present stage of the river, too narrow for the Caffrey; and it seems very doubtful whether she could effect a passage at a stage of water four or five feet higher, as even then it does not appear that the water space at the draw would be over 45 or 48 feet. The bars obstructing the mouth of the Wisconsin, as we found them, are not merely abrupt reefs, such as met with in the Upper Mississippi during low water, but extensive flats, across which it would require a much longer time than allowed in your instructions to excavate a channel through which the Caffrey could pass. Captain Russell and the pilots were of the opinion that the peculiar flat shape of the bars in the mouth of the Wisconsin was owing to the Mississippi being higher than this river, with but very little current in the latter, and that we would find an entirely different shape to the bars with a strong current flowing out of the Wisconsin, which seems reasonable. The cross-currents and back-water from the Mississippi would obliterate the channels made by the scraper as fast as opened. This, with other reasons stated above, and the difficulty of getting the Caffrey through the first bridge, caused us to abandon the experiment at the mouth of the Wisconsin as likely to take some time, and involve more risks than I felt at liberty to encounter. I have no doubt of being able to push the experiment to a successful result with a boat and scraper suited to the navigation of the Wisconsin. She should not draw over fourteen or sixteen inches, and the channel, when opened by the scrapers, may be kept in place by the aid of wing-dams and stopping side-sloughs. An examination of the slough along the bluff, which enters the Mississippi some three miles below the present mouth of the Wisconsin, leads me to suppose that a permanent channel can more easily be opened and kept in good condition in that direction, because it will flow into the Mississippi with a current approaching parallelism. The head of this slough is now choked up with drift and sand, but I am credibly informed that boats formerly entered the Wisconsin by this route. The Caffrey started up the Mississippi again this afternoon, 11th instant, and resumed her regular work, snagging and cutting impending trees from the banks of the river. Respectfully submitted. HENRY C. LONG, United States Civil Engineer. Brevet Major General G. K. WARREN, U. S. A., Major of Engineers, St. Paul, Minnesota. As the Caffrey was first at work she did the greater part of the scraping. The heaviest snagging was done by the Montana. It is not necessary to enlarge upon these particulars in this connection, as they are sufficiently shown in the tables. It is not worth while to encumber this report with the numerous letters received in testimony of the efficient service done to the navigation of the Upper Mississippi by the Montana and Caffrey. The following from Captain T. J. Buford, superintendent of the Northern Line St. Paul and St. Louis Packet Company, is given as a specimen of many now in possession of the undersigned: ST. PAUL, November 18, 1868. DEAR SIR: It gives me great pleasure to say to you that the steamers Caffrey and Montana, with the machines known as "Long's scrapers" attached, have rendered great and valuable service in keeping the river open to moderate and large-sized steamboats during the low stages of water for the past two years. I am certain and free to say that had not the said boats been at work no moderate or large-sized steamboats could have navigated the river between La Crosse and St. Paul (a distance of one hundred and eighty miles) for at least three months of the summer seasons of 1867 and 1868. Yours, very truly, Major H. C. LONG. T. J. BUFORD, Superintendent Northern Line Packet Company. Early in September certain bars between Keokuk and Saint Louis became very troublesome, principally Cap au Gris and Iowa Island, so much so that Captain W. L. Davidson, president of Northwestern Union Line Packet Company, and Captain Ward, president Northern Line Packet Company, applied to General Warren for the services of a scraper boat between Saint Louis and Keokuk. As the district under General Warren's supervision did not extend below the Rapids Des Moines and Rock Island, he could not dispatch one of the boats as required, but loaned the gentlemen above mentioned one of the large scrapers which was not then in use, and the services of Mr. D. S. Stombs, head machinist, under whose supervision the apparatus was mounted, and set to work on the stern-wheel steamboat Little Giant, and operated at the joint expense of the companies represented. The enterprise was successful, as will appear from a perusal of the following letters, viz: Captain J. S. McCune, president Keokuk and Saint Louis Packet Company, to H. C. Long. [Extract.] ST. LOUIS, September 29, 1868. DEAR SIR: The bearer, Mr. D. S. Stombs, has assisted us in getting the scraping machine placed upon a boat, also has shown us how to operate, and has done everything to our satisfaction. The machine so far has worked well, and we think it will warrant us in procuring one through the government or yourself, next season, and, with our present appearance, we think we can improve the channel in low water from ten (10) to twelve (12) inches, if so, we have accomplished a good deal, &c. Major H. C. LONG, J. S. McCUNE. Captain Wm. Howard, (steamer Little Giant,) to D. S. Stombs. DEAR SIR: I have neglected writing to you, on account of waiting to find out their opinion in regard to the working of the machine scraper. It gives entire satisfaction. We worked two days with it, and opened out three other places, after you left me. I believe it was satisfactory to the company, and we made a new channel of (5) five feet at Cap au Gris, and Iowa Island. I think it will remain all the fall, &c. D. S. STOMBS, Saint Paul. * * Captain WILLIAM HOWARD, In accordance with your instructions of November 20, 1868, I left Saint Paul for Saint Louis, for the performance of the duties indicated in the following correspondence, instructions, &c.: OFFICE WESTERN RIVER IMPROVEMENTS, No. 4 PUBLIC LANDING, GENERAL: I have the honor to report that a Long's scraper has been constructed here, and is about to be sent to Mound City, to be used on board of a boat which has just been chartered, for the purpose of dredging the bars on the Mississippi River. As this operation is new to me, I would respectfully request that Mr. H. C. Long, who has had the management of similar works for General Warren, may be ordered to report to me for the purpose of a mutual comparison, and interchange of opinions and suggestions, upon the several subjects of dredging with the "Long scraper," and of destroying snags with the improved snag-boats. This request is made, at this time, under the supposition that General Warren's field operations are probably closing for the season, and that he would willingly accord to my request, and agree with me that it would be to our mutual benefit, and to the advantage of the public interests, and it is only with this feeling that I have ventured to make it. I remain, general, very respectfully, &c., J. N. MACOMB, General Superintendent U. S. Snag-boats, Western River Improvements. Bvt. Maj. Gen. A. A. HUMPHREYS, Chief of Engineers, U. S. A., Headquarters Corps of Engineers, Washington, D. C. HEADQUARTERS CORPS OF ENGINEERS, Washington, D. C., November 14, 1868. GENERAL: The inclosed copy of a communication of the 11th instant, from Colonel J. N. Macomb, Corps of Engineers, is transmitted for your information. It is desirable that his wishes be complied with, if the services of Mr. H. C. Long can be temporarily dispensed with without embarrassment to you. Very respectfully, your obedient servant, JOHN G. PARKE, Major of Engineers, Brevet Major General United States Army. By command of Brigadier General HUMPHREY. Brevet Major General G. K. WARREN, Major of Engineers, St. Paul, Minn. UNITED STATES ENGINEER OFFICE, Saint Paul, Minn., November 20, 1868. SIR: As soon as you can leave the superintendence of the work you have charge of, under me, you will proceed to Colonel J. N. Macomb, United States Engineers, for such temporary assistance as you can give him, as desired by the Chief of Engineers, (see letter annexed.) Very respectfully, your obedient servant, Major H. C. LONG, United States Civil Engineer. G. K. WARREN, Major of Engineers, &c., &c. OFFICE WESTERN RIVER IMPROVEMENTS, No. 4 PUBLIC LANDING, SIR: Having reported to me, in accordance with the letters and orders, copies of which are annexed, you will repair to Saint Louis, Missouri, for the purpose of uniting with Brevet Major Suter in an inspection and trial of "Long's scraper," as fitted to the dredging steamer Octavia. After which, you will proceed from Saint Louis to Cairo, Illinois, for the purpose of inspecting such of the United States snag-boats as may be in that port, and of accompanying Major Suter down the Mississippi River, to witness the working of one or more of those boats. On your return to Cairo, Illinois, you will proceed thence to Cincinnati, Ohio, and report to me in person, for the purpose of inspecting, with me, such mechanical work as we have in progress here, for the Western River Improvements; after which, you will return to Saint Louis, Missouri, and on completing at that point the duties upon which you have been called to consult with me, you will repair thence to Saint Paul, Minnesota, and report in person to General Warren. You will please make a report, in writing, to General Warren, as soon as possible after rejoining him, and give your impressions, fully, of the boats and machinery which we are constructing and using, and make any suggestions which you may think will lead to further improvements, in order that your views may come before the Chief of Engineers, United States Army. I remain, very respectfully, your most obedient servant, J. N. MACOMB, Colonel Engineers, Brevet Colonel United States Army, Major H. C. LONG, The following is my report on the performance of duties assigned me in the foregoing correspondence, viz: UNITED STATES ENGINEER OFFICE, St. Paul, Minn., January 1, 1869. GENERAL: In accordance with the suggestion of Colonel John N. Macomb, corps of engineers, "General Superintendent United States Snag-boats and Western River Improvements," dated at Cincinnati, November 10, 1868, that I should be ordered to report to him for the purpose of a mutual comparison and interchange of opinions and suggestions upon the several subjects of dredging with Long's scraper, and of destroying snags with our improved snag-boats, and approval of the same, (November 14, 1868,) by the Chief of Engineers, and yourself, (November 20, 1868,) I left St. Paul for the purpose specified, on the 23d November, ultimo. On the 27th of November I received a telegram at Alton, Illinois, from Brevet Major Charles R. Suter, corps of engineers, principal assistant to Colonel Macomb, as follows: "ST. LOUIS, November 27. "To Major H. C. LONG: "Will be at Alton this p. m. on steamer Octavia." Major Suter arrived at Alton this p. m., on steamer Octavia, at the time appointed. The next day was devoted to an examination of the "Long's scraper" attached to her bows, and a trial of the same on the bar about three-quarters of a mile above the city landing. This bar had been recently surveyed by Captain J. P. Cotton, civil engineer, and party, and its position and the depth of water on it accurately defined. It crossed the river obliquely from the Illinois shore, tending up stream, till it was met and overlapped by a smaller bar that made out from the Missouri side, thus forming quite a serious obstruction to the passage of heavily loaded steamers. The whole was composed of light shifting sand and gravel, mixed with loam, abraded from the adjacent bottom lands on the Missouri shore. The best water across the shoalest place in the main channel was found to have a depth of but four and a half feet water, from soundings made at the time under the direction of Captain Cotton, who accompanied us during the experiment. At this point the trial was made with the Octavia's scraper. Six successive drags or scrapes were made across the obstruction, occupying about two hours from the time we left the Alton landing till we returned. In that time the depth of water on the bar was increased to six and a half feet. I have since been informed by pilots and other river men that we so cut up and loosened the bottom of the river, that in the course of three or four days afterward the current washed out a channel ten feet in depth in the direction and along the trace scooped out by the scraper. We find that the greater width of the river gives better facilities for maneuvering the scraper than met with above the rapids, and tends to the conviction that the machine will work equally well in the Lower as in the Upper Mississippi, the frame work which carries the cutters or baskets, the slides and drag chains, being proportionately lengthened to accommodate a greater depth of water. The Octavia, at the time of her visit to Alton, was under charter by government for a limited period. It had not been concluded to purchase her. On this account, the scraper was not mounted with a view to permanency, and the raising and lowering the machine from and on to the bars was accompanied by considerable delay and difficulty. The scraper had but four (4) cutters instead of five, (5,) as used in the Upper Mississippi in those of largest size. Accordingly, it was suggested to Major Suter that certain improvements be made in the apparatus for handling the machine, and that the largest size scraper be attached to her bows, after which it is confidently expected that, with proper management, the Octavia will do most efficient service in dredging the bars between Keokuk and Cairo. She is a powerful, well-built boat, light draught, commodious, and in all respects suited for this character of work. On the 5th of December I joined Major Suter at Cairo. The next day we went to Mound City and inspected the large double-hulled snag-boat B. E. De Russy. On the 7th we started for Cairo with the Octavia for the Lower Mississippi for the purpose of observing the operations of the other snag-boats J. J. Abert and S. H. Long. We met the former at Fletcher's Landing the evening of the 8th, and remained with her that night and till about eight o'clock the next morning, during which time we went on board, examined thoroughly the details of her machinery and witnessed her operations in extracting a dangerous snag from the main channel of the river. This snag was a cottonwood tree ninety feet long, three feet two inches in diameter at butt, tapering to a few inches at the top. The Abert was about fifteen minutes in raising it from the water and placing it on the rollers between the two hulls preparatory to its being cut up and otherwise disposed of. This was not considered by any means a fair test of the capacity of the boat, as the snag was not firmly imbedded in the mud at its roots, and was under the average size and weight of many snags in this vicinity. But it served to show the method of maneuvering the boat, handling the machinery, the discipline of the officers and crew, and in these particulars was very satisfactory. On the same day (December 9) we arrived at Memphis and lay there till 10.30 next day, taking on coal, stores, &c. From this place I reported to you. On the moruing of the 11th December we overtook the snag-boat S. H. Long in Fryer's Bend, ten miles below Helena, Arkansas. After inspecting her we turned up river again, passing Memphis on the 12th, meeting and visiting the De Russy on the way down, a few miles above that city. We also made a second visit to the J. J. Abert on 13th of December, near island No. 37. At that time she had a snag on her rollers, cottonwood, measuring, exclusive of roots, very heavy and wide-spreading, one hundred and thirty feet in length, sixteen feet in circumference at the large end, and eight feet in circumference at the small end. The captain of the Abert informed me that it took them three and a half hours to get this snag on to the boat, and that it would take them about as much longer to cut it up and put it out of the way, or about seven hours' work in all to dispose of a snag of these dimensions. In the meanwhile it had turned very cold, the mercury having been as low as 15° at Helena, Arkansas, the morning we were there. We encountered heavy floating ice about two hundred miles below Cairo, and with great difficulty reached that city on the evening of December 15. The next day I accompanied Major Suter on the cars to Cincinnati, the Octavia having been sent to Mound City to have the alterations made in the mounting of her scraper, and to undergo other slight alterations, the boat having been purchased by the government. On the 17th December we reported to Colonel Macomb, corps of engineers, at Cincinnati, and accompanied him and Captain Shields, head machinist, in an inspection of a light-draught machine boat, and a small stern-wheel boat for propulsion of same, building and on the ways in the upper portion of that city. We also visited the foundry and examined castings and machinery in preparation for same. Having thus completed the duties assigned us per instructions, &c., given in the early part of this paper, I returned to St. Louis, &c., and reported to you. I take this occasion to express the great_gratification afforded by the inspection and operation of the large twin snag-boats J. J. Abert, S H. Long, and R. E. De Russy. These boats appear to be most substantially built of the best materials, and complete in all their appointments, well officered and well disciplined. They are, in many respects, great improvements over the old snag-boats, such as built by Captain H. M. Shreve, Captain J. W. Russell, and others, in that the old boats had but one set of engines, which not only propelled the boats, but worked the snagging gearing by disconnecting them with the water-wheels, whereas, in the boats built under the direction of Colonel Macomb, the propelling power is distinct from that which works the snagging apparatus, and various other time and labor-saving contrivances are introduced, such as steam-gearing for sawing up the snags before dropping them in deep water and out of the way places, steam-capstans, steam-pumps, steam-hoist for drag-chains, &c. While, as just stated, the old snag-boats had but one pair of engines to perform all the work required of them, and drive them from point to point, long distances, on the Ohio, Mississippi, Missouri, and Arkansas Rivers, involving journeys many thousand miles in the aggregate, the new boats have six pairs of engines. This fact must be taken into consideration in estimating the comparative efficiency and amount of work performed by the two classes of boats, the old and the new. I also, further on, refer to the difference of work, and the construction of the large double snag-boats, and those used for such purposes in the Upper Mississippi, and why it is not fair to compare work done by the former to the latter. In point of accommodation for the officers and crew, the snag-boats of Colonel Macomb are so superior to the old that no just comparison can be instituted between the two. In conclusion, I beg leave to say, that from opportunities afforded of conversation with river men, I am of the opinion that there is but one expression in regard to the operations of the snag-boats under Colonel Macomb and Major Suter's supervision, and that is of commendation. They have already accomplished a good deal, but much more remains to be done. Very respectfully, your obedient servant, Brevet Major General G. K. WARREN, U. S. A., Major Corps of Engineers, Saint Paul, Minnesota. HENRY C. LONG, United States Civil Engineer. In accordance with instructions from General Warren, dated at Saint Paul, October 8, 1868, (see preceding pages,) the Montana and C. J. Caffrey were laid up for the season at Saint Paul, October 31, 1868, officers and crew paid off and discharged, except one watchman for each boat, charged with their care and protection against thieves and fire, and the custody of the government property on board. At this time there was a considerable rise in the river, giving five and six feet on all bars between St. Paul and La Crosse, so that no further scraping or dredging was required, and sufficient had been done in removing dangerous snags from the main channel and bends of the river to cause no apprehension on that score till the close of navigation by ice, which then threatened to occur early in November. The aggregate cost of alterations, repairs, and operating the Montana and Caffrey on the Upper Mississippi, during the summer and fall of 1868, was about $35,000, of which amount $12,000 may be charged to docking expenses, alterations, and repairs. The expenses per day of each boat while snagging or scraping were about $100. The ordinary expenses of the first-class packet boats on the Upper Mississippi are from $350 to $650 per day. |