COMMERCIAL STATISTICS.

Illinois River is in the customs district of New Orleans. Freight shipped from Saint Louis, Mo., via Illinois River. Freight received at Saint Louis, Mo., via Illinois River... Boats departed from Saint Louis for the Illinois River Boats arrived at Saint Louis, Mo., from the Illinois River..

Freight received and shipped via Illinois and Michigan Canal at Chicago, Ill.

Abstract of contract for Illinois River in force during the fiscal year ending June 30, 1884.

SURVEYS FOR THE HENNEPIN CANAL, AND THE ENLARGEMENT OF THE ILLINOIS AND MICHIGAN CANAL.

Work was carried on in the office upon the maps, which were not completed at the time the reports were rendered, and certain level lines were run in the field for the purpose of obtaining the difference of level between Lake Michigan and the Mississippi at the terminal point of the survey.

July 1, 1883, amount available...

Money statement.

July 1, 1884, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1883..

July 1, 1884, amount available....

$10,083 79

1,072 87

9,010 92

HH 6.

PRELIMINARY EXAMINATION OF CALUMET RIVER, ILLINOIS AND INDIANA.

UNITED STATES ENGINEER OFFICE,

Chicago, Ill., September 9, 1882. GENERAL: I have the honor to present the following report of an examination of Calumet River, Illinois and Indiana, made under my direction, as provided for in the river and harbor act of August 2 last.

Having to obtain some necessary information for the Board of Engineers in connection with the improvement of the Lower Calumet, I directed that the examination be extended so as to include the two branches of the upper river, and therefore no estimate was presented to the Department for the work.

The Calumet River, which flows into Lake Michigan through Calumet Harbor at South Chicago, is formed by the junction of the Grand and Little Calumet rivers. This junction is about 8 miles up from the harbor; the lower part, 73 miles, was surveyed and reported upon last year by Major Lydecker, and the improvement thereof will be considered by a Board of Engineers in the course of the present month.

Grand Calumet River is, from the junction, about 18 miles long, and Little Calumet, from the same point, some 60 miles long. It is presumed that the former is the stream intended to be reported upon, though in this report I will give what information was obtained in regard to the latter branch.

Grand Calumet has a depth of channel of about 8 feet for a distance of about 5 miles above the junction, after which the depths are very variable, running from 3 to 12 feet. It has no tributaries of any conse quence. The banks along a great portion of the stream are low and marshy, but at some little distance back are higher, with alternate stretches of timbered and cultivated land. The river bed is at various points filled with weeds and wild rice, which contracts the clear channel to a width of about 40 feet. There is at present practically no navigation higher up than Hammond's, located on the Illinois and Indiana State line, 24 miles from the junction.

Little Calumet River is formed partly by springs and partly by smaller branches, draining the surrounding country. There is at times quite a good current in the stream, and about 7 miles from the junction there are rapids for some distance, with rocky bottoms, and a fall reported at 7 feet to the mile. From the junction to Blue Island there is a good channel, varying from 10 to 12 feet in depth, but from the rapids this depth is estimated at scarcely 5 feet, for about 20 miles, beyond which the depth is still less. The lower part of the river for some little distance beyond Riverdale displays a clear, open channel, free from weedy obstructions, of about 150 feet in width.

COMMERCIAL STATISTICS, ETC.

Grand Calumet.-During the past season, or for the last four months, it is estimated that about 100 boats have passed up the two branches of the river.

Hammond is a very enterprising place. The slaughtering and shipping house of Hammond & Company do a business estimated at $15,000,000 per annum. There are also lumber yards and mills, fertilizing works, glucose works, coal yards, &c. The place is also a railroad center, as indicated on the map.

Little Calumet.-There are at present no enterprises of any decided commercial importance established on this branch of the river. The country in the vicinity produces a large amount of corn, wheat, potatoes, oats, hay, &c.

There is an unmistakable tendency towards a steady growth of improvements along the main Calumet River and its branches, new enterprises being constantly contemplated throughout this region. It is only a question of time when all the available river front will be occupied for commercial and manufacturing purposes. Should the improvement of the lower part of the river be determined upon, I think it would be advisable to continue the same up the Grand Calumet and also up the Little Calumet to Riverdale, at least; while I do not consider that the improvement of the branches are an urgent public necessity, I think they are worthy of improvement to the points indicated, taken in conjunction with the improvements of the main river and harbor now contemplated.

The estimated cost of the survey and preparation of maps, &c., I estimate at $1,100.

A small map showing the location of the river is inclosed.
Very respectfully, your obedient servant,

W. B. H. BENYAURD,

Major of Engineers.

HH 7.

PRELIMINARY EXAMINATION OF SANGAMON RIVER, ILLINOIS, FROM ITS MOUTH TO PETERSBURG.

UNITED STATES ENGINEER Office,

Chicago, Ill., September 25, 1882.

GENERAL: I have the honor to make the following report upon a preliminary examination of the Sangamon River, Illinois, with a view to having a survey made and estimates presented for the improvement of that stream, as provided for in the river and harbor act passed August 2 last.

I personally examined the river from Petersburg to its junction with the Illinois River near Browning, a distance of about 75 miles. At that time the river was near its lowest stage, and I found it susceptible of being navigated by the smaller class of boats that would run upon that river and upon the Illinois at its present lowest stage were the obstructions (artificial and natural) removed. There have been no boats upon the river for years (except below the lowest bridge, which is some 25 miles above the mouth), due to the fact that considerable timber has fallen into the channel, and also that five bridges have been built across the stream, with fixed spans and no draw passages, causing a complete blockade to navigation. Were the timber removed and the corporations compelled to put draw-spans in their bridges, the stream would be open to navigation by the smaller class of boats above mentioned even at a low stage of water. This, taken in connection with the improvement of the Illinois River, would admit of continuous transportation from the highest point mentioned (Petersburg) to Saint Louis or Chicago.

As the stream had not been navigated for many years, it was difficult to obtain any accurate information in regard to its characteristics and commercial value, except upon direct examination, and this latter has altered my previous opinion of the river.

As stated, there has been no commerce on the Sangamon for many years; still, if the river were improved as above indicated considerable business would be transacted by the boats and barges in carrying out the products of the counties adjacent to the river. These counties are Sangamon, Menard, Mason, and Cass, and their total products (in addition to large quantities of coal) for the year 1882 are estimated as follows:

The corn crop is not given, but that for 1881 is 12,102,486 bushels. Of course it is not presumed that the above products would all be shipped by river, but it is believed that the strip of country, say 8 miles on each side of the river, would ship the greater part of its products by

water.

In view of these facts the stream is deemed worthy of improvement to the extent of removing the obstructions to navigation. The timber can be taken out without any great difficulty, but that will be of no use unless the bridges be altered by the insertion of draw passages, and the State should compel the various corporations to so alter their structures before any work be done by the Government. The acts of the legisla ture of the State, of December 26, 1882, and March 3, 1845, declared the river a navigable one, and provided that bridges and other constructions across the river should be built in such manner as to allow the safe passage of boats.

These points will be more fully dealt with in the report of the survey. The amount required to make a thorough examination of the Sangamon for the purpose of estimating the cost of removing the obstructions with a view to the improvement is placed at $400. Very respectfully, your obedient servant,

W. H. H. BENYAURD,

Major of Engineers.

EXAMINATION OF SANGAMON RIVER, ILLINOIS, FROM ITS MOUTH TO

PETERSBURG.

UNITED STATES ENGINEER OFFICE,

Chicago, Ill., March 5, 1884.

GENERAL: I have the honor to present the following report upon the examination of the Sangamon River, Illinois, from Petersburg to its junction with the Illinois River, as provided in the river and harbor act passed August 2, 1882.

At the time the preliminary examination of the river was made, in August, 1882, the water was presumed to be at or very near its lowest stage, and it was thought that the river might be made navigable for the smaller class of boats were the obstructions, such as snags and leaning timber, removed. No survey or examination had previously been made, and it was very difficult to obtain definite information re5908 EN-123

garding the characteristics of the stream, as a long time had elapsed since it had been navigated, and the adjacent railroads, with their bridge crossings, had caused the stream to be abandoned as a highway of communication or commerce for boats of any description. The result of this present examination has given me much more additional information, and has, to some extent, caused me to alter my former views regarding the navigability of the stream at its lowest stages.

A party was organized in October, 1883, and placed under the charge of Mr. H. W. Lewis, assistant engineer, with the necessary instruction to make a thorough examination of the stretch of river in question. The period selected for this work was that corresponding to the lowest stage of water, when the fullest information could be obtained as to the capabilities of the stream for affording navigation, as well as to definitely estimate the cost of the improvement should it be undertaken. It happened that the season selected proved to be that of extreme low water, and this condition prevailed from the time the party started until a point was reached within about 9 miles of the termination of the work.

The valley through which the river runs varies in width, between the base of the bluffs, from six-tenths of a mile near Petersburg to about 3 miles at the junction with the Illinois. The extreme floods, like those of 1882 and 1883, go entirely over the banks, and inundate a great portion of the adja cent country within the above limits. Above the mouth of Salt River the flood of 1883 attained an average height of 8.4 feet above the river banks, and below that point an average height of 5.8 over banks. There are many miles of existing levees along the river, but they are only of sufficient height to avert medium floods. It is estimated that the flood of 1883 submerged about 19,000 acres of cultivated land and 24,000 acres of timber land.

The length of the river examined, from Petersburg to the Illinois River, is 66 miles, with a total fall of 68 feet. The distance between the above points, following the trough of the valley, is about 37 miles. The average width of the river, at low water, from Petersburg to Salt River (a distance of 10 miles) is 109 feet; thence to the 63d mile the width increases to 140 feet; thence to the mouth this width is somewhat lessened.

The obstructions to the navigation of the Sangamon, in order, from the least to the greatest, are, (1) bridges; (2) bends; (3) cut-offs, outlets, and old channels; (4) snags, rafts, and timber; (5) shallow water. These will be considered in their order.