and Cole Ferry, an estimated distance of 43 miles. At the close of the working season, in November, 1889, that portion of the river was navigable for light-draft steamers, but, so far as known, no commercial use was made of it. During the year ending June 30, 1892, $2,623.69 has been expended in the care and preservation of plant, and in snagging operations. July 1, 1891, balance unexpended.. Amount received from error in settlement of account of Capt. R. L. Hoxie, June 30, 1892, amount expended during fiscal year July 1, 1892, balance unexpended.. July 1, 1892, outstanding liabilities.. July 1, 1892, balance available (See Appendix P 10.) $3,518, 72 52. 15 3,570.87. 2,623.69 947.18 61.43 885. 75 11. Coosa River, Georgia and Alabama.-With headwaters in the mountains of Northwestern Georgia, the Coosawattee, Oostenaula, Coosa, Alabama, and Mobile rivers form, in fact, one great river; which, when the improvement of the Coosa River is completed, will furnish a continuous route of water transportation, 776 miles in length, through the mineral fields of north Alabama, the agricultural belt of middle Alabama, and the timber region of south Alabama, to tidewater at Mobile Bay. A distance of 293 miles of this water way, above Lock No. 4 (3 miles above the Georgia Pacific Railroad Bridge), and a distance of 367 miles between Wetumpka and Mobile, is now navigable. Between Lock No. 4 and Wetumpka, a distance of 116 miles, the Coosa River has a low waterfall of 323 feet, and is obstructed by a series of rock shoals and reefs, separated by stretches of good navigable water, varying in length from one-half to 8 miles. The low-water discharge of the Coosa River at Wetumpka is 5,800 cubic feet, about the same as that reported for the Mississippi River at St. Paul. The abundance of water, the stability of the banks and bottom of the river, and the rock foundations for locks and dams, presented in nearly all cases, make the lower portion of the river peculiarly susceptible to permanent improvement by a system of slackwater navigation. Pursuant to the various examinations and surveys made between 1870 and 1889, a plan of improvement has been adopted, which contemplates the removal of the lesser rock shoals, and sand and gravel bars, by excavation, and by works of contraction; and the construction of locks and dams to overcome the more serious obstructions." By the various acts making appropriations for its improvement, the Coosa River has been divided into two sections by the East Tennessee, Virginia and Georgia Railroad Bridge. In the upper section, between Rome and the bridge (236 miles long), eight locks, with their accessory dams or dikes, will be required, of which three have been completed and opened to navigation, and the fourth is now under construction. In the lower section, between Wetumpka and the bridge (68 miles long), twenty-three locks, with their accessory dams or dikes, will be required, of which Lock No. 31, at Wetumpka, is now under construction. The first appropriation for this section of the river was made by the act of September 19, 1890. a. Between Rome, Georgia, and the East Tennessee, Virginia and Georgia Railroad Bridge.-Before improvement the river was much obstructed by rock shoals and sand and gravel bars between Rome, Ga., and Greensport, Ala., a distance of 162 miles; and below Greensport it was not navigable at all, on account of the many shoals and rapids formed by ledges of rock crossing the river bottom at points where the width of the river was greater than the normal. The expenditure up to June 30, 1891, of $583,384.92 had resulted in securing a fairly navigable channel from Rome to Greensport by blasting out the rock shoals and by the construction of wing dams to scour out the sand bars. Below Greensport, at distances respectively of 0.68, 3.86, and 5.24 miles, three masonry locks, each having an available width of 40 feet and length of 175 feet, with their accessory dams or dikes, had been completed and opened to navigation. In consequence of the improvement steamboats made regular trips between Rome and Gadsden and, when business demands it, extend their trips to a landing 1 mile below Lock No. 3. During the year ending June 30, 1892, the sum of $84,459.31 has been expended. Cribs have been placed to mark the channel at the Greensport Reef, and guide cribs added above and below Lock No. 3 to aid boats entering and leaving the lock. A stone dam parallel to the channel at the foot of Wood Island, a short distance below Lock No. 3, has been built to prevent the bad cross current which previously made this point dangerous for boats. At the East and West Railroad Bridge, half a mile below Lock No. 3, the channel under the bridge has been improved by the railroad company by the removal of the cofferdams of the piers. At Lounergan Reef, about 2 miles below Lock No. 3, the channel has been straightened and improved and marked by timber cribs. Dam No. 4, about 3 miles above Riverside, Ala., on the Georgia Pacific Railroad, has been nearly completed, and, with the work at Lonnergan Reef, makes navigation practicable on a moderate rise in the river as far as the dam. Dam No. 4 is 21 miles below Lock No. 3. In order to complete this work economically, sufficiently large appro priations should be made to enable it to be carried on without interruption, with efficient plant and a large working force. Amount (estimated) required for completion of existing project....... 960, 133.00 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867. b. Between Wetumpka, Alabama, and the East Tennessee, Virginia and Georgia Railroad Bridge.-The first appropriation for the improvement of this section of the river was made by the act of September 19, 1890. During the fiscal year ending June 30, 1891, $8.681.34 was expended in procuring the necessary outfit and in making detailed surveys for the precise location of the locks near Wetumpka and in making a series of velocity and discharge observations, extending from high to low water. During the year ending June 30, 1892, the sum of $36,582.60 has been expended. The detailed surveys begun in the previous fiscal year were completed and the precise location of Lock and Dam No. 31 was decided upon. The necessary land in the vicinity of Lock No. 31 was rented, pending the preliminaries to the purchase thereof. The land was filled up and graded, and the workshops, stables, etc., needed in the construction of the lock were built. Two thousand seven hundred and eightysix cubic yards of rock was excavated from the reef above the Wetumpka Bridge, the greater part of which was used in making a temporary breakwater to divert the current from the lock site. Two barges for the transportation of sand were built. A large amount of machinery and plant was procured and put in place. A towboat was purchased. It is proposed to build the lock of Portland cement concrete, faced with granite. A contract for the delivery of 900 cubic yards of granite, cut to dimensions, has been made and the delivery begun. The construction of the cofferdam will be begun in July. The cost of this work will be very materially increased unless the appropriations made are sufficiently large to enable it to be carried on without interruption, with efficient plaut and with a large working force. July 1, 1891, balance unexpended June 30, 1892, amount expended during fiscal year. $141,318.66 36, 582.60 July 1, 1892, balance unexpended 104, 736. 06 July 1, 1892, outstanding liabilities July 1, 1892, amount covered by uncompleted contracts.. $9,785.47 27, 124.57 July 1, 1892, balance available.... Amount appropriated by act approved July 13, 1892. Amount available for fiscal year ending June 30, 1893 Amount (estimated) required for completion of existing project ... Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867. (See Appendix P 11.) 77.611.49 100,000.00 177, 611. 49 4,843, 074.00 12. Operating and care of canals and other works of navigation on Coosa River, Georgia and Alabama.-The expenses of operating and care of Locks Nos. 1, 2, and 3 during the past fiscal year have been paid in the manner indicated by section 4, act of July 5, 1884. The amount expended during the fiscal year ending June 30, 1892, was $6,614.28. (See Appendix P 12.) 13. Cahaba River, Alabama.-The report of the examination of this river from its mouth to Centreville, Ala., in 1874, states that On thirteen of the shoals there is only 1 foot of water and on two as little as eighttenths of a foot. Besides this there are innumerable snags, the accumulation of years, and also a great quantity of leaning trees, which must be removed owing to the narrowness of the stream even at a stage several feet above low water. The river is spanned by three bridges. The railroad bridges are only a few inches above high water, while the road bridge is sometimes submerged. The road bridge mentioned was carried away by the flood of 1881. Under acts of Congress approved June 23, 1874, and June 17, 1880, examinations and partial surveys were made in 1874 and in 1880, and a plan of improvement was adopted which provides for obtaining for the lower Cahaba River, from its mouth to the town of Centreville, a distance of 88 miles, a navigable channel with a width in open river of 100 feet, and in soft rock and bar cuts of 60 feet, having a depth at low water of 3 feet, by the removal of snags, etc., from the channel and overhanging trees from the banks, by cutting through the soft rock and gravel bars, and by contracting and regulating the channel. The expenditure up to June 30, 1886, of $28,989.79 had resulted in the partial improvement of the river from its mouth to Centreville, adapting it to high-water navigation; but, on account of the obstructing railroad bridges, steamboats were unable to make any use of the improved river. Since that time no work has been done, because of a proviso in the river and harbor act of August 5, 1886, that No part of said sum [$7,500 appropriated for this work] shall be expended until the officer in charge shall have reported that the railroad and other bridges across said river have been provided with good and sufficient draw openings. These bridges continue to obstruct the navigation of the river, not having been provided with draw openings. The act of September 19, 1890, provided that: The existing provision restricting the expenditure of thebalance now available for the improvement of said river is hereby repealed, and said balance shall be expended in continuing the improvement thereof. Under this act $3,506.56 was expended up to June 30, 1891, inthe examination of the river in November, 1890, and in the partial construction and equipment of a light-draft log boat (to be used in the work on the river), which was nearly finished at the close of the fiscal year. During the fiscal year ending June 30, 1892, $4,184.02 was expended in finishing the log boat, and in snagging operations. The river was found to be so badly obstructed that with appropriations only sufficient for maintaining one working party, several seasons will be required to open the river for any useful navigation. It is reported that previous to the building of the Alabama Central Railroad Bridge (21 miles above its mouth) several steamboats went up as high as Centreville, and brought out cargoes of cotton. In 1849, when the bridge was completed, navigation by steamboats ceased until 1880, when an attempt was made by a small steamer to navigate the river; she proceeded as high as Centreville, obtained a load of cotton, but on her passage down became disabled and capsized. Under the provisions of the act of September 19, 1890, and by direc tion of the Secretary of War, notice dated April 11, 1892, was served on the proper officials of the East Tennessee, Virginia and Georgia Railroad, and Birmingham, Selma and New Orleans Railroad Company, respectively, to provide their bridges crossing the Cahaba River with suitable draw openings by January 1, 1893. IMPROVEMENT OF CERTAIN RIVERS IN ALABAMA AND MISSISSIPPI, OF BOGUE CHITTO, LOUISIANA, AND OF HARBORS AT MOBILE, ALABAMA, AND BILOXI, MISSISSIPPI. Officer in charge, Maj. A. N. Damrell, Corps of Engineers, with Lieut. Eben E. Winslow, Corps of Engineers, under his immediate orders since May 23, 1892; Division Engineer, Col. C. B. Comstock, Corps of Engineers. 1. Mobile Harbor, Alabama.—The channel had originally a minimum depth of 5 feet through Choctaw Pass and 8 feet on Dog River Bar. This was deepened by dredging under appropriations from 1826 to 1852 of $228,830.68 to 10 feet through both. In 1860 the channel in Choctaw Pass had shoaled to 7 feet. From 1870 to 1878 the channel was deepened by dredging to 13 feet, under appropriations amounting to $401,000. Length of cut 8 miles. From 1881 to 1888 the channel was deepened by dredging to 17 feet, under appropriations amounting to $740,000, but this project was not completed when the last project was adopted. The length of cut was 25.91 miles. The present project for the improvement of this harbor was adopted in August, 1888, the object being to afford a channel of entrance from the Gulf of Mexico to the city of Mobile of 280 feet width on top of cut with a central depth of 23 feet at mean low water by dredging, at an estimated cost of $1,980,000. Act of September 19, 1890, extended the work up Mobile River to the mouth of Chickasabogue Creek and increased the estimated cost to $2,043,800. The entire length of channel under present project is 31.85 miles and the entire length of continuous cut is 29.98 miles. The amount expended on the present project up to the close of the fiscal year ending June 30, 1891, was $306,680.32. The average central depth of the dredged channel on June 30, 1891, was 19.4 and the minimum depth on that date was 14.7 feet. The amount expended during the fiscal year ending June 30, 1892, was $275,198.23 and on that date the average central depth of the entire channel was 24 feet and the minimum central depth was 20.2 with no increase of width. July 1, 1892, amount covered by uncompleted contracts.... 4, 478.80 16, 350. 14 July 1, 1892, balance available Amount appropriated by act approved July 13, 1892 . Amount available for fiscal year ending June 30, 1893............... 1,771.31 212, 500.00 214, 271.31 120,000.00 Amount (estimated) required for completion of existing project..... 1, 181, 300.00 Submitted in compliance with requirements of sections 2 of river (See Appendix Q 1.) 1, 000, 000. 00 2. Black Warrior River, Alabama, from Tuscaloosa to Daniels Creek.The present channel is only navigable during very high water, and is even then extremely dangerous. |