The Sturgeon Bay
AND
Lake Michigan Ship Canal
AND **r
.OHeauo, s&m*
Harbor Company.
J\few-Yofk Office,
2 14: BEOADWAY.
HENRY SEIBERT & BROS., Lithographers,
Ledger Building,
NEW YORK.
Mb
se>
1 im
Officers:
President.
WILLIAM B. OGDEN, New York.
Vice-President.
THOMAS H. BEEBE, Chicago, III.
Secretary.
JOSEPH HARRIS,, Sturgeon Bay, Wis.
Treasurer.
WILLIAM E. STRONG. Chicago, III.
Chief Engineer.
WILLIAM T. CASGRAIN, Milwaukee, Wis.
piRECTORS:
William B. Ogden, New York.
Jesse Spaulding, of Spaulding, Houghtaling & Johnson, Chicago and
Menomonee, Mich.
Isaac Stevenson, of N. Luddington & Co., Chicago, and Marinette, Wis.
F. B. Gardner, Chicago, and Pensaukee, Wis.
Thos. H. Beebe, of Peshtigo Co., Chicago, and Peshtigo, Wis.
Joseph Harris, Sturgeon Bay, Wis.
C.D. Robinson, Green Bay, Wis.
Trustee for Bondholders.
M. L. SCUDDER, Jr.
$350,000
FIRST MORTGAGE GOLD BONDS
of the
t
Sturgeon Bay and Lake Michigan Ship
Canal and Harbor Company,
»
SEVEN 3? E R CENT. INTEREST,
Payable Semi-Annually in Gold,
AT THE OFFICE OF THE COMPANY, IN NEW YORK CITY.
\
♦
Due February 1st, 1894.
Office, National Park Bank Building, 214 Broadway, New York
WM, B. OCDEN, President.
M. L. SCUDDER, Jr., Trustee.
HENRY S El BERT & BROS., Printers,
Ledger Building,
NEW york.
HE"3^
.Sff
\ziH
U0)UM>
, ,.,rM OFJMJ4AWW ECONOteiOe
•/ A
sHrwenrcis. o. o.
Charles T» Pora©r Co.
May 2g iaiZ jy<n 55 »oo
CORRECTION.
THE CONDITIONS OF THE MORTGAGE.
B}r advice of counsel, the terms of the mortgage de¬
scribed in this pampldet, were changed and amended before
execution, as follows:
The Canal Company retain possession of their property, and
manage it; but all net receipts from Canal, and also all re¬
ceipts from sale of lands, are to be paid to the Trustee, and
are to he applied by him to interest and Sinking Fund,
Semi-annual statements of accounts are to be made by the
Canal Company to the Trustee, and in case of non-performance
of contract or waste, the Trustee is entitled to enter and take
possession of the property.
Full power is given to the Trustee to employ agents fre¬
quently to examine and report on the condition of the property.
f ■ The Trustee is also empowered to sell $30,000 worth of the
lands annually for the benefit of the Sinking Fund. •
The appraisal of the land for sale is to be made by the Canal
Company, and approved by the Trustee, who may appoint an
agent to examine and determine the value of the property.
The Sinking Fund is to be drawn upon semi-annually in
February and August, to pay out standing bonds by lot,
provided the fund shall amount at such dates to $5,000 or
more.
The bonds are made receivable in purchases of land or stand¬
ing timber at one hundred and tep and interest, in currency.
PARTICULAR ADVANTAGES
OF THE
$350,000 GOLD BONDS
OF THE
Stnrpon Bay and Late licMp Ship Canal and Harhor Co.
1st. First Lien on Real Estate valued at over $1,000,000.
2d. First Lien on a Canal through which over 800,000
tons of shipping will pass every year, at an annual
saving of $150,000.
3d. Entire Income of Canal pledged, after paying run¬
ning expenses, to pay Lnterest on Bonds and provide
a sinking fund for their redemption.
4th. 200,000 acres of land to be sold by Trustee, and
entire proceeds of sale to be applied to sinking fund,
for redemption of Bonds.
5th. The whole of the security in the hands of Trustee to
be managed solely for the advantage of the Bond¬
holders.
6th. The Canal is built in the interest of CHEAP TRANS¬
PORTATION. When the Bonds are paid, the Canal
will become free, and all the influence of every
shipper and ship-oivner in the States of Wisconsin
and Michigan, and in the Cities of Chicago, Cleve¬
land, and Buffalo, trill be used to urge the general
Government to pay these Bonds.
7th. The United, States have a right to pay these Bonds,
and make the Canal free.
Sthi The United States have spent, and are spending,
considerable sums in making a harbor of refuge at
the Lake Michigan end of the Canal, which cannot
be used except in connection with the Canal. This
4
will be the best harbor on the west shore of Lalce
Michigan, north of Milwaukee,—that is, for a coast
. line of tiro hundred miles, where it is very much
needed.
9th. The Prtncipal of these Bonds, payable in Gold, will
probably be paid within a few years, if not by the
general Government, then by the sinking fund.
With the present prospect of an advance in gold
this promises a veiaj profitable investment.
10th. A portion of the Bonds, drawn by lot, will be paid
off, at par and interest, within the next tivo or three
years, and at short intervals thereafter, from the
sinking fund. If these Bonds are purchased below
par, the holders will realize a handsome profit.
11th. The proceeds of the sale of these Bonds is ample
to finish the Canal and provide for all contin¬
gencies, and pay interest until the Canal is com¬
pleted. fThe Trustee receives all this fund and ap¬
plies it for these purposes, until the whole work is
completed.
12th. More than one-quarter of work of constructing the
Canal has been done and paid for, and the Canal
Company are out of debt. The affairs of the Com¬
pany and the work of building the Canal are subject
to examination, and have been frequently examined
bylithe Government of the State of Wisconsin, and
the reports of such examinations are public docu¬
ments.
13th. The United States Government, the State of Wis¬
consin, and particularly the Canal Company itself
(composed of some of the largest shippers cn Lake
Michigan, who have spent over $100,000 on this
undertaking themselves), are directly bound to see
that not one dollar of this fund is wasted, but that
the work is done in the most economical and
thorough manner. And the trust securing these
Bonds has been contrived with all these extraor¬
dinary safeguards for bondholders, that this safety
and economy may be fully provided for.
THE STURGEON BAT
AND
LAKE MICHIGAN SHIP CANAL.
In the following pages we shall refer only to official sta-\
tistics and quote only official documents. By this we mean
statistics and documents certified to by officers of the United
States or of the State of Wisconsin. We will not in anyway
discount the future in these pages. We will not ask any
one to assume that the commerce of Lake Michigan will in¬
crease in amount and in value, nor that the country around
Green Bay will ever become more prosperous, nor ever more
fully develop its latent resources. We will simply take it for
granted that those who are now engaged there in cutting lumber
and raising grain and other produce, and mining and making
iron, and in other profitable pursuits, will continue at their work.
If we should adopt the usual course and ask the reader to com-
v pare this year's commerce, with that of last year, and that of
last year with that of the year before, and thus forming a
ratio of progression, imagine the commerce of ten or twenty
years hence, we could show very seductive figures. But we-*
prefer to take things as the}' are, looking coldy into the future,
and if the wealth of omycojufitry g^es on multiplying itself,
we shall be so much the|betfer off, notdiaving expected it.
The Sturgeon Bay aJdyLake Michigan Ship Canal; can be
6
best seen upon the new map of the United States, published
by the Commissioner of the Land Department at Washington,
by authority of Congress. Its advantages to the commerce
of Lake Michigan can be best understood from the chart of
the coast survey, which lavs down the courses between the
principal ports of the lake.
The Canal is a cut-off between the waters of Green Bavand
«/
Lake Michigan, and at. the samejime opens a harbor of refuge.
Sturgeon Bay is a long and funnel-shaped indentation, running
from Green Bay into the peninsula lying between that body of
water and the Lake. The shores of Sturgeon Bav are high
and well wooded, its water deep and well protected. If it
opened south from the lake it would furnish the largest and
safest and most convenient harbor on the whole chain of the
lakes. The object of the Sturgeon Bay Canal is to open it to
the South by cutting a channel one and one-quarter miles
long, and in addition to making Sturgeon Bav a harbor of re-
o" £3 O v
fuge, make it a safe channel for vessels which now go a long
o " o o
wav round and run through dangerous waters.
A company was organized to do this «vork in 1856. But
it accomplished nothing and its charter expired. The present
company was chartered in lS6f, and began work in 1872. In
1866 Congress granted 200,000 acres of land to aid in the con¬
struction of the canal, and in'lS66-1867 the route of the canal
was surveyed. In 1871 Congress ordered a more thorough
c o
survey. This survey was made and was very careful and com¬
plete, and since that time the company have been prosecuting
the work, using their own means. In this way they have com¬
pleted more than one-quarter of the work, have spent over
$100,000 in doing so, and have demonstrated the easy accom¬
plishment of the whole work at a moderate cost. They have let
to responsible parties, having ample security, the contract for
completing the canal, at a price considerabl}7 less than the
amount of the bonded debt. The balance of the proceeds of
these bonds, will provide for all contingencies, and pay the in¬
terest on the principal until the canal begins to earn income.
Full particulars of the contract and the work to be done will
7
be shown to any one inquiring, at the office of the Canal Com¬
pany in New York City.
THE CONDITIONS UNDER WHICH THE BONDS ARE SECURED.
The common manner of securing a mortgage debt is by
deed of trust, providing that only upon default of interest,
the creditors or their representatives shall have control of the
property and manage its income. In other cases, as long as
the interest and other dues are paid, all other income is under
the control of the mortgagor. But, in this case, ill conse¬
quence of the peculiar relations between the Canal Company
and the State of Wisconsin, and also on account of the inten¬
tion of the stockholders of the Canal Company (who are also
shippers and desire a free canal) to apply all revenue to paying
off the debt as soon as possible, the trustee representing the
bondholders takes possession at once of the canal and the lands
of the Canal Company and appliesjevery cent of income and of
proceeds of sales of lands, after paying actual expenses, to
the sinking fund. In other words, the Canal Company trans¬
fer their property to the bondholders saying, substantially,
pay yourselves out of the property and give us what is left.
IIow perfect a security this gives the bondholders, can be
best understood, when it is considered, that over one hundred
thousand dollars is already invested in this work, by shrewd
and careful men, who are willing to wait, not only for the
principal, but also for interest of their investment, until the
bonds are paid in full. It is hardly necessary to add that
these stockholders expect the lands which are left after the
debt is paid, and the canal is made free, to pay them for
waiting.
No mortgage so perfect for the full protection of bond¬
holders, so far as we know, has ever been devised.
THE SINKING FUND.
It is made the duty of the Trustee to invest all moneys
coming into his hands, after paying expenses and interest, in
8
gold bonds of the United States, and whenever these accumu¬
late to the amount in value of $25,000 or more in gold, to draw
by lot, bonds for payment, and to advertise and pay the bonds
so drawn at par and interest.
i
INCOME OF CANAL—CALCULATED FROM OFFICIAL STATISTICS.
The following figures, taken from Custom-houses, show the
actual departures and arrivals for 1872, at the prominent ports
of Lake Michigan, of vessels sailing on courses which could be
shortened at least 150 miles on each round trip, by passing
through the Sturgeon Bay Canal:
Departures to Menominee and ports on Green Bay south of
Menominee:
Ports.
Chicago.
Sailing Vessels...
Barges '
Steamers
Kenosha
Kacine
Milwaukee
Manitowoc
Sheboygan
No. ! Total. ! Tonnage.
791
1671
i8i;
1,112
191,753
69,598
67,677
169
1,920
18,783
1,511
180
Total.
332,028
55,593
387,621
9
Arrivals from Menominee and ports south of Menominee
on Green Bay:
Ports.
Chicago :
Sailing Vessels
Barges
Steamers
Sheboygan
Manitowoc
Milwaukee
Bacine
Kenosha
Total arrivals
Total departures
Total.
210,686
87,1721
59,974:
1 (
t
35;
928;
89,504
4,966
330
357,832
45,763
403,595
387,621.
791,216
The number of vessels passing between these ports is in¬
creasing each year; but, figuring on these alone, the income
of the canal will be ample for all its expenses and the interest
on its bonds. Each of these vessels will save about one day in
time by using the canal, to say nothing of avoiding the dan¬
gerous passage of Death's Door. The expenses of any average
vessel are more than $50 per day. If an average charge of
$20 per vessel is made for use of the canal, this will give a
gross annualjncome of $56,860 to the canal, and cause a sav¬
ing of at least $S5,290 per annum to the vessels running
between the ports above named.
The revenue of the canal will not be limited to tolls on
these vessels, however. Many vessels sailing on other courses
can use it to advantage, on account of the greater danger of
passing through Death's Door. This dangerous passage is
annually the cause of several wrecks. In 1871, thirteen ves-
10
sels with their cargoes, consisting of grain, lumber and coal,
were lost there, the estimated value of which amounted to
nearly $250,000. And even if there were no saving in time,
many vessels sailing from ports in Green Bay to other ports
than those named above would prefer to pay the tolls of the
canal rather than risk the dangerous passage into Lake Michi¬
gan. To estimate how large an amount this shipping is, we
take the record kept by the keeper of the Green Island Light¬
house (off the entrance to Sturgeon Bay) of the number of ves¬
sels which passed his light during the seasons of 1868, '69 and
'70, as reported by him to the Light-house Board at Washing¬
ton. His books show that the yearly average of these three
years was 7,350 vessels. Estimating according to the average
tonnage of lake vessels (250 tons), this shows a gross ton¬
nage of 1,837,500 tons. If the tolls of the canal were fixed
at the low charge of three cents per ton, this would produce a
revenue of $55,125. The shipping of Green Bay has increased
materially since 1870, and is growing in amount and value
yearly. It is safe to predict an annual income of $60,000.
This income of $60,000 per year will be ample to pay ex¬
penses, including cost of towing, and interest on bonds, and
carry $20,000 to sinking fund. The account will stand as
follows :
Income, say $60,000
Expenses of tug $3,000
Fuel, oil, etc 3,000
Superintendent, clerk and watchman. 3,000
Repairs, etc 1,000
$10,000
Interest, 7 per cent., on $350,000 $24,500
Premium on gold, 15 per cent 3,675
28,175
38,175
For sinking fund from tolls of canal $21,825
From this source alone, if the revenue does not increase,
the debt of $350,000 would be extinguished in thirteen years.
11
But when we consider that 'in addition to this amount the
sinking fund will receive all the proceeds from sales of the
two hundred thousand acres of valuable lands, it is safe to
predict that the whole debt will be extinguished within ten
years, or even a less time.
This calculation is designed to show that the net income
of the canal can, under any circumstances, pay the obligations
of the mortgage. It is not designed to force the revenue be-
yond this point. The canal is built in the interest of the
commerce of Green Bay and Lake Michigan, and not for the
benefit of stockholders. It is provided by law that after re¬
paying its cost it becomes free, and those having charge of it
are obliged by the provisions of the acts relating to it to
operate it for the public good, and not for private profit.
Therefore, as commerce increases, pro rata, charges will be
diminished. The object of the managers will be to reduce and
keep the net income as near as possible to $13,500 gold, or its
equivalent in currency. A sum sufficient for interest and
sinking fund.
The following table shows the effect of such an income
in paying off the debt.
Calculation of effect of sinking fund in paying debt of
$350,000 gold on supposition that income of canal is $60,000
at present value of currency (87 per cent, of gold), and ex¬
penses of operating of canal are $10,000 currency—leaving
net income for interest and sinking fund $50,000 currency, or
$13,500 gold :
INCOME. PRINCIPAL.
1st year $ 43,500 $ 350,000
Interest. 21,500 19,000
2d year 43,500 331,000
Interest 23,170 20,330
3d year 43,500 310,670
Interest 21,747 21,753
4th year 43,500 288,917
Interest 20,224 23,276
12
INCOME. PRINCIPAL.
5th year $ 43,500 $ 265,641
Interest 18,594 24,905
6th year 43,500 240,736
Interest . 16,851 26,649
7th year 43,500 214,087
Interest 14,986 28,514
8th year 43,500 185,573
Interest 12,990 30,510
9th year 43,500 155,063
Interest 10,854 32,646
10th year 43,500 122,417
Interest 8,569 34,931
11th year 43,500 87,486
Interest 6,124 37,376
12th year 43,500 50,110
Interest, 3,508 39,992
13th year 43,500 10,118
Interest 708 708
42,792 TO^826
10,826
Balance over after paying debt 31,966
THE RIGHT OF THE UNITED STATES TO PAY THE DEBT AND
MAKE THE CANAL FREE.
By the act of Congress granting the 200,000 acres of land
to aid in building the Sturgeon Bay Canal, the right was re¬
served to the United States to pay at any time the liabilities of
the canal, and thereafter the owners of the canal would be
restricted to charging only such tolls as would be Sufficient to
pay the actual expenses of operating it. The canal is a neces¬
sary part of the Harbor of Befuge which the government have
partly built, and are each year appropriating funds to carry on
to completion. It is easy to see, therefore, that all interested
in cheap transportation, as well as in the safety of the com-
\
13
merce of the lakes, will desire the government, as soon as
possible, to pay off the debt and make the canal practically
free.
THE HARBOR OF REFUGE.
In order to make the canal perfect as a harbor of refuge
the Government have made cash appropriations for the past
two years, and have built substantial piers, running seven
hundred and sixty-two feet into the lake on each side of the
Lake Michigan end of the canal. The full report of the United
States engineers surveying and in charge of this work will be
found at the end of this pamphlet. When completed according
to the plans of the United States engineers, which it will be
seen do not involve great additional expense,1'and by the open¬
ing of the Sturgeon Bay Canal, it will furnish the only perfect¬
ly safe harbor on the west shore of Lake Michigan north of
Milwaukee, that is for a coast line of nearly two hundred miles,
where a refuge is very much needed. This harbor will be
perfectly land-locked, and deep enough and large enough,
including Sturgeon Bay, to float all the vessels on the lake.
THE VALUE OF THE 200,000 ACRES OF LAND.
•
This land was granted by Congress in 1866, and was lo¬
cated by the terms of the grant. The company have from
time to time made examinations of it. They have spent over
$10,000 in this examination and have reports of the character
and quality of 129,626.87 acres, leaving 70,373.13 acres un¬
examined. This unexamined land lies on the head-waters of
the small streams that empty into the Peshtigo and Meno-
monee rivers, and is said to be mainly pine and hard-wood land,
with indications of iron ore on some sections. The projected
extension of the Milwaukee and Northern Kailroad will pass
through this region. The examination of this land will be
prosecuted as it may be found necessary or' advisable.
Of the examined land 57,775.70 acres are l^orted to be good
pine land, on streams readily accessible to lumbermen. Land of
this character in this region is now selling at from $10 to $20
14
per acre, and some sales are reported at higher prices. In one
notable instance, $50,000 was paid for 640 acres. This high
priced land was situated in the vicinity of some parts dt this
grant, on the head-waters of the Wolf river. It will be seen that
the price per acre was, in this instance, over $78.
Of the remaining examined lands, 3,341.95 acres are
lands burned over by the great tires of 1871, 17,172.63 acres
are well situated hard-wood and farming land and 51,336.59
acres are of inferior value, being marsh, tamarack and cedar
swamps, pine lands from which pine has been cut, and hard¬
wood and farming land of inferior quality. A considerable por¬
tion of the lands last named and the burned lands are near to
the track of the Northwestern Railroad, and are in demand
for various purposes at low prices, say $2 per acre. The hard¬
wood and farming land (17,000 acres) are of the best quality.
The company have on tile applications from persons desiring
to purchase the larger part of the land of this class. The
price will not be less than $5 per acre, and for much of them
$10 per acre can be readily obtained.
Taking the various circumstances into account, the direc¬
tors of the Canal Company, who have had long experience in,
and«extensive knowledge of, this country, think that they are
justified in saying to bondholders, that the entire grant is worth
more than $1,000,000, and that it can be sold within a few
years to realize more than this sum.
At all events the bondholders can be satisfied that the
stockholders of the Canal Company believe the lands to be val¬
uable to a considerable amount above the mortgage debt, be¬
cause all return which they can expect from their investment
already made must come out of the lands after the mortgage is
paid.
The Canal Company are required by the spirit of the
law granting the lands, to offer them for sale at reasonable
prices ; but it is not" their duty or their policy to force these
sales too rapidly. The land, as fast as is deemed advanta¬
geous, will be offered for sale at prices fixed by a fair apprais¬
al. This appraisal will be made by one appraiser selected by
15
the trustee and one selected by the Canal Company, and in case
these two do not agree, the trustee will decide. When the
land' is sold the trustee will give the deed, and apply the pro¬
ceeds of the sale as provided in the trust-deed to extinguishing
the debt.
The Company possesses one advantage in holding the land.
By special law the lands are free from taxes of all kinds for
ten years while held by the Company.
THE CANAL.
The canal is to be one hundred feet wide and thirteen feet
deep below low water mark, which will accommodate the larg¬
est vessels on the lakes. This work of building the canal is es-
timated to be removing one million cubic yards of sand.
(For estimates of engineers, see reports at end of this vol¬
ume.) Two hundred and sixty-two thousand cubic yards
have been removed. The remainder of the work has been let
to Messrs (). B. Green and Fox & Howard, of Chicago, contrac¬
tors,- whom the directors of the Canal Company believe to be
thoroughly responsible and abundantly able to finish their con¬
tract within the time set—that is, during the next two seasons.
The Canal will be ready for use at the beginning of the season
of 1876.
It will be seen by the reports at the end of this pamphlet
that the earlier surveys and estimates of cost of the canal sug¬
gested a pile revetment the entire length of the canal; but the
work which has been done on the canal shows that any such
revetment will not be necessary, the banks being firm and not
sliding. The Company have made arrangements, however,' in
their calculations to cover contingencies, and should ^ revet¬
ment be found necessary on parts of thetwork to keep the
banks from sliding in and filling the canal, they will have funds
enough to build it.
%
t
OFFICIAL
REPORTS AND SURVEYS
turgeon | ag and j[alit j|iclti|jan ^Irip | anat and fjarior.
1.874.
I
REPORT OF A SURVEY FOR A SHIP-CANAL FROM HEAD OF
STURGEON BAY, WISCONSIN.
General : I have the honor to transmit herewith a report,
by Assistant William T. Casgrain of a survey "for a ship
^anal from the head of Sturgeon Bay, Wisconsin, on the line
now opened across the portage through the timber to the shore
of Lake Michigan, with estimates for constructing the same
100 feet wide and 13 feet deep," called for by the act of Con¬
gress dated March 3, 1871.
A very careful and thorough survey of this route was made
by Mr. Casgrain, and the report and map were nearly com¬
plete, but these were destroyed by the Chicago lire of October
9 and 10, 1871. Sufficient .memoranda, however, were pre¬
served to enable us, by the aid of the lake survey charts and
memory, to give the result of the survey for all practical pur¬
poses.
The borings which were taken, show no material but what
O "
can be removed by dredges. The highest point on the first
of the two routes examined is 32 feet, on the second 28-J- feet,
above the lake.
The proposed canal, for which estimates are submitted, is
100 feet wide at bottom and 13 feet deep. The slope of the
excavation above water is two base to one perpendicular.
The sum of $114,000 is estimated for reveling the banks of
the canal, which, owing to the character of the material, is
necessary to complete the work, but may not be required to
the extent of the estimate, nor until after the canal has become
navigable.
At the lake terminus of the canal, are two piers, extending
United States Engineer's Office,
Chicago, November 29, 1871.
4
out to a depth of 18 feet of water, which are necessary to pro¬
tect the channel excavated in the lake. The object of giving
the piers the oblique position indicated is that a width of not
less than 200 feet between the ends of the piers is necessary
for the easy passage of vessels, and if the piers were placed
parallel to the angle of the canal, which is only 100 feet wide,
a heavy sea would be created at the mouth; but by giving
them the position indicated, the sea will have an opportunity
to spread out, so that by the time it reaches the mouth of the
canal it will have lost much of its force. The price estimated
for dredging is high, but will, it is thought, cover all contin¬
gencies.
Observations were taken to determine the difference of level
between the lake and Sturgeon Bay, which was found to vary
according to the force and direction of the wind. Strong
southerly winds caused a rise in the lake and a fall in the bay.
On one occasion, about July 10, the water in the bav fell 3
/ 1, S .
feet below the lake level, and so remained for about half an
hour. A similar phenomenon was observed about this date at
Green Bay, and at Du Lutli, Minnesota. Such a variation,
however, rarely occurs, and it is seldom more than 6 inches
either way. ft is possible that at times the current through
the canal may be so great as to interfere somewhat with its
navigation, but not, it is thought, to an extent rendering guard-
gates necessary.
The three general items of the estimate are:
For excavation from deep water at Sturgeon Bay to
lake $369,300
For piers to protect channel in lake 116,000
For revetment of banks of canal 144,000
Total. . : $629,300
Very respectfully, your obedient servant,
D. C. HOUSTON,
Major of Engineers.
Brigadier-General A. A. Humphreys.
O /
Chief of Engineers, Washington, D. C.
t>
United States Engineer's Office, )
Chicago, November 21, 1871. j
Major : I have the honor to submit the following report and
estimates relating to the survey of the Sturgeon Bay Ship
Canal, which survey was made in obedience to your orders of
June 18, 1871.
O wing to the disastrous conflagrations which visited the
city on the 9th of October, when the greater portion of the
field notes of the survey were destroyed, the map accompany¬
ing this report is not as complete as it should be.
The soundings in Lake Michigan have been compiled from
the notes of the United States lake survey, taken in the sum¬
mer of 1867, and reductions made for the comparative stage
of water between that period and last summer.
The profiles and cross section levels were destroyed, and I
am unable to furnish them at the present time.* 1 obtained
from*the notes of the lake survey the profile of the Portage
road, which I have shown to give a general idea of the eleva¬
tion above the water surface of Lake Michigan. Fortunately,
I saved the greater part of the estimates submitted in my first
report, and I am thus able to furnish a reliable statement.
The act of Congress authorizing a survey to be made at
that point reads as follows, viz: " For a ship canal from the
head of Sturgeon Bay, Wisconsin, on the line now opened
across the Portage through the timber to the shores of Lake
Michigan, with estimates for constructing the same, 100 feet
wide and 13 feet deep."
In compliance with this law, a thorough survey of the line
above described was made. But upon a careful examination
of the country south of this line, I became satisfied that a
shorter and more direct route could be found, which would re¬
duce the cost of construction. Accordingly I made a com¬
plete topographical survey of that part of the Portage south of
* Since this report was made, complete surveys have been made furnish¬
ing profiles and cross-sections, and every note destroyed by the fire has been
restored from examinations.
6
the old line, and from the data obtained, located a line which
proves to be some 250 feet shorter and an average of 2.1 feet
less cutting than on the old route. The advantages of this
route over the old one will be better understood by referring
to the map.
There will be two angles in the canal on the proposed old
route, whereas on the new line we shall have a straight channel
through the Portage, on the prolongation of the centre of the
head of Sturgeon Bay. This will be particularly advantageous
to vessels making the passage, as it will afford them better fa¬
cility to see and pass eacli other in the canal.
Careful borings were made on both routes at every 500 feet,
and samples, taken at different depths, showing the character
of the soil, was preserved. The samples were lost in the con¬
flagration. However, I have obtained from Mr. W. L. Baby,
the foreman of the boring party, some of the notes taken from
his private diary, which enables me to give a general idea of
the character of the soil at each boring station, as is shown on
the profile. Each boring was made from ten to twenty feet
deeper than the proposed line of the canal, so as to obtain the
nature of the soil for the pile revetment. There were reports
that the bottom of Lake Michigan, at the Portage, was under¬
laid with a bed of limestone ; careful borings were made, which
show the existence of loose stone and boulders, but no rock.
STURGEON BAY AND VILLAGE.
About half way from the head of Green Bay to its junction
with Lake Michigan, through u Porte des Mortes," or " Death's
Door," is Sturgeon Bay, running in a southeasterly direction.
It is about eight miles in length by two in breadth at its mouth,
gradually narrowing to about one-quarter of a mile at its head.
Its waters are clear, and deep enough to float the largest of
our lake crafts. Its shores are occasionally dotted with cot¬
tages and farms, while the rest are thickly wooded with a va¬
riety of timber. The land is undulating, and gently sloping
down to the water's edge. The only marsh and low lands are
found at the head of the bay.
7
\
4
On the north side of the bay, and about five miles from its
mouth, on a small promontory, having an elevation of forty or
fifty feet above water, is situated the village of Sturgeon Bay.
Its population is about: five hundred inhabitants. It has two
churches, three steam saw-mills, three hotels, two stores, and a
post-office.
The manufacturing interests have not been developed as
rapidly at this point as on the west shores of Green Bay, for
the reason that on the peninsula the pine timber is found only
in limited quantities, and we are confined to a narrow belt of
land ; but no part of Green Bay presents as great facilities for
iron-furnaces and tanneries ; the hard-wood timber, for char¬
coal, and the limestone, for flux, are found in inexhaustible
quantities^ as well as abundance of hemlock to supply the bark
for the tanneries.
ADVANTAGES OF THE CANAL.
1. These will consist in avoiding the present dangerous
channels through " Porte des Morts," or " Death's Door,"
where many valuable vessels and their cargoes are lost. We
%j o
find at the entrance to Green Bay by Porte des Morts several
reefs and shoals, obstructing the safe navigation of this chan¬
nel, such as the detached reefs between Pilot Island and the
main shore, and the reefs southeast of Gravel Island, as also
the Whale's Back, nearly abreast of the Door. In the pas¬
sage north of Pock Island we find two detached reefs in a
southeasterly direction, and between it and St. Martin's Island,
though the passage is much wider, two small shoals are found
nearly in the center of it.
There is a strong current through Death's Door, setting in
or out according to the direction of the wind, and many valu*
able vessels have been lost in consequence thereof. The coast
is rock-bound, and it is almost certain destruction to the craft
going ashore.
2. The immense quantity of freight shipped from all
points along Green Bay is carried by a fleet of over two hun¬
dred vessels, which would make a total of at least six thou-
sand passages annually to Chicago and other ports on Lake
Michigan.
3. To convey some idea of the large fleet of vessels engaged
in the Green Bay trade, 1 have kindly been furnished by Mr.
S. P. Drew, light-house keeper at Green Island, with a record of
the number of vessels which passed the light-house during the
following years, viz.: in 1868, 7,338 ; in 1869, 7,317; in 1870,
7,369.
1. The distance from Chicago to Green Bay, Big and Little
Suamico, Pensaukee, Oconto, Peshtigo, and Menomonee, will
be shortened on each round trip one hundred and fifty miles,
or about one-sixth of the entire distance.
5. For Escanaba, where nearly three-fourths of the Lake
Superior iron-ore is shipped the Canal will be especially use¬
ful. At certain seasons of the year, in the spring and fall,
when the weather is too stormy on Lake Michigan, sailing
vessels could avail themselves of the Green Bay route, which
is comparatively well sheltered, and make the run to Sturgeon
Bay, where they could wait for fair weather to resume their
journey.
6. In addition to the above advantages, we must also con¬
sider the rapid growth and developments of the resources of
the country in and around Green Bay.
The late discoveries of iron ore along the Menomonee river
and vicinity will soon give an additional impetus to the com¬
merce of Green Bay.
7. The, improvement of the Fox and Wisconsin rivers,
which, when completed,will make the connecting link between
the Mississippi and the lakes, and furnish additional facilities
for shipping the produce of Northern Wisconsin and that of
the grain-growing States on and beyond the Mississippi. We
cannot safely predict what the increase may amount to in the
next ten years, but that the commerce will grow, and rapidly,
there is no doubt in my mind.
During the summer, and while prosecuting the survey, the
Hon. Joseph Harris, of Sturgeon Bay, through circulars sent
to all the manufacturers in Green Bay and vicinity, collected
9
the following statistics of the trade and commerce of Green
Ba)r for the year 1870 :
Lumber, manufactured, feet 500,000,000
Shingles, manufactured, feet 900,000,000
Lath, manufactured, pieces 840,000,000
Pickets, manufactured, pieces 35,000,000
.Railroad ties, manufactured, feet 2,500,000
Cedar posts, manufactured, pieces 1,600,000
Staves, manufactured, pieces 2,200,000
Telegraph poles, manufactured, pieces 650,000
Wooden ware, manufactured, pieces 11,697,000
Evergreens, number 6,400,000
Cord-wood, cords. 70,000
Tan-bark, cords 12,000
Flour, barrels 160,000
Fish, barrels 40,000
Salt, barrels 33,000
Wheat, bushels • 340,000
Oats, bushels 160,000
Hay, tons 14,000
Pig-iron, tons 45,000
Iron ore, tons 630,0(i0
The total value of these exports is estimated at $65,000,000,
and the value of imports, such as mill supplies and merchan¬
dise, is estimated at $24,000,000.
There are over one hundred saw-mills in operation along
the shore of Green Bay, employing about fifteen thousand
men, and the capital invested is estimated at $100,000,000.
10
Estimate of cost of constructing a ship-canal between the head
of Sturgeon Bay and Lake Michigan on the " old ro ute
as located by J. E. Thompson, civil engineer, m 1867.
Piers in Lake Michigan, each 1,300 feet long, 800
feet of pile-pier, 1! feet wide, at $30 per
linear foot $24,000 00
750 feet of crib-pier, 20 feet wide, at $50 per
linear foot 37,500 00
950 feet of crib-pier, 25 feet wide, at $75 per
linear foot ' 71,250 00
100 feet of crib-pier, 30 feet wride, at $120 per
linear foot 12,000 00
18,500 linear feet pile revetment, at $8 per linear
foot 148,000 00
6,600 linear feet of line, cut and cleared, 600 feet
wide, at $2 13,200 0(
Wet excavation in cut, 420,000 cubic yards, at 50
cents 210,000 00
Wet excavation in Lake Michigan, 40,000 cubic
yards, at 50 cents 20,000 00
Wet excavation in Sturgeon Bay, 50,000 cubic
yards, at 40 cents , . 20,000 00
Dry excavation in cut, 570,000 cubic yards, at 30
cents. 171,000 00
Total cost $726,950 Of'
11
Estimate of the cost of constructing a sh ip-cana I fro m the head
of Sturgeon Bay to Lake Michigan on the u new route f
as located by William T. Gasgrain, Assistant United
States Engineer, in 1871.
Piers on Lake Michigan, each 1,050 feet long, 800
feet of pile-pier, 14 feet wide, at $30 per
linear foot. . .. $24,000 00
400 feet crib-pier, 20 feet wide, at $50 per linear
' foot 20,000 00
800 feet crib-pier, 25 feet wide, at $75 per linear
foot 60,000 00
100 feet crib-pier, 30 feet wide, at $120 per linear
foot 12,000 00
18,000 linear feet of pile revetment, at $8 per
linear foot 144,000 00
6,400 linear feet of line, cut and cleared, at $2. . 12,800 00
Wet excavation in cut, 380,000 cubic yards, at 50
cents per yard 190,000 00
Wet excavation in Lake Michigan, 35,000 cubic
yards, at 50 cents per yard 17,500 00
Wet excavation in Sturgeon Bay, 50,000 cubic
yards, at 40 cents per yard 20,000 00
Dry excavation in cut, 430,000 cubic yards, at 30
cents per yard 129,000 00
Total cost $629,300 00
The above pier, including engineering, superintendence,
and ten per cent, for contingencies.
Cost of constructing ship-canal on old route.... $726,950 00
Cost of constructing sliip-canal on new route.... 629,300 00
Difference in favor of new route $97,650 00
Respectfully submitted".
WM. T. CASGRAIN,
Assistant United States Engineer.
Maj or D. C. Houston,
Corjps of Engineers, U. S. A., Chicago, Illinois.
12
Detroit, Michigan, October 28, 1871.
Sir: The following summary of operations is respectfully
submitted, relating to the survey and explorations of the
" Sturgeon Bay and Lake Michigan Ship-Canal," to supply, is
far as possible, the loss caused by the disastrous tire in Chicago,
where it would appear all the maps, notes, specimens of boring,
etc., etc., were lost:
About the 26th of June, 1871, agreeably to your instruc¬
tions, I commenced, with the aid of two or three men, to con¬
struct a derrick for the use of the boring-rods made in Chicago,
and which we had brought with us. The derrick was accordingly
constructed, and was composed of three pieces of pine scant¬
ling 18 feet long and 4 inches square, with an inch bolt and
nut to keep them together on top, and two sets of braces, 2 by
4 inches scantling, with half-inch bolts and nuts. One set was
screwed on the legs of derrick, 18 inches from the ground,
and the other set about 10 feet from it. This was not only to
strengthen it, but served the good purpose of supporting a.
movable platform through which the boring-rod was passed,
keeping it perpendicular. A windlass of white oak, 8 inches
in diameter, was fastened to the derrick with iron straps,
which could be removed at pleasure, and at either end handles
1J inches thick inserted erossways. This windlass was used
to draw up the boring-rod as occasion required, and was fur¬
nished with an inch rope and a pair of double blocks.
I think it was about the 3d of July that we commenced
boring on the " old cut," 30 feet from the water's edge of
Sturgeon Bay, and the center of the "cut," which is 100 feet
wide, in flat, swampy ground, at stake 0, and penetrated in one
day's boring 51 feet, which proved to be muck and sand, till,
reaching the 51st foot, when on drawing up the rod, blue clay
was found in the worm of the auger. We then moved 500
feet in line to the next station, borings being made at every
13
500 feet, when we again sunk to 40 feet in sand and fine
gravel.
At station 3, or 1,000, to 42 feet in sand and gravel.
At station 4, or 1,500, to 40 feet in sand and gravel.
At station 5, or 2,000, to 44 feet in sand and gravel.
At station 6, or 2,500, to 40 feet in sand and gravel.
At station 7, or 3,000, to 42 feet in sand and gravel.
At station 8, or 3,500, to 44 feet in sand and gravel.
At station 9, or 4,000, to 40 feet in sand and gravel.
At station 10, or 4,5&0, east side of the Buffalo Itidge ; four
or five borings were made around this station and from 9 to
20 feet only was reached. The soil was sand, gravel and loose
stones ; very hard boring.
t) o
At station 11, 42 feet 7 inches were reached, occupying
three da}7s of excessively hard work, and a very fine sample of
red clay was secured at that depth, the soil above being coarse
sand and gravel.
At station 12, 40 feet in two hours was reached through fine
sand.
At station 13, 15 feet, after several ineffectual attempts to
penetrate further. From that point to the lake, from 9 to 20
feet only were reached at the remaining different stations, and,
with the exception of three or four samples of clay, they were
all of sand.
In a great measure the defect in the joint of our boring-rod
proved a great obstacle to our penetrating deeper on this line,
and which was afterwards remedied on the new one, as will be
hereafter explained.
A successful boring of 15 feet in depth through sand was
made about 900 feet from the shore, in 15 feet water, and in
line of center of " old cut," and the sample washed out of the
worm of auger in drawing up.
The task of getting the two scows in order and lashed
together, after being sunk in the lake, requiring extraordinary
labor and promptness to seize the favorable moment, is due to
you, I may safely say, alone.
On August 10, moved to new line, or route, with our two
14
scows lashed together, as on former occasions, and our derrick
astraddle. The scows were firmly anchored to keep them in
position, and another successful boring made 14 feet deep
through sand, in 15 feet water, about 700 feet from shore, op¬
posite triangulation station K, and in line of center of new
route, at that depth, stone and coarse gravel were struck and
the rod pulled up, not being able to penetrate further.
Second boring on this route, about 50 feet from water's
edge, and immediately below the bank at station K, sunk 16
feet and struck stone, or coarse gravel, and pulled up.
Third boring at stake 61, ran down 15 feet and broke our
joints; soil coarse gravel and stone. We had been hitherto
so much troubled and put to serious inconvenience and ex¬
pense in consequence of this repeated mishap, that we now
concluded to do awav with them, so we had two rods of iron
«/ >
16 feet long—same size of rods, lj inch—welded together,
and one of our old joints, with a strong auger, made by the
village smith of Sturgeon Bay, welded to it, which answered
admirably, and were not afterward troubled with so serious a
defect; our rod was now 36 feet and 4 inches in length, and
we had little trouble in carrying it, and raising and letting it
fall bv the use of the derrick.
«/ «
Fourth boring, moved derrick between stakes 47 and 48;
reached depth of 22 feet in coarse sand and gravel.
Fifth boring, at stake 4,000, we succeeded in getting down
25 feet; very hard boring; coarse sand and gravel.
Sixth boring, at stake 3,000, penetrated to the depth of 30
feet; easier boring ; all sand.
Seventh boring, at station 2,000, reached a depth of 33 feet
in two hours and twenty minutes, easy boring and meeting
with no obstructions ; all sand.
At stake 1,000, readied 25 feet in two hours, and one man
could have easily turned the rod, so easy was the labor; muck
and sand.
I have endeavored to embrace the principal features of
this interesting operation to the*best of my ability, and only
15
hope they may prove acceptable to the parties interested, and
have the honor to remain,
Yery respectfully, your obedient servant,
WILLIAM L. BABY,
Having had Charge of Boring Party.
William T. Casgrain, Esq.,
United States Engineer, Chicago, Illinois.
REPORT TO GOVERNOR OF WISCONSIN.
Grp:en Bay, Wisconsin, )
September 29, 1873. f
To his Excellency,
& C. Washburn,
Governor of Wisconsin:
Sir—Pursuant to instructions contained in your letter of
September 8th, 1873, I have made a careful examination of
the Sturgeon Bay Canal.
I find that the amount of work orginally to be done, as
calculated from surveys made under the direction of the War
Department, was as follows:
6,400 lineal feet of line to be grubbed and
cleared, 600 feet wide, which I have esti¬
mated to be equal in excavation to 38,400 Cub. y'ds
Excavation in Sturgeon Bay and in Cut.. . . 860,000 "
Fo Caving in of Banks I have allowed. . . .100,000 "
Making the total amount of Excavation
originally to be done 998,400 u
The above quantities are calculated for a canal with depth
of 13 feet, 100 feet wide at the water line, with slopes of
2 base to 1 perpendicular, the water level being taken at the
height of low water in 1847, when it was lower than for many
previous years and since that time.
16
As prescribed in the law of 1868, the slope to be given the
banks was 1-J base to one perpendicular, but it was thought
best to change the inclination to 2 to 1 to prevent sliding if
possible. The amounts of excavation is not materially affected
by this change.
The following is the work thus far accomplished:
6,400 lineal feet of line grubbed and par¬
tially cleared, 400 feet wide, which I have
estimated to be equal in excavation to.. . . 15,000 Cub. y'ds
Amount thrown out by dredges 141,000 "
" Dry Excavation 99,000 "
Making a total of 255,000 "
Leaving 5,400 cubic yards over one-quarter of the entire
work.
The character of the material to be taken out is the same
throughout the length and breadth and depth of the canal.
An extensive s}7stem of deep boring has shown it to be
sand extending to a depth of at least 15 feet below the pres¬
ent water-line. The latter statement shows therefore, within
very small limits, the proportion of the total work accom¬
plished.
The amount of excavation necessary to complete the Canal,
with the dimensions prescribed by law (with the exception of
the inclination given the banks), would be 743,400 cubic yards.
1 would therefore report, that at least one-quarter of the
entire work has been done. /
The work thus far has been, in my judgment, performed
in a satisfactory manner. The material dredged from below
the water line has been removed by scows, a long distance from
the line of the canal, and deposited where it will not be liable
to interfere with navigation in the future.
The material excavated above water has been thrown twenty
feet back from the top of the cut on either side, so that in
case of sliding, or washing in, of a portion of the banks from
heavy rains, the excavated material would not be carried back
into the Canal, requiring it to be removed again. The results
17
so far show that of the two miles of Canal to be made, one
mile at the western terminus (mainly from the point in Stur¬
geon Bay, where the work first commenced, to the shore line
of the Bay) has been so far completed as to afford a depth of
eleven feet of water.
From the shore line inland, for a distance of nine hundred
feet, by wet or dry excavation, a channel has been made, af¬
fording a depth of nine feet.
With a tug drawing seven to eight feet, we ran up to, and
landed on the dredge, now at work at the head of the cut.
At different points across the peninsula, large amounts of
material have been taken out and deposited, as mentioned
above.
One cut, one thousand seven hundred feet long, about mid¬
way between Sturgeon Bay and Lake Michigan, and extend¬
ing through Buffalo Ridge, the highest point on the line, has
been made with a width at top sufficient to give the prescribed
width of one hundred feet, at the water line.
At several places along the line, the banks have given way
somewhat, from the action of rains, even at the present slope,
proving the good policy of the departure from the first pres¬
cribed plan, which would have made them more precipitous
and thus increased the tendency to slide.
In my estimate I have not taken into consideration the ex¬
cavation to be made in Lake Michigan, at the Eastern end of
the Canal.
The general government has authorized, and is now con-
r} n 7
structing a harbor at this point, under the direction of the Sec¬
retary of War, which when completed will furnish the neces¬
sary outlet into Lake Michigan.
Capt. Wm. T. Casgrain, an accomplished engineer, has
charge of this work as well as that of the Canal Company.
I have the honor to be
Very Respectfully,
. Tour obedient servant,
LEONARD MARTIN,
Assistant U. S. Engineer.
18
APPROVAL OF GOVERNOR OF WISCONSIN.
State of Wisconsin, Executive |
Department, Madison, )
I, C. C. Washburn, Governor of the State of Wisconsin,
do hereby certify that, by the report of the agent appointed
by me to inspect the work done on the Sturgeon Bay and Lake
Michigan Ship Canal, a copy of which report is hereto attached}
it appears that one-fourth of said work has been completed in
accordance with the requirements of the acts of Congress ap¬
proved April 10, 1860, and of the acts of the Legislature of
Wisconsin relating thereto. And I further certify that I
approve of the work done, and that in consideration thereof,
the Sturgeon Ba\7and Lake Michigan Ship Canal and Harbor
Company is entitled to one-fourth of the lands granted by
Congress to aid in the construction of the said Sturgeon Bay
and Lake Michigan Ship Canal.
; ; In testimony whereof, I have hereunto sub-
•Steteo^'Wisconsin: scribed my name, and caused the great
"• : seal of the State to be affixed, this 7th
day of October, A. D. 1873.
By the Governor. C.C.Washburn.
John S. Dean,
Assistant Secretary of State.
REPORT OF SELECT COMMITTEE OF WISCONSIN LEGISLATURE
ON STURGEON BAY SHIP CANAL, MADE FEBRUARY 10, 1874.
The select committee to which was referred the communi¬
cation of the Secretary of State, with accompanying papers,
relative to the Sturgeon Bay and Lake Michigan Canal, re¬
spectfully report:
The project of connecting Sturgeon Bay with Lake Michigan
by the construction of a ship canal seems to have been agitated
*
19
for the past twenty years. As the country on the borders of
Green Bay (of which Sturgeon Bay is a mere harbor) has been
developed, attention has been directed to the necessity of this
work, as by its construction the difficulties and dangers of the
outlet of Green Bay would be avoided, and a saving of one
hundred and fifty miles navigation saved in the transit of ves¬
sels from the ports of the Bay to that of Lake Michigan.
B As early as 1856, a company was incorporated by the
Legislature, with authority to construct this canal, which did
no more than organize, make an examination of the route, and
subsequently forfeit its charter by failure to comply with its
requirements. But the enterprise was not destined to fail with
this feeble effort of a few individuals, who perhaps entered
into it as a mere speculative, pecuniary venture. In 1864, a
new charter was granted and a company organized under it,
comprising several gentlemen of wealth and character, who
were largely interested in the lumbering establishments of
that part of the State. After a thorough examination and sur¬
vey of the route, to ascertain the feasibility of the project, a
grant of land was procured from Congress to aid in construct¬
ing the improvement as one of national importance.
It thus appears that the successful accomplishment of the
enterprise wras fully inaugurated. Men of character and
means were enlisted in the company and pledged to its suc¬
cess. If this did not furnish a sufficient guarantee of good faith
in the undertaking on their part, it may be further stated that
they, as owners of a large portion of the fine forests on the
western shore of Green Bay, will be directly benefited by the
completion of the work by the increased facilities it will afford
in reaching the markets of Lake Michigan.
O v")
The grants of lands from the general government of 200,000
acres is made in terms to the State, and the State is charged
with the responsibility of providing that the proceeds of the
grants are properly and faithfully applied. In performance
of this duty an act. was passed in 1873, declaring, in substance^
that whenever one-fourth of the canal was constructed, the
company was entitled to select and receive title to one-fourth
20
of the lands. Upon an examination by a competent engineer,
under direction of the Governor, made in September last, it
appeared that the requisite work was done to entitle the com¬
pany to select a quantity equal to one-quarter part of the
whole grant.
Whether the management of the company has been in ac¬
cordance with the law creating it and making the endowments
above referred to, seems to be the main question submitted to»
the committee. To determine it, a full examination of the
accounts and vouchers was made, showing the receipts and
expenditures for all purposes since the formation of the com¬
pany. The committee were fully satisfied that all the funds
heretofore received and disbursed have been judiciously and
economically expended and the largest possible amount of
work done with the means supplied.
The receipts and disbursements may be summarized as
follows :
Received by contributions of stockholders $71,171 11
Received from trespasses on lands 35,531 01
Total $106,702 12
Expended by paid contractors for work done, en¬
gineering, office rent, etc $96,251 46
Incidentals, selecting and examining lands, look¬
ing after trespasses, etc 10,450 66
Total .'$106,702 12
The foregoing exhibit covers the whole period since the
formation of the company, and therefore embraces items of
expense incurred in organization, procuring land grants, etc.,
which do not belong to the current liabilities, on account of
the improvement itself, and yet the percentage of money ac¬
tually expended on the work is more than the usual propor¬
tion in undertakings of this character. In connection with
the facts of the well-known character for responsibility and
integrity of the gentlemen who compose the company, itshows
21
conclusively, the committee believe, an intention on their part
that all the funds necessary for the early completion of the
work will be supplied, and that the means placed at their dis¬
posal, whether received from lands or otherwise, will be hon¬
estly and faithfully devoted to this object.
The committee are of opinion that the company has main-
stained the utmost good faith in their operations, that they are
justly entitled to the proportion of the land-corresponding
with the amount of work done, as certified by the Governor,
and to the confidence and co-operation of the State authorities
in the prosecution of their enterprise. The work itself will
add greatly to the commercial facilities of that region. Dur¬
ing the past year, more than eight hundred thousand tons were
transported to and from the ports in Green Bay south of the
Menomonee river. That amount is increasing annually, but
the saving each year on that amount, if vessels could pass
through the canal instead of the circuitous and dangerous
o £5
route now in use, would pay a fair percentage 011 twice the
cost of this work.
In view, therefore, of the importance of this enterprise to
the commerce of the lakes, of the good faith exhibited in its
prosecution, and the well-known character of the gentlemen
engaged in it, the committee believe that the completion of
the canal will be best secured by the exhibition of full confi-
/
deuce in its present management 011 the part of the public
authorities of the State.
The acknowledgments of the committee are due to Gen.
Strong, treasurer, and Capt. Casgrain, engineer, for a full ex¬
pose in minute detail of the affairs of the company, which they
deem unnecessary to embody in this report.
Bespectfully submitted,
D. A. REED,
M. L. MARTIN,
II. M. ROYCE.
90
W mJ
FROM THE REPORT OF THE SECRETARY OF WAR TO CONGRESS.
See Ex. Doc. 1, Part 2, 43d Congress, 1st Session.
4. Harbor -of refuge at the entrance of the Sturgeon Bay
Canal.—The appropriation of $40,000 made at the last session
of Congress is being expended in the construction of two piers-
in accordance with the general plan indicated in the annual
report from this office for 1872, page 171. It is expected that
not less than six hundred feet of each pier will be completed
the present season, exhausting the appropriation.
It is estimated that the additional sum of $120,000 is re¬
quired to complete these piers and excavate the channel be¬
tween them.
Amount appropriated by act of March 3, 1873... $40,000 00
Amount expended during the fiscal year ending-
June 30, 1873 64 00
Amount available July 1, 1873 39,936 00
Amount required for fiscal year ending June 30,
1875 60,000 00
(See Appendix B 4.)
Appendix IS 4.
HARBOR OF REFUGE AT THE ENTRANCE OF THE STURGEON BAY
CANAL.
By the act of Congress approved March 3, 1873, an appro¬
priation of $40,000 was made for this work.
In 1872 the canal company commenced work on the canal
according to the plan indicated in my report. (See page 171,
Report of Chief of Engineers of 1872.) Considerable pro¬
gress has been made, principally in dry cutting—the summit
being cut down from twenty-eight feet above the lake to thir¬
teen feet, which is now the highest point on the line of the
canal.
23
By the close of the season it is anticipated that still greater
progress will be made.
The appropriation of $40,000 is being applied to the con¬
struction of two piers to protect the entrance to the canal 011
Lake Michigan, according to the general plan indicated in the
report above referred to. The piers commence at the shore,
each four hundred and twenty-five feet from the axis of the
canal, and extend into the lake a distance of about one thou¬
sand two hundred feet, to a depth of eighteen feet of water,
and are so located that the extremities of the piers will be
two hundred and fifty feet apart.
It is estimated that not less than six hundred feet of each
pier will be completed this season, perhaps more ; the plan of
pile pier being used for the inner portion of work on account
of economy and because it is well adapted to the locality.—
The remainder of the piers it is proposed to build of cribs
filled with stone, provided that the canal is sufficiently ad¬
vanced to provide room for their construction.
To complete these piers, and make the required channel
between them, will require the sum of $120,000.
^The sum of $60,000 could be advantageously expended
during the next fiscal year.
Amount appropriated by act of March 3, 1873. . .$40,000 00
Amount expended daring the fiscal year ending
June 30, 1873 64 00
Amount available July 1, 1873 39,936 00
Amount required for fiscal year ending June 30,
1875 60,000 00
J
24
LETTER FROM THE SECRETARY OF WAR,
Transmitting a report, in answer to a resolution of the House, of December
18, 1878, showing progress of work on harbor of refuge at mouth of
Sturgeon Bay and Lake Michigan Ship Canal at close of navigation
1878.
February 4, 1874.—Referred to the Committee on Commerce and ordered
to be printed.
The Secretary of War has the honor to transmit to the
Ilonse of Representatives, in compliance with House resolu¬
tion of December 18, 1873, a letter of the Chief of Engineers
of the 27th instant, enclosing a report and sketch from Major
D. C. Houston, Corps of Engineers, showing progress of work
on harbor of refuge at mouth of Sturgeon Bay and Lake
Michigan Ship Canal at the close of navigation, 1873.
WM. W. BELKNAP,
Secretary of War.
War Department, January 29, 1874.
Office of the Chief of Engineers, )
Washington, D. C., January, 1874. j
Sir—1 have to acknowledge the reference to this office for
report of the following resolution of the House of Representa¬
tives of December 18, 1873, viz.: " The Secretary of War be
and he is hereby instructed to furnish to this House, at as
early a day as practicable, a report of the progress and con¬
dition of the work on the harbor of refuge at the mouth of
the Sturgeon Bay and Lake Michigan Ship Canal, Wisconsin,
at the close of navigation, 1873and beg leave to submit
herewith a copy of a report from Major D. C. Houston^ Corps
of Engineers (with enclosures), which it is believed will
furnish the desired information.
The resolution of the House of Representatives is herewith
respectfully returned.
Yery respectfully, your obedient servant,
A. A. HUMPHREYS,
Brigadier-General and Chief of Engineers.
Hon. W. W. Belknap,
Secretary of War.
25
Jacksonville, Fla., January 14, 1874.
General—I liave the honor to submit the enclosed report
of Captain J. W. Cuyler, Corps of Engineers, showing the
progress and condition of the work on the harbor of refuge at
the mouth of the Sturgeon Bay Ship-Canal, Wisconsin, called
for by resolution of the House of Representatives, Forty-third
Congress, first session, dated December, 18, 1873.
1 enclose also a tracing, showing plan of the work, which,
with the above-mentioned reports, will furnish the information
called for.
I am, General, very respectfully, your obedient servant,
D. C. HOUSTON,
Major Engineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, JJ. 8. A., Washington, D. C.
Morristown, N. J., January 3, 1874.
Sir—I have the honor to make report as follows, relative
to "harbor of refuge," Sturgeon .Bay Canal, Wisconsin, as
required by your letter to me of December 27 ultimo:
At the close of navigation of 1873, both " pile-piers," de¬
signed in the approved jprojet for this harbor, the one on the
north and the other on the south side of the mouth of the
canal, had been piled and built out for a total length (to each
pier) of 762 feet from their starting points, just inside the
original shore-line, making a total of 1,524 feet of pier-work
constructed at this harbor during the season of 1873. The
inner 150 feet of each of these piers consist of the so-called
" slab-pier" construction, a species of work less elaborate#and
expensive than the regular " pile-pier," as shown in the ap¬
proved drawings, but here answering for the in-shore ends of
the piers, where the water is shoal. This " slab-pier " work
ends in each pier at 6-foot water-line, and the balance of each
pier, the outer 512 feet, is of the regular "pile-pier" construe-
26
tion, 14 feet in width, which is also width of " slab-pier " con¬
struction. The outer ends of both piers terminate at the
15-foot curve. Of all this pier-work, the two u slab-piers"
have been completed; the two " pile-piers" have been com¬
pleted as to the piling, the superstructure, the brush-filling in
them, and two-thirds of their stone-filling in the north pier
and one-third of same in south pier. There but remains, to
make a completion of this whole work for season of 1873, in
accordance with the original designs, to complete this stone-
filling in these two piers, about 100 cords of stone being
required to be put into north pier and 200 cords into south, a
total of 300 cords of stone-filling, equal to about $3,000 worth
of work.
I have the honor, sir, to remain, very respectfully, your
obedient servant,
JAS. W. CUYLER,
Capt. Engineers, TJ. S. A.
Maj. D. C. Houston,
U. S. Corps Engineers.
GREEN BAY AND STURGEON BAY AND LAKE MICHIGAN
SHIP-CANAL.
January 23, 1874.
Mr. Bradley, from the Committee on the Public Lands
submitted the following
REPORT:
The Committee on the Public Lands, to whom was referred
the bill (H. R 447) to extend the time for the completion of
the Green Bay and Sturgeon Bay and Lake Michigan Ship-
Canal, in the State of Wisconsin, beg leave to report:
That they have had the same under consideration, and find
that it relates to a grant of two hundred thousand acres of
land, made by Congress, under date of April 10, 1866, to the
State of Wisconsin, to aid in constructing said canal, and a
27
breakwater and harbor at the mouth of said canal, in Lake
Michigan.
The lands were, by the terms of the grant, to be selected
from the odd-numbered sections nearest to the canal and break¬
water, applicable for this purpose, and to be disposed of by
the State authorities ; but, before they were to be disposed of
the plans of said breakwater and harbor, and the route of the
canal, should be established, and a plan thereof should be tiled
in the War Department, and a duplicate of the same tiled in the
office of the Commissioner of the General Land-Office. Also,
that there should be kept an accurate account of the sales and
net proceeds of the lands, and of all expenditures in the con¬
struction, repairs, and operating of said canal, and of the
earnings thereof, and should return a statement of the same
annually to the Secretary of the Interior. All of these condi¬
tions, your committee find, have been complied with except
completing the work in the time limited therefor. That, be¬
ing three years from the passage of the act, expired on the
10th day of April, 1869. Congress, however, by act approved
March 1, 1872, extended the time for its completion to April
10, 1874. This bill now asks for a further extension of the
time to April 10, 1876.
In examining into the case in order to determine as to its
merits, the committee find that the location of said canal and
plan for its construction have been made by Government en
gineers, a report of which we find under date of November 29,
1871, addressed to Brig. Gen. A. A. Humphreys, Chief of
Engineers, at Washington, from which it appears that the cost
of the work was estimated to be $629,300. In this report we
find an estimate of the commerce, from which it appears th at
the value of the products that would pass through this canal,
when completed, would be $65,000,000, while the imports are
estimated at $24,000,000, which must show a very large annual
increase from year to year. The construction of this canal will
save a distance of one hundred and ninety miles in transport¬
ing all the products of that portion of the Northwest which are
tributary to Green Bay that would seek a market at Milwau-
28
kee and Chicago by water communication, which your com¬
mittee would deem a very important item in the interest of
cheap transportation, a question which is, at this time, upper¬
most in the minds of the people of the country.
Your committee find in the report of the Secretary of War
for 1873, 011 page 198, that there was appropriated by the last
Congress $40,000 for the construction of a harbor of refuge
m Lake Michigan, at the entrance of this canal, and that nearly
all of said appropriation has been expended during the past
year.
From the report of the assistant United States Engineer
in charge of the work on the canal, under date of September
29, 1873, we find that he estimates the work of constructing
the canal at least one quarter done. In view of all these facts?
and that Congress in the act making the appropriation of
lands reserved to the Government the right of use of said canal
for all of its vessels, or of any others employed, free from toll;
and to the public that it should be and remain a public high¬
way, and that after the said -State of Wisconsin had been fully
reimbursed for the cost of its construction from proceeds of
the lands donated, and from tolls collected, or upon the pay¬
ment of any balance by the United States over and above the
receipts from sale of lands and tolls collected, then it should
be allowed to tax, for the use of said canal, only such tolls as
shall be sufficient to pay all necessary expenses for the care,
charge, and repair of the same. Your committee would re¬
spectfully recommend that the bill do pass.