F.-Statement showing the condition of contracts entered into, &c.—Continued. Subdivisions of township 30 north,range 4 east, townships 31 north, ranges 3 east and 1 west, townships 32 north, ranges 1 east and 1 and 2 west. Exterior lines of townships 1 and 2 south, ranges 14 and 15 east, and subdivisions of township 2 south, range 11 east, townships 1, 2, 4, and 5 south, range 12 east, townships 1, 2, and 4 south, range 13 east, and townships 1! south, ranges 14 and 15 east. I First standard parallel north, and east totheeast boundary of range 12 east, and exterior and subdivisions of town ships 1 south, ranges 16 and 17 east, and subdivisions of townships 2 south, ranges 14 and 15 ca st. Surveys completed and notes returned and approved and plate and transcripts trals initted. Surveys completed, and notes returned and approved and plats and transcripts trans mitted. Sarveys completed, and noting returned and approved a vẻ plats and transcripts traze mitted. NOTE.- First standard prae lel not extended G.-Statement of descriptive lists sent to local land offices since the date of my last repet H.-Tabular list of townships surveyed since the date of my last report, showing the areas of No. of townships surveyed. Description of township. Areas of public Areas of Indian Township 2 south, range 10 east. 10 13 14 15 9 Township 5 south, range 10 east. Township 1 south, range 11 east. Township 2 south, range 14 east. Township 2 south, range 15 east. Township 1 sonth, range 16 east. Township 2 south, range 16 east. Township 37 north, range 2 west 16 Township 39 north, range 4 west Township 40 north, range 4 west Township 41 north, range 4 west. Township 42 north, range 4 west Township 39 north, range 5 west Township 40 north, range 5 west Township 41 north, range 5 west 17 19 20 21 26 30 31 32 33 34 35 36 Township 42 north, range 5 west Township 38 north, range 2 west Township 38 north, range 3 west. Township 39 north, range 3 west Township 44 north, range 4 west Township 43 north, range 5 west. Township 44 north, range 5 west Township 45 north, range 5 west Township 2 south, range 11 east. Township 1 south, range 12 east. Township 2 south, range 12 east. Township 4 south, range 12 east. Township 5 south, range 12 east. Township 1 south, range 13 east Township 2 south, range 13 east. 38 Township 4 south, range 13 east. Township 1 south, range 14 east. Township 1 sonth, range 15 east. Township 31 north, range 3 east Township 32 north, range 1 west Township 31 north, range 4 east. Township 30 north, range 4 east. Township 37 north, range 3 west Township 31 north, range 1 west. Township 32 north, range 2 west Township 32 north, range 1 east.. 37 39 40 41 42 43 44 45 46 47 48 Total area. Ninety-one townships previously reported Ten townships previously reported of Indian reservation. Total acres surveyed ................. Acres. 22,968.88 22, 185. 54 22, 532. 28 22, 475, 29 22, 490.91 22, 475. 52 23, 008. 95 22, 956. 12 11, 458. 74 12, 159. 57 I.— Names, nativity, &c., of surveyor general, clerks, &c., for the fiscal year ending June K-Report of the surveyor general of Utah Territory. UNITED STATES SURVEYOR GENERAL'S OFFICE, Salt Lake City, Utah, July 20, 1-72 SIR: I have the honor to submit, in duplicate, the annual report of the operations of this office for the fiscal year ending June 30, 1872, together with a map showing the progress of the public surveys, and tabular statements from A to C, inclusive. The appropriation for the past year was expended in a manner to meet the wants of the settler, with a due regard for the rights of the railroad corporations within the jurisdiction of the office. The close of the year finds all contracts completed, and the work of the office in a satisfactory condition. Since the date of my last report, the evidences of thrift and prosperity have mn't plied on every hand. Our agricultural interests are keeping pace with the demand for the products of the farm. Old settlements, depopulated years ago in consequence of Indian hostilities, are being re-occupied, while new settlements are being made. In the vicinity of Salt Lake City across the river Jordon, a large canal is being constructed, which will reclaim one hundred thousand acres of excellent land, and bring it under a high state of cultiva tion. Beginning at the mouth of Weber Cañon, a canal has recently been completed, stimulating settlement along the line of the Utah Central Railroad, between the towus Kaysville and Ogden. This has been a most propitious season for the farmer. More rain has fallen than usual, and many crops will mature with little or no irrigation. The Territory is et tirely free from the ravages of the grasshopper, and the prospects of rich harvests are most encouraging. Substantial improvements are being made in the various towns and settlements, and particularly is this the case in Salt Lake City. Many new and commodious busines houses have been erected, and dwellings are numbered by the score. Work was begun this spring on a horse railway, and the cars are now running from the depot through the principal streets. Gas will be furnished by the 1st day of November next, through 32,000 feet of dis tributing pipes. The works are being erected on a scale capable of supplying S cubic feet per day. A brass and iron foundery was established in December last, consisting of tree buildings, containing respectively the foundery, machine shop, and blacksmith shop It is designed to supply all kinds of castings for smelting works, and machinery s every description. I have examined numerous brass and iron castings recently made and found them to be of excellent workmanship. MINES. The mining law of May 10, 1872, meets with general favor, as it not only reds, 04th cost and simplifies the manner of obtaining titles, but affords ample security a ga se the illegal and unjust claims so frequently interposed where patents are applied for The silver mines are developing and producing in a most satisfactory manner, a continue to attract the attention of capital seeking investment. There are now forty organized mining districts, five mills, and twenty-one ture dom and smelting works. The value of the products of these districts for the past year $3,177,100. Thousands of tons of ore are annually shipped beyond the Territory for red...tr but, as fuel, cheap labor, and the necessary material for reduction works are for da home, it is not probable that large shipments of ore will long continue. In speaking of fuel in connection with the treatment of our ores, Prof. B. S ! = . says: "The coals of Utah and Wyoming are all brown coals. The coke wh produce is strong, and hardly more in bulk than the coal from which they are de"About 70 miles below the Little Cottonwood Cañon, at a point known as San I there are beds of these coals, one of which is said to be 14 feet in thickness, the cust of which amounts to 67 per cent. of the coal, with about 7 per cent. of light ash. I have not seen the coal in place, but have examined samples of it and the coke it profe This locality is on the path of the Utah Southern Railway, which is already constrictes half the distance to the coal. With the completion of this railway, it is believed thal the coke of this locality can be laid down at Sandy Station at about $5 per ton." He proceeds to state his views of the advantages to be derived from smelting the ores of the Emma mine here, as follows: "Accepting the high cost paid in Bingham Cañon for fuel, flux, and transporlə tion, as the basis of calculation, there will be an important saving of costs in smeig the first class ores of the Emma mine at or near Sandy Station, as compared with sha ping them to Swansea via Liverpool. The data for this opinion are as follows ra "1st. The average total cost and losses per ton of 2,000 pounds on 2,450,777 pounds of Emma ores shipped to Liverpool in August and October, 1871, and assaying 41 per cent. in lead and 11.220 ounces in silver, was, by the items furnished by the company's secretary in Salt Lake City, (Mr. Smith,) as follows: "Gross value per ton of the above ores at the Sandy Station, $206.18; net value at Sandy Station, after deducting all costs, charges, losses, &c., $109.55; costs and losses by shipment and smelting, $97.13. "2d. Mr. Ellsworth Daggett, of Bingham Cañon, Utah, who is in charge of the furnaces of the Winamuck mine, where the success is satisfactory to the owners, states to us that the total cost, including the losses of handling such ores, and the bullion from the same, by smelting at or near Sandy Station, based on results obtained in handling his Winamuck ores, would be per ton of 2,000 pounds, $75.85. The difference in these two estimates is, in favor of smelting the Emma ores near Sandy Station, $18.28; to this should be added saving in sacking, $4. "You will find on inquiry that Mr. Daggett's estimate of the costs and losses of smelting are much in advance of estimates made by other parties in Utah, and it is highly probable it may be safe to estimate the saving at $30 per ton." And so it conclusively appears that furnaces and smelters, properly managed, will save hundreds of thousands of dollars annually to the Territory. RAILROADS. The pecuniary success attending the construction of the Utah Central Railroad has cansed capital to seek investment in connecting lines. The Utah Southern Railroad will, in all probability, reach the town of Payson, 65 miles distant, the present year. Twenty miles are now finished, and the cars running. The destination of the road is a connection with the 35th parallel road at the most feasible point in Arizona, and the route through Utah, as nearly as can be determined, will be through the series of valleys to the west of the Walisatch range of mountains, and in as close proximity to the cordon of settlements as the nature of the country will admit. I have endeavored to obtain some information relative to the business transacted by this line, so far as completed. Failing in this, I submit a statement of the earnings of the Utah Central Railroad, of which it is but a continuation, thus conveying some idea of the business of the southern line and its probable increase, as follows: For the year 1870, $136,005.51; for the year 1871, $338,792.38. Increase, $202,786.87. Amount of freight for the year 1871, 68,900 tons. The Utah Northern Railroad (narrow gauge) has twenty-five miles completed. With its southern terminus at a point on the Central Pacific Railroad, near Brigham City, the line follows up the east bank of Bear River, and by a circuitous route enters Cache Valley, and will ultimately be extended to Soda Springs, in Idaho. A right of way for the Utah, Idaho and Montana Railway was granted by Congress in May, and on the 17th of June ground was broken and grading begun at Corinne. This road is designed to be the connecting chain between the Northern and Central Pacific Railroads, and will soon be instrumental in opening up a vast and most important mineral and agricultural section. A company composed of individuals commanding all the capital necessary for the construction of the line was organized and incorporated on the 2d day of May, 1872, as the Salt Lake, Sevier Valley and Pioche Railroad Company, under an act of the governor and legislative assembly for the building of a narrow-gauge road from Salt Lake City to Pioche, Nevada, a distance of three hundred miles or more. The course of the road from this city is westerly twenty-two miles to Lake Point, on the southern shore of Great Salt Lake; thence southerly ninety miles; thence southwesterly some two hundred miles to its southern terminus. It is estimated that the cost will not exceed $12,000 per mile, and arrangements are now being perfected for the prosecution of the work. Although the country is comparatively undeveloped, twelve mining districts lie in the course of the road, which are already producing large quantities of argentiferous galena and milling ores. The iron mines of Pinto, containing millions of tons of specular and magnetic ore, carrying 60 per cent. of iron, must prove of incalculable benefit and value when this road reaches its destination. Narrow-gauge roads leading from the main lines into the mining districts will not be as difficult of construction as some may suppose. A road from the Utah Southern Railroad to the Miller mine, in American Fork Cañon, is progressing rapidly, and will be completed by September 1. Its length will be twenty-two miles, and its cost about $250,000. There are but few districts more difficult access by rail than that of American Fork. In comparing the condition of affairs to-day with that of four years ago, we note a change as wonderful as it was unexpected. At that time there was not a mile of railroad in operation within our borders; to-day 270 miles are completed. Then telegraphic communication was confined to the most populous agricultural districts; now lines traverse the deep cañons, and afford our thrifty camps speedy intercourse with the outside world. Then not a productive mine was being worked; now developments prove the exist ence of the most valuable and extensive deposits of argentiferous ores yet discovered on the continent. Then the laborer sought remunerative employment in vain, and the Territory was on the verge of bankruptcy; now labor is in demand, and our depos itories are filled with money. Then the lives and property of the people were at the mercy of a dangerous priesthood, which knew no law but that of its own creation; to-day thousands of freemen, acknowledging no allegiance save to their country, find pleasant homes in Utah, and the strong arm of the General Government renders life and property secure. All of which is respectfully submitted. Hon. WILLIS DRUMMOND, Commissioner of the General Land Office. C. C. CLEMENTS, United States Surveyor General. |
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