maining at the close of the fiscal year ending June 30, 1883, served to continue operations under the contract dated September 21, 1882, with Charles F. Dunbar, until August 16, 1883, when, the funds being exhausted, work was stopped.

During this fiscal year 656 cubic yards of solid rock were removed, and an area of 62,000 square feet was dredged.

Although the number of vessels passing the locality during the season of 1883 was but little less than during any previous year, yet the tonnage was more than 2.500,000 less. This is principally due to the new tonnage measurement.

Except for this, the amount of tonnage reported would have been greater than during any previous year, because the average actual size of vessels is continually increasing.

A comparison of the water tonnage with that crossing the river at Detroit and below, by railroad, shows that the former is nearly six times greater than the latter, or as 17,695,174 tons is to 3,087,204 tons.

The magnitude of the interests concerned in this improvement is so manifest, from Mr. Kallman's statistics, that it is not deemed necessary to do more than invite attention to them, and to remark that they ex ceed those involved in the improvement of any other inland water channel in the United States.

This work is in no sense one of a local character. Indeed the State of Michigan is less concerned than the States of New York, Pennsylvania, Ohio, Illinois, Wisconsin, and Minnesota, as well as the Territories of Dakota and Montana.

The first three States largely receive the products sent by the others. The Dominion of Canada, too, is largely interested, so that the improvement is not only national in character but international also.

It is located in the collection district of Detroit, Mich. The nearest port of entry is Detroit, Mich.; the nearest light-house Mamajuda, in Detroit River (the lighthouse under construction at the mouth of Detroit River will be nearer); and the nearest fort is Fort Wayne.

The original estimate of the probable cost of the work was.
Estimated addition on account of modification of the project..

Total estimate

Amount heretofore appropriated.

Amount of estimate for completion under present project..

Actual cost less than estimated....

$1, 166, 500 40,000

1,206, 500

$335,000
227,700

562, 700

643, 800

From which it will be seen that, notwithstanding the additional cost of the modified project, it will still be only one half of the original estimate which was before Congress when the first appropriation was made. It is possible that the cost of completion may be somewhat increased by the delay which has occurred in making appropriations. This can only be determined when bids are received for a renewal of operations

July 1, 1883, amount available..

Money statement.

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

$7,517 56

7,403 77

July 1, 1884, amount available..

Amount appropriated by act approved July 5, 1884..

113 79 200,000 00

Amount available for fiscal year ending June 30, 1885......

200, 113 79

Amount (estimated) required for completion of existing project.

227,700 00

Amount that can be profitably expended in fiscal year ending June 30, 1886. 27,586 21

REPORT OF MR. H. KALLMAN, ASSISTANT ENGINEER.

GROSSE ISLE, MICH, June 30, 1884. DEAR SIR: I have the honor to submit the following report upon the progress of the work of improvement of the Detroit River, at the Lime Kiln Crossing, during the fiscal year ending June 30, 1884.

Under the contract with Mr. Charles F. Dunbar, dated September 21, 1882, 656 cubic yards of solid rock were removed, and an area of 62,000 square feet was dredged by August 16, 1883, when the work on this improvement was suspended for want of funds.

Total amount of work done to date:

Area drilled, blasted, and dredged....
Solid rock removed (pit measurement).
Solid rock removed (scow measurement).
Loose rock removed..

square feet.. 514, 121 ....cubic yards.. 39, 25 ..do.... ..do....

2,632 849

There remains to be removed a quantity of 27,601 cubic yards of solid rock. If Congress appropriates the total amount asked for, the work (which will be of no benefit to navigation until completed) can be done in two seasons. Accompanying tracing shows the condition of the work.

The following statistics show the importance of this improvement: The loss by detention, and damage by striking and sinking, to vessels of only the following four steamboat companies, Union, Anchor, Commercial, and Western Transportation, during the seasons of 1880, 1881, and 1882 amounted to $410,000.

During the season of 1883 the stage of water was high, and only seventy-two vessels were detained, of which number twenty-eight struck lightly, eleven heavily, and five got aground.

All the damage done does not amount to over $50,000.

The amount paid to the pilots by heavy draught vessels is from $7,000 to $8,000 per

season.

The official statements of the colllectors of United States customs at the lake ports show that the number of American vessels cleared from them, which passed through the Detroit River during the seasons of 1880, 1881, 1882, and 1883, was as follows:

The following statement shows the number of loaded cars which crossed the Detroit River during the years of 1881, 1882, and 1833:

The following shows the length of time that navigation was open during 1880, 1881, 1882, 1883, and 1884:

K K 15.

PRELIMINARY EXAMINATION OF THE HARBOR AT CASEVILLE, MICHIGAN.

UNITED STATES ENGINEER OFFICE,

Detroit, Mich., October 21, 1882.

GENERAL: I have the honor to report that I have caused a preliminary examination of the harbor of Caseville, Mich., to be made by Assistant Engineer Gilbert.

I inclose a copy of his report, a copy of a letter received from the parties representing the iron works located there, and a tracing taken from the town-site map.

Caseville is a small village situated at the mouth of the Pigeon River, which empties into Saginaw Bay on its northeastern shore. The principal business of the place is lumber manufacturing, and its usual attendant in this part of Michigan, salt making. There is also an ironsmelting furnace.

Heretofore the products of these manufactories have been shipped by water, but a railroad that is now being constructed will open up communication by land.

The work done to improve this harbor consists of two piers, as shown on the tracing, and some dredging, which the parties interested paid for. There is now 9 feet depth of channel across the bar.

The Pigeon River is a small sluggish stream, incapable of keeping a channel open through the bar at its mouth.

Any work of improvement at this harbor (while perhaps not costly) would be for the benefit of the local commerce only. I do not regard this harbor as one worthy of improvement by the General Government, as there is no existing public necessity for the same.

Very respectfully, your obedient servant,

MAJOR: In accordance with your instructions, under date of October 5, I visited Caseville, Mich., for the purpose of making a preliminary examination of the harbor at the mouth of Pigeon River, with a view to improvement of the same by the Government. I found the present condition of the mouth of the river about as follows, and as shown on the accompanying map: The mouth of the river has been extended out into the lake a distance of about 900 feet by parallel piers, built by Mr. F. Craw ford, who also dredged out the channel between them some four or five years ago to a depth of 12 feet. He claims to have expended some $50,000 on this work during the past twenty-five years. These piers are 75 feet apart, forming a channel of that width, which, at the present time, has filled up so as to leave about 10 feet water at the lake end, and only 6 to 8 feet at the upper end near the mill. (See map.)

A bar has also formed across the entrance, with but 9 feet of water on it. Its approximate position is sketched on the map.

Owing to bad weather it was impracticable to take soundings while I was there. I obtained the following data from fishermen and vessel captains who were apparently familiar with the subject.

The 12-foot curve is reached in a distance of about 400 feet from the end of the piers, and the 18-foot curve in about 900 feet. The lake bottom at the mouth of the river is sand over clay and hard pan. The approach from northwest to northeast is without obstruction and practicable in any weather.