proper location, and to determine the amount of earth work to be done, the number and character of the bridges which will be required, and the facilities for the construction of the bridges, and such other information as will advise the department of the approximate cost of the road, and enable it to furnish you (me) with definite instructions for your (my) future government.'

In reference to the character of this road my instructions say: "It is presumed that Congress did not contemplate the construction of a road designed to be thoroughly graded and bridged, to be commenced with a view to future appropriations, but that a road to meet the immediate wants of the settlers in that region should at once be made from point to point; such a road as can be made throughout the entire distance for the sum appropriated for that purpose.

Under the clause last referred to I was induced to make an examination of that part of the Territory lying north of the Platte in which the settlers had located, and for whose "immediate wants" I was ordered to construct the road.

I found that the settlements in that portion of the Territory were confined, with but few exceptions, to the Missouri bottom and bench lands, the Platte valley, and upon the various streams whose waters flow into the Missouri or Platte. Upon the Missouri or Platte, they run back from the rivers respectively to a distance of about ten miles, meandering in most instances with the rivers until you approach the mouth of the Platte, when they extend to the valley of the Elkhorn, a distance of about twenty-five miles from the Missouri and about fifteen miles north of the north bend of the Platte. Upon the tributaries they are confined to the immediate valleys of the streams, running back from one to twenty miles, where they debouch from the bluffs or divides.

The timber is scarce and only found within the valleys of the Missouri and Platte, in close proximity with the water and upon the side of the bluffs next the river, and the ravines bordering upon the small streams, with here and there a few scattering groves of timber of from ten to two hundred acres. The timber in the bottoms consists of cottonwood, with some cedar, and upon the bluffs and in the ravines oak, walnut, elm, and hickory are found. The counties of Sarpy, Douglas, Washington, and Dacota, have the great body of the timber and at present contain about seven-eighths of the entire population north of the Platte. The country upon the divides between the Elkhorn and the Missouri is perfectly destitute of timber, so also is the Elkhorn valley north of Fontenelle, the county town of Dodge county.

I am also informed, by a gentleman of undoubted veracity, that there is no timber upon the small streams putting into the Elkhorn. If my information is correct, a road along this route would be impracticable, on account of the great expense that would attend the bridging of the several streams to be crossed; the timber for the construction of the bridges would have to be obtained from the Missouri.

There is another divide and which is one of the routes I have hereinafter proposed to examine on my return along which a trail is found, known as the "Poncas trail," which winds with the ridges, very meandering, and along which wagons pass in time of a flood,

from Omaha City to Iowa creek, passing about fifteen miles from this place; its general direction being west of north. I am informed that, from its serpentine character, it increases the distance between thirtyfive and forty miles, and that no water is to be found upon or very near the route. No stream is upon this route for a distance of some eighty miles. The construction of a road upon this route would cost nothing, as there is already as good a road as could be made, without involving a heavy expenditure in grading. Of its character, however, I can speak definitely after reconnaissance.

These considerations led me to make a reconnaissance first of a route for the road through the counties of Sarpy, Douglas, Washington, and Burt, via Omaha Reserve, which is eighteen miles from south to north, to Dacota City, in the county of Dacota, through and over what is called the bench-lands, or second bottom of the Missouri, and the ridges or divides through tracts of Sarpy and Douglas counties, and the entire width of the Omaha Reserve, at an average distance from the Missouri river of about five miles, with numerous streams, affording water at all seasons. Over this route a good road can be obtained, almost direct, with an easy grade; the only objection being the expenditure involved in the bridging of the numerous streams, the character and expense of which will be found in the Appendix marked A.

We procured the field notes of a survey of a territorial road from Cedar island, upon the Platte, about seven miles from its mouth, to Omaha City, and we made a survey with compass and chain, from a point on the Platte river, about three miles from its mouth, via Bellevue, to a point where it intersected a survey of a territorial road from Bellevue to Omaha City, notes of which we also procured.

By the kindness of one of the commissioners we were permitted to copy the bearings and distances of a territorial road surveyed from Omaha City to Dacota City.

We measured the distance upon the present travelled route from Omaha to Dacota with the odometer; and we noted the crossing of streams and the topography of the country over which we passed; the routes, whether run by the compass or measured by the odometer, will be found upon a map which has been hastily but very accurately prepared, under the direction and supervision of my engineer, Mr. Smyth, by Mr. Snyder, a young gentleman who has proved himself very useful to our party, especially in assisting Mr. Smyth. The river was drawn from the United States surveys, so far as they have been made, and from the best authorities at our command. I believe you will find the Missouri river more accurately laid down in this than in any map

extant.

We propose, unless otherwise directed by you, to so divide our party, upon our return from the l'Eau qui Court, that we may be enabled to take a rapid view of at least two additional routes between. this place and Omaha City.

As at present advised, I cannot suggest the most proper route for the location of the road from the Platte to Omaha City; the Platte river was in a very high stage of water, and our examinations, which occupied two days, did not satisfy us of the point where a safe and reliable ferry could be obtained.

The current is very swift, and at the point where we took its measurement we found it to be about 1,900 feet wide, varying in depth from one to ten feet-banks low, but not subject to overflow, and a quicksand bottom. I am informed its greatest rise does not exceed thirty inches, and from Fort Laramie to its mouth, a distance of about 850 miles, it maintains about the same width, with an average fall of six feet to the mile. We can somewhat imagine the velocity of its waters when we come to recollect that the Missouri river, the current of which is proverbial for swiftness, has, from Council Bluffs to St. Louis, but an average fall of six inches to the mile. Unless a more feasible route can be obtained upon the "Poncas trail," I am of the opinion that the proper route for the road from Omaha City to this place would be upon or near the route laid down on the panying this report, as the survey of the territorial road.

map accomMuch improvement could be made upon that route when we come to locate; and some of the streams, I am satisfied, can be avoided, or crossings can be obtained by cutting down the banks; this would materially lessen the expenditure. We can avoid grading upon the whole route from the Platte to this city, with the exception of crossing the bluffs about seven miles above Omaha City, and in the Omaha Reserve; and I am led to believe that but little grading will be found necessary, when a careful examination shall be made at the time of the location of the road.

By both the travelled and surveyed routes, the streams and the character of the bridges do not materially differ. We find that there will be twenty-four bridges to be constructed, varying from ten to seventyfive feet in length, at an estimate of $75 to $1,000; the estimate for the cost of construction being graduated according to the length of the bridges. The total estimate for the construction of the twenty-four bridges is $11,725. The grading is estimated in gross at $3,275— making a total of $15,000-for bridging and grading from the Platte to Dacota City, a distance of 104 miles. For the detail, in reference to the bridges, I beg to refer to the data furnished by my engineer, in Appendix A.

By winding with the ravines an easy grade can be found over the greater part of the route; the estimate therefore of the engineer for grading is only in a gross sum, without being able, from the rapidity of our reconnaissance, to obtain the proper data upon which to found even an approximate estimate. You will therefore exercise a great degree of allowance for any discrepancy that may occur between the present estimate and the actual cost of grading. The estimate for bridges, with the facilities for obtaining lumber, will more nearly approximate the actual cost.

By this route from the Platte to Omaha City it is about thirteen and one half miles, eight of which is upon the Platte river, Papillion creek, and Mud creek valleys, nearly level, and the remainder lies upon a high, rolling prairie.

From Omaha to Florence, a distance of five miles, it lies upon the level bench lands of the Missouri.

From Florence to Fort Calhoun, a distance of about nine miles, there is about four and one half miles over the bluffs somewhat rough, and the remainder upon high prairie, nearly level.

Fort Calhoun to De Soto, a distance of five miles, it is level, passing through about three miles of timber directly at the foot of the bluff, and two miles of prairie.

De Sota to Cumming City, seven miles, one of which is upon high, rolling prairie, and six upon bench land. Cumming City, via Tehamah, to Decatur, about thirty-two miles, the route is level, upon bench lands. We here pass into the Reserve, eighteen miles in width, the entire distance of which is high, rolling prairie, known as the Blackbird hills, skirting upon the timber in the gorges putting into the Missouri. By winding with the ravines and ridges a very fair road can be obtained.

This brings us to the foot of the bluffs, where we have the bench lands of the Missouri to Dacota City, a distance of nine miles.

We start immediately upon the reconnaissance from this place to the Running Water, and, owing to the mail facilities, will not be able to forward a report of this portion of the route until after our return to Dacota City.

All of which is most respectfully submitted.

I have the honor to be, very respectfully, your obedient servant, GEORGE L. SITES, Superintendent Wagon Road from Platte to Running Water.

APPENDIX A.

Statement of the number and character of the bridges which will be required, and the facilities for the construction of the same, between the Platte river and Dacota City.

Papillion creek,

Creek S. of Omaha,

bridge 60 ft., timber within 1 mile, steam saw-mill 1 mile, cost. $900

Bridges are not absolutely necessary across Moore's creek and the two Blackbird creeks, as fords can be obtained by cutting down the banks, which, however, are very high and steep; but these streams will often be impassable on account of high water, and, if possible, bridges should be built across them for the convenience of the travelling public.

The cheapest and simplest plan for all the bridges on this road, I think, is as follows:

The abutments to be formed by driving piles to a solid foundation, in a row, and sawing them off to a proper level, and connecting them at the top by a cap-sill; and they may be further secured by diagonal braces halved to the uprights or pinned to them. For the longer bridges there should be several bents placed parallel to each other, and firmly connected together by cross pieces. Where piles cannot be driven, a grillage may be formed by laying square timbers horizontally across each other and securing the uprights to them, and the grillage retained by an enrockment; or the abutments may be made of cribs composed of large square timbers, halved into each other and otherwise firmly connected with iron bolts or wooden braces, the enclosed area being filled with stone or earth.

THE FRAMES.

For a bridge not exceeding 12 feet sleepers are to be laid parallel to the direction of the road-way, resting on the supports, to which they are notched or pinned with iron bolts, and the flooring nailed down on them.

If the bridge is from 12 to 20 feet long short pieces, termed corbels, will be placed on the caps of the piers or abutments, which will serve the purpose of lessening the bearings. When the bridge is over 20 feet long the corbels will be supported by struts. When the bridge exceeds 30 feet and is less than 40 feet in length, it will be best to displace the corbels and put a straining beam in the middle of the sleepers, and sustain it by two struts. For bridges above 40 feet in length it will be necessary to use both the corbels and straining beam. In the above cases the floor rests on the frame. In some of the bridges to be constructed it will be better for the flooring to be suspended from the framing. For this purpose the simplest arrangement will be to have a tie-beam resting on two supports, with two inclined pieces mortised near the ends of the tie-beam, and abutting against an upright or king post placed in the middle of the tie-beam. The cross joists are laid on the tie-beam, and with it are suspended from the inclined pieces by means of the king post.

For bridges between 40 and 100 feet long a straining beam should be placed between the upper ends of the inclined pieces, and suspending the road-way and tie-beam from these points by two stirrup pieces termed queen posts; and diagonal braces should be placed in the space between the queen posts and tie-beams.

The points where joists may occur in the sleepers or chords should be supported by iron castings, and the stirrup pieces or uprights