there was only one store in Freeport, and but one schooner made occasional trips between that point and Pensacola. No necessity now appears to exist for the further improvement of La Grange Bayou, Florida. 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. 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 is now in good navigable condition, but there is very little. trade carried on. The improvement made will probably render the navigation of the river safe for several years to come. July 1, 1891, 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, although having 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 esti mated 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, 1891, of $97,429.60, 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, 1892, $6,748.68 was expended in snagging operations between Geneva and Caryville, and in providing motive power for the snag boat. Geneva is a thriving town, the trading and shipping center for a rich agricultural region surrounding it. The river affords the only practicable 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. With larger appropriations, the improvement could be completed between Caryville and Pate Landing in a few working seasons, and thereafter only an annual expenditure of about $6,000 would be required for maintaining a snag boat for the removal of the logs and snags brought in by the winter freshets, and for the repair of works of contraction, unless it should be then decided to continue the improvement to Newton. 7. Harbor at Pensacola, Florida.-In 1878 the channel was much obstructed by wrecks, aud a survey made in 1879 showed that the inner bar had shoaled to a depth of 19 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 further injurious changes in the tidal currents, and retaining this position for defensive purposes. The expenditure up to June 30, 1891, of $249,430.04 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 depth of 19 feet in June, 1891. 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, 1892, $11,380.52 was expended in the care and preservation of the property belonging to the improvement, in continuing the tests of cements used in the construction of the groins, and in dredging on the inner bar. In June, 1891, the continued shoaling of the inner bar was causing such serious detriment to the commercial interests of the port-many loaded vessels being unable to leave the harbor-that the hiring of the suction dredge Bayley, trom the Mississippi River Jetty Company, was authorized. The dredge began work on June 28, 1891, and continued pumping, when the weather permitted, until July 16, 1891, when the shaft was broken. The owners of the dredge then refused to go on with the work. It is estimated that 14,151 cubic yards of material was removed from the bar, giving an available increase of depth on the bar of about one foot and a half which has not, however, been preserved. 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. 8. Escambia and Conecuh rivers, Florida and Alabama.-These rivers are actually 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, which is itself an indentation from Pensacola Bay. Fully 50 per cent of the immense quantity of timber shipped from Pensacola Harbor is cut on lands tributary to this 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 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, 1891, $59,592.75, 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 not over 5 feet of water; in the removal of a large number of the accumulated logs and snags from its mouth to Thompson Cut-off, a distance of 133 miles; and in keeping the improved channel fairly free from logs and snags brought in by the winter freshets. During the fiscal year ending June 30, 1892, $4,403.88 was expended in snagging operations. 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 24 feet above low water. 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 $1,500,000. 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 snag boat; and a channel 75 feet wide and 8 feet deep should be dredged through the bar at the mouth of 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 considerable loss both 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 snag boat is estimated at $6,000, or $12,000 for two years. July 1, 1891, balance unexpended Amount received from settlement by Third Auditor of error in account of $7,052.55 22.41 7,074.96 4, 403.88 July 1, 1892, balance available..... Amount appropriated by act approved July 13, 1892. Amount available for fiscal year ending June 30, 1893. (See Appendix P 8.) 2,671.08 521.08 2, 150.00 8,000.00 10, 150.00 9. Alabama River, Alabama.-Before improvements were begun in 1878, the river was so full of sunken logs and snags, and so obstructed by bars, shoals, and reefs, on many of which the low-water depth was only 2 to 3 feet, that navigation was both difficult and dangerous, and many boats were destroyed. At low-water stages boats could only run by daylight, and long detentions at the bars and shoals 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 low-water 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. That portion below the Cut-off. 20 miles in length, was absolutely inaccessible during low water, and all landings situated thereupon have been deprived of steamboat service. The plan of improvement adopted, pursuant to an examination and partial survey of this river, made under act of Congress approved March 3, 1875, provided for obtaining a channel 200 feet in width and 4 feet in depth, at low water, from the mouth of the river, 44 miles above Mobile, to Wetumpka, Ala., a distance of 323 miles, by the removal of snags, logs, etc., from the channel; cutting overhanging trees from the banks; removing rock and gravel reefs by blasting and dredging; and deepening sand bars by works of contraction and shore protection. The expenditure of $167,444.22 up to June 30, 1891, 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, are now in bad condition and need extensive repairs; in opening the 20 miles of river below the Cut-off; in increased safety to navigation; greater regularity and reduction in time of trips; and in enabling boats to carry larger loads. Boats now run by night as well as by day, at all stages of water. During the fiscal year ending June 30, 1892, $10,541.56 was expended in snagging operations, and in slight repairs to the contraction works. With the appropriation of $70,000, made by the river and harbor act approved July 13, 1892, it is proposed to provide an efficient working plant for the permanent improvement of the numerous bars which now give trouble at low-water stages. The contraction works built between 1878 and 1883 gave so satisfactory results that no special difficulty is anticipated in securing lowwater depths of from 4 to 6 feet, on all the bars now having less depths, provided sufficiently large appropriations are made to carry on the work with an efficient plant and a large working force during the low-water season. It will be economy to make appropriations large enough to complete the improvement in a few seasons. July 1, 1891, balance unexpended.. June 30, 1892, amount expended during fiscal year.. July 1, 1892, balance unexpended July 1, 1892, outstanding liabilities July 1, 1892, balance available... Amount appropriated by act approved July 13, 1892 Amount available for fiscal year ending June 30, 1893.. (See Appendix P 9.) $17,555.78 10, 541.56 7,014. 22 2,270.76 4, 743.46 70,000.00 74, 743. 46 10. Tallapoosa River, Alabama.-When first examined, in 1881, lowwater navigation was entirely impracticable, and high-water navigation was difficult and dangerous on account of the great accumulation of logs and snags in the channel, and of the numerous sand and gravel bars, and a few rock reefs. Where not obstructed, the river presented, generally, long reaches of fine navigable water, with a width of 200 to 300 feet, and a depth of 6 to 12 feet, but where the normal width was exceeded, to any extent, sand bars and gravel or rock reefs were found, with a low-water depth of only 1 to 2 feet. The project for the improvement of the river, adopted in 1881, provides for obtaining a navigable channel from the junction with the Coosa River, where the two rivers form the Alabama River, to the foot of Tallassee Reefs, 2 miles below the town of Tallassee, a distance of 48 miles, with a least depth of 3 feet, and width of 200 feet in open river, and 60 feet through rock reefs, by the removal of snags and logs from the channel, and overhanging trees from the banks, by cutting through the rock and gravel reefs, and by deepening sand bars by works of contraction and shore protection. The expenditure of 840,499.28 up to June 30, 1891, had resulted in building, equipping, and keeping in repair a snagboat (without motive power); in building 320 feet of temporary jetty; in removing, to a great extent, the original accumulation of snags and logs from the channel, and in cutting down dangerous overhanging timber between the mouth |