Surveying service: For surveying 400 miles standard lines, at $15 per mile $6,000 00 For surveying exterior boundaries of 40 townships, 4-0 miles, at $12 per mile For surveying 2,400 miles of subdivisional lines, at $10 per mile.. 5,760 00 24,000 00 $35,760 00 Total estimates.. 45,060 00 B-Statement showing the condition of surveying contracts entered into since the office was opened. D.-Statement of appropriation for rent of office, fuel, books, stationery, and other incidental expenses for the fractional fiscal year ending June 30, 1867. E.-Statement of original plats or diagrams of standard lines, and copies transmitted to the General Land Office. 1867. 1867. 1 April 8 July 8 Peter W. Bell...... Boise meridian south from the initial point, 72 miles Base line west from initial point, 36 miles. Base line east from initial point, 102 miles. First standard parallel 2 April 8 June 5 Allen M. Thompson. Boise meridian north from initial point, 48 miles. and most economical and advantageous to run a guide meridian from a point in Ruby valley north to the Idaho line and south to the Colorado river. In explanation of the establishing of these several proposed guide meridians, I will state that large portions of the State of Nevada are a barren waste, and by running these guide meridians the useful lands will be speedily surveyed and a large expense saved in running the standard parallels over localities that will never be used. I have received several communications from officers and prominent citizens of Lincoln county representing that there are many families and considerable wealth in that portion of Nevada formerly belonging to the Territories of Utah and Arizona, but since ceded by act of Congress to this State, and that said citizens refuse to pay taxes to the officers of this State, claiming still to be citizens of Utah. I consider it important that an appropriation should be made, and that the boundary line should be established between Nevada and Utah as soon as practicable. I have divided the State into eight mineral districts, but have not yet completed their organization by the appointment of deputies. There seems to be a general disposition on the part of the mining claimants to obtain patents as soon as the means of the applicant and condition of the mines will allow. There will, doubtless, appear many adverse claims on mines of established value; few mines in this State having ever become valuable that have not been entangled in expensive litigation, and in nearly every instance the party in occu pation would have been allowed to obtain at the first a government title had the law been in force before the value of the mine had been established, The law seems to give general satisfaction, and will result in substantial benefit to the mining interest. It will prevent litigation, and thus give confidence and security to this class of property, and will be not only a great assistance in enlisting capital for the development of this vast mineral region, the extent of which is yet unknown, but will be the means of adding largely to the metallie currency of the country. I would mention the difficulty that is found in obtaining the services of competent and scientific men to act as deputies in the mining districts; the py established being less by one-half than that paid by private parties for similar services. Applicants also find it difficult to obtain the publication in the newspapers of their notices of intention without prepayment being made. I would, therefore, respectfully recommend that the per diem of deputies be increased. and that applicants Le allowed to make their own terms with newspapers, and be relieved from depositing the same with a United States depositary. Considering the vital importance to the welfare of the State of the introduc tion of railroads, it may not be irrelevant in closing my report to treat brachy on this subjet, particularly in regard to the progress of our great national enterprise, the Pacific railroad. The Central Pacific Railroad Company have at this date completed their real to the town of Cisco, California, a point in the Sierra Nevada mountains, thirteen miles west from the crest, fifty miles west of the Nevada State line, and 216 miles east of San Francisco, Work on the road is rapidly progressing, the grading being nearly completed to the summit. Considerable material, with locomotive and cars, have been hauled by teams across the summit, and the track is now being laid down on the eastern slope of the mountain, and rapidly aaproaching the valley of the Truckee. This point once gained, no further artis culties will be encountered till the road reaches the vicinity of Salt lake. It is the intention of the company to have the road completed and in remun g order to the Nevada State line by the first day of December, 1867, a distance of 266 miles from San Francisco. From this point the road passes down the valley of the Truckee river to the Big bend; thence, across the Humboldt and Truckee desert, to the Humboldt lake, following up the valley of the Humboldt river to its source at the Humboldt hills, a distance of 370 miles from the Nevada State line and 636 miles east from San Francisco. As the grading will be light through the valley of the Humboldt, the road will, in all probability, be completed and in running order to the Utah line within the next eighteen months. Should the eastern end of the line continue to advance with the same vigor that is now being manifested, by that time a small gap of but a few hundred miles will be left remaining to connect the Atlantic and Pacific oceans by iron bands. There is a succession of valleys extending from the line of the Central Pacific railroad, on the Humboldt river, to the southern extremity of the State, and connecting the above railroad with the navigable waters of the Colorado river. The expense of grading would be light, and the building of a road through this portion of the State would accommodate the rich silver districts of Lander, Nye, and Lincoln counties, and be the means of causing hundreds of mines to be worked at profit that are now lying idle, besides enhancing the profits tenfold of those already in successful operation. A road called the Virginia and Truckee railroad has already been surveyed, connecting the cities of Virginia and Gold Hill with the Central Pacific railroad. It is the intention of the company to commence grading the road at once, and have the same completed and in running order within fourteen months' time from its commencement. It will be twenty-two miles in length, and is estimated to cost in the neighborhood of $1,100,000. To show the effect these roads will have upon the State, I have compiled the following statements, the estimates having been carefully made, and will be found substantially correct; they relate only to business connected with the Comstock lode : "At the present time about 30,000 tons of general merchandise are brought to Nevada from California, annually, for consumption in this district, at a cost of transportation of about $1,800,000. Through railroad communication with Sacramento a saving will be made of upwards of $900,000 per annum. The daily consumption of wood by mills is..... 223 cords. In the summer time the average price is $16 per cord; in the winter from $25 to $30; and has reached as high as $50. On the completion of the railroads it can be furnished at profit for $10, making a daily saving on wood of at least $3,000. There is used in the Comstock mine annually, of lumber and timber, about 18,000.000 feet, and in the mills and for domestic use there is consumed about 1,400,000 feet, the average cost of which is $29 per thousand. By a railroad connection with the forests of the Sierra Nevada mountains it can be furnished at a profit for $21 per thousand. It is thought by competent judges that one thousand tons of low-grade ore can be raised from the Comstock lode daily, that will pay from twelve to fifteen dollars per ton, that cannot now be worked at profit; and it is estimated that by the erection of water mills upon the Truckee river (which has great capacity for propelling machinery) this class of ore can be worked profitably at a cost of $10 to $12 per ton. This estimate being correct, a grade of ores can be worked at profit that are now of no value; and, estimating the yield of 1,000 tons to be $15 per ton, there will be brought into circulation from this mine alone, annually, an income of bullion amounting to over $5,000,000 The effect of railroad communication will be even greater upon the more remote portions of the State, for the reason that lumber, machinery, and merchandise has to be drawn much further, and at an expense of nearly or quite double the price of freights to Virginia. Hoping the above will meet with your approval, I am, very respectfully, your obedient servant, Hon. Jos. S. WILSON, A. P. K. SAFFORD, United States Surveyor General for Nevada. Commissioner General Land Office, Washington, D. C. A.-Statement of contracts entered into by the United States surreyor general of Nevada with deputy surveyors during the fiscal year 1866–'67. |