The statements in the foregoing tables may be regarded as nearly correct, so far as they relate to distances; but, in all other respects, and especially in relation to the duration of transits and the charges for conveyance, they are to be regarded merely as average resultsthe stages of water, the state of the weather, and the season of the year being favorable in all cases for transportation. Moreover, in so far as relates to the conveyance of troops, the average charges in all cases may no doubt be materially reduced according to the number or magnitude of the force to be conveyed.

STEAMBOAT DISASTERS.

For the following list of steamboat accidents occurring during the year ending on the 30th of June, 1857, I am indebted in part to the pamphlet before quoted, from the office of the Missouri Republican, partly to Captain Davis Embree, supervising inspector of steamboats of the 5th district, and partly to Captain John Shallcross, supervising inspector of the 6th district.

APPENDIX D.

WILMINGTON, N. C., September 1, 1857. SIR I have the honor to submit the usual annual report required by the regulations. By special order No. 160, dated War Department, Adjutant General's Office, Washington, December 11, 1856, I was assigned to the charge of the improvements of Cape Fear river, and for reopening a communication between Albemarle sound and the Atlantic ocean.

The subject of reopening Roanoke inlet has been reported upon by several engineers of distinction: first, by Mr. Fulton, an English engineer, employed by the State of North Carolina, in 1820; second, by Captain Bache, topographical engineers, in 1829; third, by Mr. Gwyn, a well known civil engineer, employed by the State of North Carolina; and, fourth, by Lieutenant Woodbury, of the corps of engineers, in 1853, all of whom agree in the necessity of building dams across Croatan sound, which, according to Lieutenant Woodbury's report, is "three miles over, and averaging 8 feet deep, with a greatest depth of 13 feet;" another communication. "east of Roanoke island, called Roanoke Sound, with a principal channel one half mile over, and averaging 4 feet deep, and several smaller channels above three-fourths of a mile over and 1 foot deep;" in addition to which are the marshes, 18 inches above ordinary level, one and threequarter mile, making the dam seven miles in length, for which the item of stone, alone, is estimated by Mr. Fulton at $2,450,000.

Lieutenant Woodbury proposes, first, to excavate a channel 150' wide commencing at 6 feet water in the sound, and continuing to the sand banks, for which he estimates $105,500; he then proposes to cut a canal 900 yards in length, 150 yards wide, and 6 feet deep, from the sound to the ocean, for which he estimates $40,500; the ocean end of the canal to be protected by piers of masonry extending, respectively, one-half and one-quarter of a mile into the sea, the estimate for which is $500,000, which makes in all $646,000, which, added to the estimate of Mr. Fulton, for the item of stone alone, makes $3,096,000, to which must be added other items of material, machinery, labor, contingencies, &c., which would, in my opinion, swell the estimate to $5,000,000.

Congress appropriated $50,000 to commence the operation. $40,000 have been expended, and at this time there is scarcely a trace to be seen of what has been done, the drifting sand filling in the trench as fast as it was excavated by the dredging machine. In fact, the machine was very near being imbedded in the sand, it filling in so rapidly behind it; but it was gotten out in time to save it. On my first visit to Nag's Head, in company with Lieut. Whiting, of the corps of engineers, previously in charge of the work, I was perfectly satisfied of the entire impracticability of the scheme, and in consequence reported to the bureau, recommending that the work should be bandoned, and the machinery and other public property sold, which report was approved of by the honorable Secretary of War, and th property was sold on the 15th of August. On reference to the

correspondence on this subject, on file in the office here, I find that Lieut. Whiting, of the corps of engineers, previously in charge of the work-a young gentleman of a high order of talent, sound judgment, and discrimination-had frequently reported to his department, expressing "his want of faith in the plan adopted to make a communication between Albemarle Sound and the ocean," and also his doubts. as to its practicability at all, short of an enormous expenditure altogether disproportionate to the object. In his letter to General Totten, dated March 31, 1857, after referring to the fact of the excavation having filled, he remarks:

"By referring to my letter to you of September 3, 1856, you will see that the result was fully predicted and explained by me. Never having had any faith at all in the success of the plan, with the means at hand, these appearances decided me to stop the work until I should hear from you. Any further prosecution with a single dredge boat and the force available I cannot but consider an unwarrantable waste of public money.

"

The products of eastern North Carolina mostly find a market through the Dismal Swamp Canal, which is too limited in its capacity; but the Albemarle and Chesapeake Canal are now engaged in excavating_a canal of large dimensions, connecting Chesapeake bay and Currituck, Albemarle and Pamlico Sounds and their tributary streams, which they anticipate completing within next year, and when accomplished will obviate all necessity of a communication with the sea through Nag's Head.

IMPROVEMENT OF CAPE FEAR RIVER.

The works for the improvement were suggested and recommended by a commission, at the head of which was Professor Bache, of the coast survey. They first proposed the "protection of Bald Head from further abrasion by jettys like that at Fort Caswell." The second is the "filling up of the two small openings near New Inlet, about 400 yards over and four feet deep in the middle at low water; the other, about 200 yards over and two feet deep at low water." This portion of the work has been accomplished. It was commenced under the direction of Lieut. Woodbury, who used stone thrown loosely in in the construction of the dyke or dam across the inlet, with jettys of stone projecting into the sea at intervals, for the purpose of intercepting the travelling beach. This it has partially accomplished, but not so rapidly as was anticipated. In places the sea still washes through the stone, and but for a row of sheet piling inside would wash into the river; but I have no doubt the sand will eventually accumulate in front, particularly if the jettys are extended further into the sea. They are now too short. The work was completed under the direction of Lieutenant Whiting, of the corps of engineers, who used sand bags for the purpose of closing the beach, which has proved much more effectual than the stone. In front of this work a beach of several yards in width has accumulated. 3d. A jetty from Zeke's island, to prevent New Inlet from making south.

4th. Closing up New Inlet.

The commission enter into an elaborating course of reasoning to show the effects to be produced by these works, and the great result to be anticipated from them, even to the restoration of the former regime of the river, with 20 feet of water on the western bar. Should these anticipations be realized, it would involve the necessity of deepening the river up to the city of Wilmington before that city could reap the benefits of the work, as but 12 feet draught, at high water, can be carried up to the city. In my opinion-and I have conversed with several intelligent gentlemen of the city who agree with me— that it would be far more beneficial to the commerce of Wilmington that New Inlet should be kept open; its bar is equally good as the western bar, and is far more accessible in certain winds than the western bar. Vessels bound to the north, and those coming from the north, which are by far the greater number which trade with this city, by entering and departing by the New Inlet save a great distance, and avoid the dangerous navigation of passing around the Frying-pan shoals. Again, the small coasters, which come to this port for a market with corn and naval stores from the eastern part of the State, if debarred an entrance by the New Inlet, and compelled to pass around the Frying-pan shoals, would, in all probability, run for Charleston.

In the event of New Inlet being preserved, it would be necessary to fortify it, which could be done at a far less expense than stopping it.

The estimate of the commission for closing New Inlet and the jetty at Zeke's island is $399,000, which, considering the many vicissitudes to be encountered in a work exposed as it would be, I consider quite inadequate to the object.

The estimate of the commission for closing the two small inlets between Zeke's island and Smith's island with timber was $8,400, and if stone was used, $49,800. There has already been expended in closing these two small inlets $134,000, and the work cannot be said to be thoroughly accomplished yet.

I respectfully recommend an appropriation of $25,000 to maintain and extend the works between Zeke's and Smith's islands. Respectfully submitted by your obedient servant,

Colonel J. J. ABERT,

W. TURNBULL,

Brevet Colonel.

Chief Corps Top. Eng'rs, Washington, D. C.

APPENDIX E.

OFFICE OF U. S. GOVERNMENT ROADS,

St. Paul, M. T., September 5, 1857.

COLONEL: I have the honor to present the following report of the operations for the past year on the several roads under my superintendence; also of their present condition, and an estimate of the amounts required for their completion. Under the appropriations last made by