropriated March 2, 1867 Total..... $100,000 00 200,000 00 156,000 00 133,650 00 589,650 00 Amount expended to June 30, 1869, including reserved 3. Survey and improvement of the Illinois River.-Field operations on the Illinois River were confined to examinations of sites for locks and dams in connection with the improvement proposed in 1867. The General Assembly of Illinois has directed the construction of one lock and dam on this river, to form the first link in the improvement, substantially conforming to the general plan previously recommended. This lock and dam is located at Henry, Illinois, and it is designed that the dam should be of such a height as will set the water back to a depth sufficient to flood all the bars at low water without dredging between the dam and the town of Utica. To lessen the height of the second dam contemplated near the mouth of Copperas Creek, it is proposed to dredge the bars intervening to a depth sufficient to furnish seven feet of water in the pool. The dam at Henry will extend the Illinois and Michigan Canal thirty-one miles, and with the dredging proposed will give Peoria, the most important city on the lower river, good water communication with Chicago. This dredging, it is believed, can be accomplished with the sum of $85,000 allotted from the general appropriation for improvement of rivers and harbors, approved April 10, 1869. Amount required for the next fiscal year for the construction of one dam and lock, $300,000. (See Appendix I.) IMPROVEMENT OF THE MOUTH OF THE MISSISSIPPI RIVER. Officers in charge, Brevet Brigadier General M. D. McAlester, major corps of engineers, to November 21, 1868; Brevet Colonel F. E. Prime, major corps of engineers, from November 21, 1868, to April 16, 1869; Lieutenant D. W. Payne, corps of engineers, to June 7, 1869, and since that date Brevet Major C. W. Howell, captain corps of engineers, having under his orders First Lieutenants M. B. Adams and D. W. Payne, corps of engineers. The early part of the fiscal year until the 3d of September was consumed in completing the construction, equipment, and delivery at New Orleans of a dredge-boat specially designed for this work by Brevet Brigadier General M. D. McAlester, then in charge. On the 3d of September this dredge-boat (the Essayons) commenced work on the bar at the mouth of Pass à Loutre, and from that time until the 18th of June, 1869, was employed sixty-nine and a half working days in dredging a channel through the bar. As the result of this labor, the depth of water on the bar was increased from eleven feet six inches to seventeen feet eight inches, and a clear, direct channel, 175 feet wide at the narrowest part and seventeen feet eight inches in depth, made available for commerce on the 18th of June. The work was not as continuous as could have been desired, owing to accidents to the machinery and consequent delays which could not be foreseen and guarded against; nor was it at any time sufficiently uninterrupted to obtain the maximum depth (twenty feet) for which the dredge is calculated, and which experience has shown it can obtain and preserve by continuous work. The dredgeboat will be laid up at New Orleans during the sickly season and thoroughly repaired. Such alterations and additions to her machinery as have been shown to be desirable and essential to her future success will also be made. The plan of improvement adopted (by the use of the double-ender dredge-boats, fitted with an excavating screw and rake or scraper) has proved to be the best heretofore attempted, and if fully carried out will produce the result desired, viz: the permanent opening of the Mississippi River to vessels of great draught. To fully carry out the plan it will be necessary to build the second of the two dredgeboats authorized by the joint resolution of Congress, approved March 29. 1867, and employ her on the work in conjunction with the boat already so employed. During the fiscal year the barge Cavallo was purchased as a tender to the Essayons, and an end dock built for the repair of the dredging screw. Both are in good condition. It is desirable that measures be taken for guarding the channel excavated from damage, which may be caused by vessels grounding on its sides an event that may occur from carelessness or from crowding the narrow channel. The allotment for the current fiscal year, added to the unexpended balance on hand, amounts to $57,887 51. During the next fiscal year $365,000 can be profitably expended upon the work, and is absolutely essential to its complete success. Of this amount $275,000 is estimated for the construction and delivery of the second of the two dredge-boats authorized, $70,000 for working expenses, repairs, &c., of the dredgeboat Essayons, and $20,000 for working expenses of the second dredgeboat for three months. (See Appendix J.) SURVEY OF THE MOUTH OF THE ST. JOHN'S RIVER, FLORIDA. To comply with a request from the Committee on Commerce of the Senate, asking for "estimates of the expense of deepening the channel of the St. John's River, Florida, so that it will answer the demands of commerce," Brevet Major General Q. A. Gillmore, corps of engineers, was instructed to cause a survey and examination of that locality to be made, with the view of obtaining the latest requisite information to be laid before the committee. General Gillmore proposes, in his report of this survey, in preference to other more expensive projects which have been heretofore suggested for the improvement of this entrance, to try the simple plan of deepening the channel by repeated dredgings or rakings during the strongest stage of the ebb current, as promising at least a fair measure of success at a comparatively small cost. He thinks that a constant minimum depth of at least ten feet at mean low water, with a width sufficient for the purposes of navigation, may be secured on the bar at a cost not exceeding $10,000 per year, and that the merits of the method proposed may be tested at an expenditure of not exceeding $5,000. The project seems to meet the present wants of commerce and navigation, and it would be advisable to make the small appropriation recommended. This method, however, of improving the depth of water on the bar should be considered as purely experimental, and if it be successful it will only afford temporary relief; for experience has shown that if the channel through the bar is not fixed but is ever changing, depending upon the force and direction of the storms, even apart from the consideration of the effects of storms, the deepening must be continuous to maintain the depth when once secured. (See Appendix K.) IMPROVEMENT OF THE NAVIGATION OF THE FALLS OF THE OHIO, AND ENLARGEMENT OF THE LOUISVILLE AND PORTLAND CANAL-IMPROVEMENT OF THE TENNESSEE RIVER. Officer in charge, Brevet Major General G. Weitzel, major corps of engineers. 1. Dams at the Falls of the Ohio.-An allotment of $85,000 was made |