The act of Congress approved March 3, 1879, appropriated $20,000 for improving the navigation of the Mississippi River at Quincy, Ill. The Secretary of War decided that of this amount $10,000 should be expended for dredging in the bay and $10,000 for improvements in the main river. The money was so expended.

Work in the river was commenced October 15, 1879, under contract with Whitney & Son. Two spur-dams were built out from the right bank of the river, the first (No. 1, sheet 68) starting from a point about 2,600 feet below the railroad bridge, and being 1,500 feet in length; the second (No. 2, sheet 68) starting from the head of Island 427, and being completed for a length of 300 feet, leaving 600 feet to be built subsequently.

The act of Congress approved June 14, 1880, appropriated for this work $25,000. The approved project for the expenditure of this amount contemplated the use of $15,000 for the improvement of the river and $10,000 for dredging in Quincy Bay.

A small portion of the amount set aside for work in the river was expended for closing Squaw Chute, but the balance was reserved until a more thorough study of the movements of the sand could be made. No urgent necessity arising for work in the river, its continuation was suspended during seasons of 1881, 1882, and 1883.

On March 3, 1884, I submitted a project for expending the balance of the appropriation of June 14, 1880, amounting to about $12,000. This 1roject was approved March 7, 1884.

Work under the approved project was commenced April 20, 1884, and is still under way. The chute behind Island 427 has been closed by a brush fence (Dam 3, sheet 68).

The break between Dam 2, sheet 68, and Island 427 has been repaired, and the head of the island has been protected. Dam No. 1, sheet 68, has been raised throughout the greater portion of its length.

For use in the above work 4,036.71 cubic yards of rock were brought from the Government quarry at Dixon's Landing, and 3,175.31 cubic yards of brush from near the mouth of the Missouri, towing being done by the United States tow-boat No. 6. An informal agreement was also made with Mr. F. W. Menke, of Quincy, to furnish 5,000 cubic yards of rock, at 80 cents per cubic yard, on barges. A portion of this rock has been received and placed in the dams. All the work has been carried on by day labor and use of United States plant.

In accordance with authority, a portion of the expenses of this work are being borne by the general appropriation for improving Mississippi River from the Illinois River to Des Moines Rapids.

Details of the work are given in the attached report of Assistant Engineer O. N. Chaffee.

As future work in this vicinity will be provided for from the general appropriations, no further estimate is submitted in this report.

ABSTRACT OF APPROPRIATIONS.

By act approved March 3, 1879*

By act approved June 14, 1880*

No further appropriation is asked for.

Ten thousand dollars allotted for dredging in Quincy Bay.

$20,000

25,000

45,000

Money statement.

July 1, 1883, amount available

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

$12,491 22

12.491 22

REPORT OF MR. O. N. CHAFFEE, ASSISTANT ENGINEER.

QUINCY, ILL., July 1, 1884.

MAJOR: I have the honor to present my report of work accomplished by party under my control during the last fiscal year:

IMPROVING MISSISSIPPI RIVER AT QUINCY, ILLINOIS.

The plan of operations at this point, which had been adopted and begun in 1879, comprised the closing of the chute between Island 427 and Missouri shore and the construction of wing-dams at several points from the west side of the river, by which it was expected the current would be deflected towards the wharf at Quincy with sufficient velocity to deepen the channel through the crossing. Owing to the lateness of the season when the work was undertaken in 1879, and the approach of winter, labor was suspended before the completion of the wing-dam, which was located about midway between Island 427 and Quincy Bridge, and extended 1,300 feet from the Missouri shore.

Subsequent surveys in the spring of 1880 showed that the crossing had deepened so that there was more water in it than was found at several other points between Saint Louis and Keokuk, and no necessity for immediate prosecution of the work remained. During the long periods of high water which have prevailed during the last two years the crossing has shoaled considerably, and threatened trouble to boats if low water should prevail for some time. Work was resumed on April 20. The chute west of Island 427 has been closed by a brush fence 930 feet in length, constructed as follows: After a foundation mat 40 feet wide of brush had been laid and sunk, with a covering of stone, piles were driven through it, 6 feet apart, on a line 10 feet below the upper edge of the foundation; mats of brush, well fastened together with wire, were sunk on edge above the piling, to which they were secured with wire. Subsequently the thickness of the upright brush was increased and the foot of the fence fortified on the upper side by considerable quantities of fine stone, which almost entirely stopped the flow of water at a stage of 7 feet. Examination of the cross-section of the chute below the fence shows a fill of 5 inches in one month after the fence was completed.

At Dam 1, midway between Island 427 and Quincy Bridge, a brush mat 20 feet wide has been sunk along the lower side of the apron, to increase the security of the work. The dam has been raised to an elevation of 8 feet above low water through a distance of 937 feet from Missouri shore, leaving 363 feet still unfinished, on which work is being prosecuted as fast as materials are furnished by contractors.

In 1879 a wing-dam was begun near the head of Island 427, and carried out 300 feet, when work was suspended. Since that time the head of the island has been washed away, leaving a gap 96 feet wide between it and the dam. This opening has been closed by a brush mat 40 feet wide, and the head of the island protected with' brush and stone 330 feet on the east side and 285 feet on the west side, averaging 40 feet in width.

Very respectfully, your obedient servant,

Maj. A. MACKENZIE,

O. N. CHAFFEE,
Assistant Engineer.

Corps of Engineers.

X 14.

IMPROVEMENT OF QUINCY BAY, ILLINOIS.

The project for this work is given in Report of Chief of Engineers for 1879, page 1130.

There being no funds available for the purpose, no work was done during the year.

The small balance, $202.11, available at the beginning of the year was used in defraying a portion of the expenses of the office.

There wintered in Quincy Bay the following: Six steamboats, 62 barges and flats, 7 dump-boats, 2 pile-drivers, 1 dredge, and 3 rafts, of a total valuation of $170,000.

NOTE.-Twenty thousand dollars additional, allotted from appropriation for "improving navigation of Mississippi River at Quincy, Ill.," has been used in the improvement.

July 1, 1883, amount available

Money statement.

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

liabilities July 1, 1883..

Amount (estimated) required for completion of existing project..

$202 11

202 11

154, 109 87

Amount that can be profitably expended in fiscal year ending June 30, 1886. 25,000 00

X 15.

PRELIMINARY EXAMINATION OF IOWA RIVER, FROM WAPELLO TO ITS

MOUTH.

UNITED STATES ENGINEER OFFICE,

Rock Island, Ill., December 9, 1882. GENERAL: I have the honor to state that, in accordance with instructions contained in circular letters dated Office Chief of Engineers, United States Army, Washington, D. C., August 11 and September 27, 1882, I caused to be made in September a preliminary examination of "Iowa River, from Wapello to its mouth." The portion of the river under consideration was carefully gone over in a small boat, soundings were taken, obstructions and physical characteristics noted, and persons supposed to be most familiar with the river and interested in its improvement were consulted.

The delay in submitting my report has been occasioned by continued but failing attempts to obtain certain statistic l information, which, if attainable, should properly be considered in connection with determining the necessity of further surveys or of improvement. But as no further delay can be justified, I must base my report on the information I have in hand. The Iowa River is a stream of considereble size, having a drainage area of 12,385 square miles. There are but four large tributaries of the Upper Mississippi, viz, the Minnesota, Wisconsin, Des Moines, and Illinois.

Above Wapello, 21 miles from its mouth, it has been declared by Congress unnavigable, and it is obstructed by permanent bridges and milldams.

From Wapello to its mouth it is from 600 to 1,000 feet in width, with a rapid current. Its banks and bed are largely composed of sand, and numerous bars, some of sand; others of a mixture of sand, gravel, and clay are met with. At a few points, bowlders or "nigger-heads" are found, and throughout the stream snags are abundant.

During the season of high water, usually in spring and early summer, small steamboats run frequently and larger boats make occasional trips to Wapello. In low-water seasons sand-bars prohibit navigation even with flat-boats. Wapello with a population of about 1,000, located on the Burlington, Cedar Rapids and Northern Railroad, and Toolsborough, with some 150 inhabitants, are the only points of importance on the section of river under consideration.

These towns with the country tributary to them would be benefited by the improvement of the river. Cord-wood, railroad ties, and lumber cut by portable mills along the banks would also find more easily and cheaply their way to market if shipment at all seasons were practicable.

From Wapello the avenues to market are by the Burlington, Cedar Rapids and Northern Railroad; by hauling to Port Louisa, on the Mississippi River about 6 miles, and shipping from that point by boat; and during high water direct shipment by boat. At low water, which prevails during the greater part of the season and generally at times when shipments are largest, direct shipment by boat is impracticable.

The freight rates, I am informed, are about as follows: from Wapello to Saint Louis, by rail, 45 cents, and returning 60 cents per cwt.; by boat direct, 13 cents and 15 cents respectively; by team and boat via Port Louisa, about 75 cents. There being no accurate statistics avai!able showing shipments and receipts by rail during continuance of stages of the river when navigation is impossible, the loss due to the condition of the river, or rather the benefit to be derived from its improvement, cannot be even approximately estimated.

Consultation with those who have for several years navigated the Iowa River furnishes a variety of opinions. By some it is claimed that a simple removal of snags is all the improvement needed or justified; others consider this not of so much importance as closing a few small chutes above Toolsborough, and one of the mouths of the river; still others believe a complete system of jetties necessary. While the partial improvement suggested, such as closing a few side chutes which would cost about $10,000, might afford some benefit, the number of bars and obstructions is so great that successful navigation could not be assured. If a radical improvement of the river were undertaken it would be advisable to protect the banks and confine the channel by spur dams throughout the greater portion of the section of the Iowa under discussion. Probably the removal of the worst snags and other similar obstructions would be advisable, and, if the appropriations ordinarily made for operating snag boats on the Upper Mississippi River continue, this work might during certain stages of the river be accomplished by the snag-boats by extending the limits of the general appropriation for snagging on the Upper Mississippi to its tributary, the Iowa.

From an engineering point of view, considering the size of the stream, its drainage area and its discharge, the Iowa River is doubtless easily capable of great improvement, although it might be at a large cost, but from a commercial standpoint, taking into consideration the benefits to be secured by such improvement, and the various advantages to be reaped from it, I should not consider it, at the present time, worthy of improvement, or that such work would be a public necessity. I append a sketch made from notes of the reconnaissance. Very respectfully, your obedient servant,

A. MACKENZIE,

Major of Engineers.

The CHIEF OF ENGINEERS, U. S. A.

X 16.

PRELIMINARY EXAMINATION OF PECATONICA RIVER FROM ARGYLE TO WAYNE, LA FAYETTE COUNTY, WISCONSIN.

UNITED STATES ENGINEER OFFICE,

Rock Island, Ill., October 14, 1882.

GENERAL: In accordance with instructions contained in your letter of August 11, 1882, I have the honor to present a report on the "preliminary examination of the Pecatonica River from Argyle to Wayne, La Fayette County, Wisconsin."

Accompanying the report are the following maps:

First. Sketch of part of La Fayette County, Wisconsin, showing course of Pecatonica River from Argyle to Wayne.

Second. General map showing course of Pecatonica River from its source to its confluence with Rock River, &c.

The Pecatonica River, in La Fayette County, is made up of two branches, Argyle being on the East Branch and Wayne on the West Branch, about 4 miles above the junction. These branches rise in the central part of Iowa County (adjoining La Fayette County on the north), flow in a southeasterly direction and unite in the southeastern part of La Fayette County. The river then flows through Green and Stephenson counties to its junction with the Rock River at Rockton, Winnebago County, about 60 miles from Wayne.

The portion of the stream under consideration extends from Argyle, in the lower part of Argyle Township, by a very circuitous route down through Wiota Township, and into the upper part of Wayne Township to the junction, a distance of some 25 miles (by wagon road about 72 miles); from the junction it extends up the west branch to Wayne, about 4 miles. Total distance, 29 miles by river. It is in no place less than 60 feet wide or more than 75 feet. The banks are from 4 to 10 feet in height, and generally sloping, and, being of hard clay, are but little subject to abrasion.

The East Branch has a fall of about 6 inches to the mile, no rapids, and very few snags. It is extremely crooked, so that it would be a matter of difficulty for the smallest boats to work around the bends. There is a gravel bar about a half a mile in length a short distance below Argyle, with from 15 inches to 3 feet of water on it at an average stage. There are two bridges over the river in Wiota Township. The Pecatonica below the junction of the East and West Branches, as well as Rock River from Rockton to its mouth, are unnavigable for any considerable distance, on account of mill-dams which obstruct the stream at frequent intervals. There is also a mill-dam at Argyle. In the original Government survey the Pecatonica below the junction and the West Branch were put down as navigable, but the East Branch, including the greater portion of the stream within the scope of this examination, was not considered navigable.

There is a little steamboat called the Success which has been making semi-weekly trips since April, 1882, between Argyle and Wayne. She is 50 feet long, 14 feet wide, and draws 1 foot light. It is the only steamboat ever on, the river. It was necessary for the owners of the boat to obtain permission from abutting farmers to run it. Some of the farmers have extended their fences across the stream, thus making it incumbent on the boat to open and close the gates in passing through. Wayne is a new village, started a year ago, on the completion of the Chicago, Milwaukee and Saint Paul Railway to that point. It contains