The tonnage of sail vessels that have passed through the canal the past season, as compared with 1866, was as follows: Tonnage in 1867,..

235,200.56

134,623.22

100,577.34

It will be seen that the increase of tonnage of sail vessels in the Lake Superior trade for the past season, has been quite large, while there has been a small decrease in the tonnage of steamers.

The total number of passages both ways through the canal, of steamers and sail vessels, was 1,305, as follows:

Steamers,

Sail Vessels,

Total,....

466

839

1,305

The number of passages of small coasting vessels and open boats, with one steam wrecking tug and one raft of logs, through the canal the past season, was twenty. Many of the boats had no enrollment. Those that were enrolled were so small that in estimating the amount of tolls to be paid by them, their tonnage was not taken into account-they were charged each five dollars, as directed by law in such cases, making the amount received from this source, $100.

Of the amount received on account of tolls, namely, $33,515 54

The Steamers paid....

Sail Vessels,...

Small coasting vessels and open boats, etc.,...

Total,

$19,302 59

14,112 95

100 00

$33,515 54

The condition of the canal and locks at this present writing, is good, considering the wear and tear of twelve years. We have passed 1,305 steamers and sail vessels, and some of them of the largest class on the lakes, and no collision of a serious

nature, with the gates or stone works, has occurred during the season just closed. Neither has there been any delay in their passage through the locks, caused by said locks not being in good working order. The gates (above the water), the booms, braces, towers, etc., were thoroughly painted as usual in the early part of the season, also the canal buildings. They are all in a good state of preservation. The gates have all worked well during the past season. The guard gates are also all right, having been regularly closed while locking. The repairs made to the foundation to the mitre sill to the upper lock gates, which repairs were referred to in my last annual report as necessary to be made, are quite satisfactory. We are no longer troubled with any current in the locks caused by any leaks here or elsewhere. There is no evidence thus far that said repairs were not well made. It is my opinion they will be durable. The depth of water in the canal when not influenced by the wind, was nearly 11 feet in the shoalest place during most of the season past. At the opening of navigation we always have a low stage of water, say about 10 feet 8 inches in the shoalest place; about the middle of June it begins to rise slowly until its depth reaches to 11 feet and 5 or 6 inches. It reaches its highest stage about the middle of July and continues thus till just before the close of navigation, when it quite suddenly falls to its former stage. We have no difficulty of course with vessels grounding in the canal, except when loaded to a greater depth of water than the canal contains. A large class of vessels have been engaged in this trade during a portion of the past season. Some have made one, while several have performed from three to nine trips. It was of course for the interest of the owners and masters of these vessels to load them to the greatest possible depth and get through. In their desire to do this they have occasionally got them too deep-trouble of course ensues-much difficulty and sometimes delay to themselves and frequently to other vessels of a less draught, takes place. Most of this difficulty arises from the variation of

the depth of water in the canal caused by the wind blowing in a certain direction. The wind from a westerly or north-west direction produces a high stage, while the wind from the east or south-east produces a contrary effect. I have known the water in the canal to vary from one foot to one and a half higher, and the same amount lower, than the general stage. I mean by "the general stage," when influenced by the above Had we sufficient depth of water in the canal and locks to admit the passage of the largest class of vessels, fully freighted, the business thereof would be largely increased.

There is great need of more snubbing posts along the bank of the ganal on both sides, to enable vessels to check their way in safety to themselves and the locks. It not unfrequently happens that steamers have to pass vessels in the canal bound in opposite, and sometimes in the same direction. In order that they may do this safely and without collision, it is of the utmost importance that the snubbing posts should stand sufficiently near to each other that vessels may get out fore and aft and abreast lines; thereby preventing movement to any extent, of the vessel by means of the action of the water caused by the steamer's wheel when passing. The posts, as at present placed on the north bank, are from 150 to 180 feet apart. I reported this matter fully to the Board of Control in my monthly report for June last. As stated in my report for July last, I have purchased a quantity of oak timber and it has been delivered here, for snubbing posts. I shall cause them to be placed along the canal bank where needed, as soon as the frost is out of the ground in the spring.

Some repairs are needed on the pier at the western entrance to the canal on the south side. It requires to be newly planked. Also the pier at the lower entrance to the canal on the south side. I have purchased the plank necessary for these repairs and shall attend to them early in the spring.

The new pier at the eastern entrance to the canal on the north side, is well under way. One hundred and twenty feet of which is completed with the exception of the plank cover

ing. Even this much of a pier was found to be of great service. I sunk the cribs for the foundation last winter. As soon as timber was received in the spring I began building the upper portion and soon had it so far constructed as to be able to use it. It is my intention to build the remainder (200 feet) the coming winter and spring. I have all the materials necessary for its construction and I hope to have it completed early next

season.

Agreeably to the directions of the Board I have made arrangements with W. W. & E. T. Williams for the dredging of the canal at the western entrance, also the basin. It is expected that the work will be commenced in time to complete the same by the opening of navigation; thus avoiding the delay that would occur, were it being done while steamers and vessels were passing.

The extension of the pier on the north side of the western entrance to the canal is an improvement greatly needed. I recommended this extension in my annual report for 1865, also 1866. I had hoped ere this, to have received authority to contract for its construction. I am earnestly urged by vessel masters and owners to do all in my power to obtain its early construction. I know its importance and do now recommend, that the Board take the matter under advisement and if found by them to be of sufficient importance, to direct its construction at once.

I desire to call the attention of the Board of Control to the fact that much damage is done every season to sail vessels and steamers by reason of the slope wall which forms the canal bank. During the prevalence of a high wind they are driven to the side opposite onto the slope wall, and sail vessels being in tow of a tug, are dragged along this rough, uneven surface almost the entire length of the canal, with no power to prevent it. The result is the vessel's side is very much cut up along its entire length; large slivers or pieces of the planking are forced. out, extending in depth from inch to 2 inches. The final result is a trip to the dry docks at a large expense. Side wheel

steamers have greatly damaged their wheels, and propellers have knocked buckets off their wheels. Difficulties of this kind will tend to drive business away from the canal. In my Annual Report for 1865, I recommended putting in timber guards as a remedy for this difficulty. While I think that a good plan, still I think it far preferable to put in a perpendicular wall, in the place of the sloping one. The former plan would be somewhat temporary and not very expensive, while the latter would be permanent and durable; the first cost much greater but cheaper in the end. I recommend to the Board the early adoption of some plan looking to the remedying of this great and growing evil.

The deepening of the canal and locks is an object of the utmost importance to the commerce of the lakes as well as to the successful development of the mineral wealth of Lake Superior. Many vessels which have been engaged in the Lake Superior trade for several seasons past, were unable to load to their full capacity for the want of sufficient depth of water in the canal. Soon the traffic by this route to and from Lake Superior will be largely increased. Upon the completion of the railroad from St. Paul, Minnesota, to Lake Superior, we shall have a trade that will, the first season, equal if not exceed, the entire amount of the present traffic, and this will increase from year to year, until the capacity of this canal will not be sufficient to do the business.

The State of Minnesota raised this year 15,000,000 bushels of wheat for export. Were that road in operation now, this wheat would pass by this route to an eastern market, because it can be conveyed cheaper, by ten cents per bushel, than by any other route. To convey this amount of wheat from the head of Lake Superior to Buffalo, it would require seventy-five vessels of the capacity of 25,000 bushels each, and each vessel to make eight trips. (Which would be about the number they could make during the season of navigation between the above named points.) The tonnage of a vessel of the above named capacity would be about 500 tons; seventy-five vessels would