224 CROSSINGS OF THE MISSISSIPPI. 
1b Report OF MR. F. W. LANDER, ASSISTANT ENGINEER, OF THE CROSSINGS OF THE MISSISSIPPI. 
Sr. Paut, May 22, 1853. 
Sir: In receiving your instructions in regard to a reconnaissance of the upper Mississippi for 
a railroad crossing, I was directed to vivw this subject with reference to a feasible connexion 
with Lake Superior, to choose a point wh ch should not interfere with steamboat navigation, and 
one that would occupy a favorable position for joining the main lines east. With these quite 
definite instructions to guide my examinations, I have made actual reconnaissance of the river 
from St. Paul to Fort Ripley, and beg leave to submit the following report: 
At the ferry near the Falls of St. Anthony, at the rapids near the mouth, of Sauk river, at 
several points for two miles above these rapids, at the ferry near Swan river, and at Little Falls, 
I have found locations for crossing the river with a railroad bridge. The first of these, near the 
Falls of St. Anthony, is about eight hundred (800) feet. It does not occupy so favorable a 
position in regard to a connexion with Lake Superior as either of the other points. The crossing 
is much greater in length, and the quantity of masonry larger, than at those farther north. 
The cost of this masonry is excessive, from the necessity of bringing the material for con- 
struction from Sauk rapids. The distance to ‘Dead Colt Hillock,” a point near the course of 
survey, is not less by this crossing than by passing over the fine gravel country east of the Mis- 
sissippi to Sauk rapids. The water is deeper and the current much more swift than at any of 
the other points. Passing west the country is thickly wooded, springy, entirely impassable for 
wagons, and inducing additional cost in grubbing and culvert masonry. I deem this crossing 
the least favorable of those I have examined. 
Eighty miles north from the Falls of St. Anthony, at the head of steamboat navigation, and 
near the mouth of Sauk river, occur several favorable crossings, nearly similar in character. 
These, with the routes connected, should at some future period be subjected to a careful survey, 
the limited time allowed for the present examination necessarily confining my attention to recon- 
naissance. The first of them, near the mouth of Sauk river, is about five hundred (500) feet. 
By encountering the rapid current near the falls, excellent foundation for bridge masonry can 
be obtained upon the granite ledge of the section. Within two miles are five other points, none 
exceeding six hundred (600) feet in length. The adjoining ledge furnishes granite of suitable 
quality for heavy masonry. 
I have estimated cost of bridge at Sauk rapids for a road-bed of twenty (20) feet as follows, 
viz: 
500 feet Howe’s truss, at twenty-five (25) dollars.............-2---.s02--- ----- $12,500 
1,353 cubic yards bridge masonry, at twelve (12) dollars..........-.---.------ ws a6 2a6 
Preparing foundations, say..-..-. Seen eee ee Sherk etka ete Jct sh Se 1,000 
$29,736 
Five miles farther north, near the mouth of river Watab, occurs a crossing four hundred (400) 
feet in length, with excellent foundations of granite ledge. This crossing is so situated as to induce 
cutting of about twenty (20) feet in hard material upon each shore of the river—say twenty 
thousand yards, at forty (40) cents, or $8,000. The adjacent ledge not being of suitable quality 
for building, the material for masonry must be brought from Sauk rapids. The location is neither 
so feasible of approach, nor possessing so great a facility for getting west, as that at Sauk 
rapids, although the passage of the river is shorter, and the current not so swift. 
Twenty-four miles north of Watab, near the mouth of Swan river, is a crossing four hundred 
and fifty (450) feet in length. It has no advantage over those at Sauk rapids. The abutment 
foundations must be obtained by piling, and pier foundations adjusted by coffer-dam, or winter 
crib-work. The current is not swift; the water about eight feet in depth. 
