channel, so as to admit the passage of vessels drawing 43 feet at mean low water, at a cost of $19,994.30.

In 1883 the sum of $2,000, allotted from the appropriation of $20,000 made by the act of August 2, 1882, for the improvement of Choctawhatchee River, Florida, was expended on La Grange Bayou, mainly in removing snags and drift and in dredging a small amount of mud from the shoalest parts of the channel. Since then no work has been done. The act of August 5, 1886, appropriated $2,000 for this improvement. So small a sum could not be profitably expended, and it was decided to hold it until an additional appropriation was made for the work.

The act of August 11, 1888, appropriated $3,000 for completing the improvement of La Grange Bayou, including Holmes River up to the town of Vernon.

An examination and partial survey made in 1889 showed that the amount of $5,000, then available for the improvement, was not sufficient to complete it, as required by the act, and the Secretary of War therefore directed that no further expenditures should be made.

The act of September 19, 1890, appropriated $3,000 for "improving La Grange Bayou, continuing improvement of Holmes River, Florida." Holmes River is an affluent of the Choctawhatchee River. Its improvement has no connection whatever with that of La Grange Bayou. It is a deep stream, but was much obstructed by snags, logs, and overhanging trees.

During the fiscal year ending June 30, 1891, the sum of $3,000 was expended in removing these obstructions. For this purpose the log boat belonging to the Choctawhatchee River was used.

The river was then in good navigable condition, but very little business is done on it. The improvement made will probably render the navigation of the river safe for some time, and therefore no further appropriation is now recommended.

July 1, 1892, balance unexpended...
July 1, 1893, balance unexpended..

(See Appendix P 5.)

$4,839. 20 4,839.20

6. Choctawhatchee River, Florida and Alabama.-When work on the improvement was begun, in 1874, the river, notwithstanding an average width of 300 feet, was almost totally obstructed by the accumulation of logs and snags, and navigation was only possible by flatboats of light draft. The channel, if a channel existed at all, was exceedingly dangerous to navigation, particularly during the lower stages of water. The project for improvement adopted in 1880 provided for obtaining a low-water navigable channel from its mouth to Geneva, Ala., an estimated distance of 125 miles, and a navigable high-water channel from Geneva to Newton, Ala., an estimated distance of 37 miles.

In 1890 the project was amended to provide for securing a low-water channel from Geneva to Newton.

The improvement consists in the removal of logs and snags from the channel and overhanging trees from the banks, in deepening sand bars by works of contraction and shore protection, and in excavating a channel through the rock and marl shoals.

The expenditure up to June 30, 1892, of $104,178.28 had resulted in sufficiently removing the obstructions from the river between its mouth and Caryville to meet the requirements of the present commerce on that section of the river and in giving a fairly navigable channel, except at extreme low water, from the crossing of the Pensacola and

Atlantic Railroad, at Caryville, Fla., to Geneva, Ala., a distance of 25 miles, and a partially improved channel from Geneva to Pate Landing, 25 miles above.

Steamboats now run with considerable regularity from Geneva, Ala., to the railroad at Caryville.

During the year ending June 30, 1893, $7,582.66 was expended in snagging operations between Geneva and Caryville, in providing plant for carrying on the works of contraction and shore protection at the troublesome bars, and in work of this character at Buzzard Bar, Gumfield Shoals, and Busby Shoals.

Geneva is a thriving town, the trading and shipping center for a rich agricultural region surrounding it. The river affords the only prac ticable means of transportation to this district. During recent years the work has, therefore, mainly been directed to improving this section of the river, and has resulted in clearing out a large number of the accumulated logs and snags. Low-water navigation is impeded by several sand bars, which can be readily deepened by works of contraction and shore protection if sufficient funds are appropriated for the purpose.

When freight offers steamboats occasionally run to Pate Landing at favorable stages of water.

Since the completion of the Alabama Midland Railroad from Montgomery, Ala., to Bainbridge, Ga., which passes through Newton, the urgent necessity for improving the upper portion of the river no longer exists, and it is doubtful if this section of the river would now be much used, even if the improvements were completed.

The plan, therefore, contemplates completing the improvement between Geneva and Caryville, and then between Geneva and Pate Landing, before beginning any work upon the marl shoals which now obstruct navigation between Newton and Pate Landing. It is very doubtful whether a safe low-water navigation of this section of the river can be secured except by the construction of locks and dams, to provide slack-water navigation, at a cost not warranted by any prospective commerce to be developed thereby.

Amount that can be profitably expended in fiscal year ending June 30, 1895 30,000.00 Submitted in compliance with requirements of sections 2 of river and

harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix P 6.)

7. Harbor at Pensacola, Fla.-In 1878 the channel was much obstructed by wrecks, and a survey made in 1879 showed that the inner bar had shoaled to a least depth of 19.5 feet at mean low water. This depth was not sufficient to accommodate a large number of vessels seeking entrance to the port. The western shore of the entrance to the harbor, which is the site of old Fort McRee, was fast washing away, and a large portion of the fort had disappeared. Corresponding changes in the direction of the channel and of the tidal currents had occurred, and to this was partly attributed the shoaling of the inner bar. The removal of the wrecks was begun in 1878.

The plan of improvement adopted in 1881, in accordance with the report of the Board of Engineers, contemplated dredging a channel 300 feet wide and 24 feet deep at mean low water across the inner bar, for the temporary relief of the navigation of the harbor and protecting the shore line near Fort McRee from further abrasion, with the view of preventing injurious changes in the tidal currents, and retaining this position for defensive purposes.

The expenditure up to June 30, 1892, of $260,810.56 had resulted in obtaining, temporarily, a channel across the inner bar reported to be 120 feet wide and 24 feet deep, at mean low water, at the conclusion of dredging operations in 1886.

This channel had shoaled to a least depth of 19 feet in June, 1891, and was then redredged to a least depth of 20.5 feet. In November, 1892, the channel had again shoaled to a least depth of 19.2 feet. The further abrasion of the western shore line near Fort McRee was stopped by the construction of two groins north of the fort and nearly at right angles to the shore, having lengths of 360 and 220 feet, respectively. The groins were built of stone and concrete and were completed in April, 1890.

During the year ending June 30, 1893, $5,895.59 was expended in the care and preservation of the property belonging to the improvement and in dredging on the inner bar in accordance with the requirements of the appropriation act of July 13, 1892. This dredging is now being done with a suction dredge under contract with Mr. Rittenhouse Moore, of Mobile, Ala., executed October 29, 1892, and approved November 11, 1892, at 63 cents per cubic yard. The contract required the work to begin not later than January 1, 1893, and to be completed by January 1, 1894. The time for beginning work was extended to May 11, 1893. The dredge reported at Pensacola Harbor on May 13, 1893, but did not actually do any dredging until the 24th. The dredging is now being carried on continuously night and day and without accident. It is expected that the available funds will be exhausted by September 15, and that a channel 24 feet in depth and from 200 to 225 feet in width will have been secured across the inner bar; but for the reasons given in the report of the officer in charge it seems probable that this channel may soon fill up, by reason of the steady growth of the middle ground to the southward.

On January 17, 1891, a Board of Engineers was appointed to assemble at Pensacola, Fla., for the purpose of considering and reporting upon the improvement of the harbor. The report of the board, dated July 16, 1891, is printed in the Annual Report of the Chief of Engineers for 1891, page 1723, and extracts thereform, describing the proposed method of securing a permament deep channel at the entrance to Pensacola Harbor by means of two jetties, starting from the shores near forts Pickens and McRee, respectively, at an estimated cost of $1,830,000, are given in the report of the officer in charge.

July 1, 1892, balance unexpended..

Amount appropriated by act approved July 13, 1892

June 30, 1893, amount expended during fiscal year..

July 1, 1893, balance unexpended

July 1, 1893, outstanding liabilities

July 1, 1893, amount covered by uncompleted contracts.

July 1, 1893, balance available

(Amount that can be profitably expended in fiscal year ending June 30, 1895 $500, 000. 00 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix P 7.)

8. Escambia and Conecuh rivers, Florida and Alabama.-These rivers are really one river, that portion of the river from its headwaters in south Alabama to the Florida and Alabama State line being called the Conecuh River, and the portion in Florida, 61 miles long, being called the Escambia River. It empties into the Escambia Bay, an indentation from Pensacola Bay. Fully 60 per cent of the immense quantity of timber shipped from Pensacola Harbor is cut on lands tributary to the Escambia River and floated down in rafts to Pensacola Harbor.

The river originally was much obstructed by snags, sunken logs, and rock shoals, and by a very shoal bar at the mouth. Steamboat navigation was not attempted, and rafts had great difficulty in passing down the river.

The plan of improvement for this river, adopted pursuant to examinations and surveys made in 1878, contemplates the removal of snags, sunken logs, and other obstructions from the channel; cutting through the rock shoals, and deepening sand bars, by works of contraction and shore protection, from the mouth of the river, in Pensacola Bay, to the mouth of Indian Creek, an estimated distance of 293 miles, for the purpose of facilitating the movement of timber down the river, affording at the same time facilities for steamboat navigation.

The amount expended up to June 30, 1892, $63,996.63 had resulted in providing, maintaining, and renewing the necessary plant; in twice dredging the channel through the bar at the mouth of the river to permit the passage of tugboats drawing 5 feet of water; in the removal of a large number of the accumulated logs and snags from its mouth to Jordan Shoals, a distance of 136 miles, and in keeping the improved channel fairly free from logs and snags brought in by the winter freshets. There was then a fairly navigable channel from the mouth of the river to Jordan Shoals, a distance of 136 miles, for stages of water 2 feet above low water.

During the fiscal year ending June 30, 1893, $7,982.17 was expended in providing the snagboat with its own motive power by the addition of a stern-wheel, with a boiler and engines for running it, and in snagging operations at various points along the river where the greatest trouble was experienced in navigation.

This river and its tributaries pass through the extensive timber lands of south Alabama and Florida, and the value of the lumber annually taken to market by the river is estimated at over $1,800,000.

In order that the business may be carried on safely and profitably the river should be kept free from snags and like obstructions by an efficient snagboat; and a channel 100 feet wide and 83 feet deep should be dredged through the bar at the mouth of the river, in order that the large tugs employed in towing the rafts to Pensacola may cross the bar and enter the river for the purpose of reaching the rafts. The rafts are now floated across the bar and fastened to timber stands in the open bay, where they are exposed to sudden storms, and a large annual loss in money and lumber is thus occasioned.

The cost of dredging the bar at the mouth of the river is estimated at $12,000. The annual cost of operating the snagboat is estimated at $6,000, or $12,000 for two years.

Amount that can be profitably expended in fiscal year ending June 30, 1895 24,000.00 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893.

(See Appendix P 8.)

9. Alabama River, Alabama.-Before improvements were begun, in 1878, the river was so full of sunken logs and snags that many steamboats were destroyed and navigation was both difficult and dangerous, on account of the many bars, shoals, and reefs, having low-water depths of only 2 to 3 feet. That portion of the river below the cut-off, 20 miles in length, was absolutely inaccessible during low water, and all landings situated thereupon had been deprived of steamboat service. At low-water stages boats could only run by daylight, and long detentions at the shoals and bars were frequent. The normal width of the upper river is from 500 to 600 feet, and of the lower river from 700 to 800 feet. In the portions of the river having these widths the lowwater depths vary from 8 to 15 feet, but where the river has been widened by the erosion of its banks, bars, shoals, and reefs are found.

The original plan of improvement, adopted pursuant to an examination and partial survey of this river made under the act of Congress approved March 3, 1875, provided for obtaining a 4-foot low-water channel from the mouth of the river to Wetumpka, Ala. In 1892, the present plan of improvements was adopted, which provides for obtaining a low-water channel 6 feet deep from Wetumpka, Ala., to the junction with the Tombigbee River, 44 miles above Mobile, Ala., an estimated distance of 323 miles, by the removal of logs and snags from the channel and overhanging trees from the banks; by the removal of rock reefs and gravel bars by blasting and dredging; and deepening sand bars by works of contraction and shore protection, at an estimated cost (prior to the appropriation of July 13, 1892, of $70,000), of $386,251, exclusive of the cost of maintenance and snagging, estimated at $10,000

per annum.

The expenditure of $177,985.78 up to June 30, 1892, had resulted in clearing the river of dangerous snags and logs and overhanging trees; in maintaining an efficient stern-wheel snag boat for the removal of the logs and snags brought in by the winter freshets; in the improvement of eight of the worst bars by works of contraction, which, however, had not been maintained on account of inadequate appropriations and then needed extensive repairs; in opening the 20 miles of river below the cut-off; in an increased safety to navigation; greater regu larity, and reduction in time, of trips; and in enabling boats to carry greater loads. Boats now run by night as well as by day, at all stages of water.

During the year ending June 30, 1893, $38,272.39 was expended in snagging operations; in procuring plant for contraction and shore protection works; in building training dams, and in protecting the shores at Three Chutes Bar, Hadnot Bar, Manack Island, and at Silver Creek Shoals. The effect of the training dams built has been very satisfac