The day of work is for eight hours actual operation of two dredges with four dump scows and one or two towboats for tenders, deducting every hour lost by accident or otherwise. The towboat Catherine Davis, chartered as dredge tender, was paid $49.50 per day, this amount covering the cost of the boat, with outfit, crew, and fuel for the towboat and dredges, except that all cost of coal in excess of 5 cents per bushel was repaid by the Government. The expenditure for towing includes $2,350 for hire of additional dredge tender found necessary to dispose of the excavated material when a low stage of river prevented access to the near dumping grounds. The "total expenditure," on which the cost of work is based, covers all outlay properly applicable to the season of 1903, including the cost of superintendence, office work, etc. CONSTRUCTION OF LOCK AND DAM NO. 37, OHIO RIVER. The general project for this work is printed in House Document No. 336, Fifty-seventh Congress, first session, and it was adopted by Congress in the river and harbor act of June 13, 1902, by appropriating $100,000 for commencing operations and authorizing their completion under the continuing-contract system at a total cost not exceeding $1,050,000. Previous operations, including local surveys incident to selection of the site finally adopted for the work, at Fernbank, Ohio, 12.7 miles below the Cincinnati Suspension Bridge, are published in the Annual Report of the Chief of Engineers for 1903, page 1645. Operations during the last fiscal year were confined to the acquisition of lands necessary for the improvement, and to the preparation of detailed plans and specifications for the work. The land acquired comprises two tracts-one of 4.09 acres on the left, or Kentucky, bank of the river for the abutment of the dam, and the other of 32.9 acres on the right, or Ohio, bank where the lock and all buildings required for operating the lock and dam will be located. The smaller tract was acquired by direct purchase from its owner at a cost of $654.40, and clear title therefor passed to the United States by deed dated December 8, 1903. But it was necessary to resort to condemnation proceedings in order to obtain the larger tract at a reasonable cost, as well as to dispose of conflicting interests between the fee owner and lessee of the property. On account of the delays incident to these proceedings it was not until March 23, 1904, that the United States was put in possession of this tract by order made in the United States court for the southern district of Ohio. The sum awarded by the court was $4,935, and payment therefor was duly made to the clerk of the court for distribution to the parties in interest in conformity with the court's orders. Since that time the detailed plans and specifications have been practically completed, and they will reach the office of the Chief of Engineers within a few days after this report is received there. The local supervision of this work is in charge of Mr. R. R. Jones, chief assistant engineer, whose report is herewith. Money statement. July 1, 1903, balance unexpended.. June 30, 1904, amount expended during fiscal year, for works of improvement -$487, 872.94 11, 041.33 July 1, 1904, balance unexpended. July 1, 1904, balance available... [Amount (estimated) required for completion of existing project.. Amount that can be profitably expended in fiscal year ending June 30, 1906, for works of improvement, in addition to the balance unexpended July 1, 1904 476, 831.61 136.63 476, 694.98 550,000.00 150,000.00 Submitted in compliance with requirements of sundry civil act of June 4, 1897. STATEMENT OF AMOUNTS AND DATES OF ALL APPROPRIATIONS FOR THIS WORK. Act of Congress— June 13, 1902 Total $100,000 400,000 500,000 REPORT OF MR. R. R. JONES, CHIEF ASSISTANT ENGINEER, ON CONSTRUCTION OF DAM NO. 37, OHIO RIVER. UNITED STATES ENGINEER OFFICE, Cincinnati, Ohio, June 30, 1904. COLONEL: I have the honor to submit the following report of operations in connection with the construction of Dam No. 37, Ohio River. Condemnation proceedings for the acquisition of the necessary land for the site of lock, etc., which had been recommended and approved, were temporarily delayed on October 19 by reason of information received from the attorneys for the estates controlling the land that an offer would be submitted at an early date. On November 25 the land was tendered to the United States for a net price of $500 per acre. This price appearing excessive, being double that asked for adjoining land, the United States district attorney for the southern district of Ohio was requested to resume proceedings for the condemnation of the land. The case coming on for trial during the February term of the United States circuit court, a verdict was brought in by the jury fixing the price at $150 per acre. After arguments for a new trial were heard and the motion overruled, a judgment entry was made on February 23, and final payment for the land was made to the clerk of the United States circuit court, after approval by the Attorney-General, on March 23. Thirty-two and nine-tenths acres of land, for the site of lock, buildings, etc., for Dam No. 37, were thus acquired by the United States for a net price (including court costs) of $158.5152 per acre. In the meantime negotiations for the purchase of 4.09 acres of land on the Kentucky side of the river, required for the location of abutment for Dam No. 37, were carried on, and on February 23 concluded, the purchase price being at the rate of $160 per acre The drawings as to general features of the dam have been completed and all the details except minor points relating to masonry and those of the machinery. The details include the necessary buildings and the machinery used in operating the dam with its lock. The specifications for the construction of the dam, the lock, the grading and protection of the banks, the construction of the lock gates, movable parts of the dam (such as those in the navigable pass and bear traps), the foundations for buildings, sewers, and roadways are also ready for approval. As it was believed that the buildings (above their foundations) and the machinery required to operate the lock proper could best be let as separate contracts, none of these items are included in the specifications. The estimate, however, includes, it is believed, all items going to make up the complete cost of the dam and its appurtenances. After approval of the drawings and specifications the work will be ready for advertisement to the extent to which funds are now available. Respectfully submitted. Col. G.J. LYDECKER, R. R. JONES, Chief Assistant Engineer. Corps of Engineers. DD 3. OPERATING SNAG BOATS ON THE OHIO RIVER. The act of Congress of September 19, 1890, as modified by that of June 3, 1896, provided for yearly appropriations of $50,000 for this work. For phraseology of these acts and further details, see the Annual Report for 1896, Part 4, page 2093. At the commencement of the fiscal year the U. S. snag boat E. A. Woodruff was at Newcastle Coal Landing, West Virginia, 251 miles below Pittsburg, en route downstream for the general removal of obstructions as far as the mouth of the river, where she arrived on July 20; starting back on the same date, three days were spent on the wreck of the burned steamer R. A. Speed at the foot of Tennessee Island, and work was then continued up to Virginia Point, 314 miles below Pitts burg, where operations were suspended August 19 by the scant stage of river. The Woodruff was therefore ordered back to Ripley, Ohio, 100 miles below, and during the ensuing period of extreme low water was employed in dismantling and removing the decayed and abandoned cribs of the ice pier at that place, as authorized by the Secretary of War July 21, 1903. Of the stone recovered from the cribs, 1,180 yards were transferred on barges and utilized in repairing the Eightmile dike, just above Cincinnati; when the low water made such trans fer impracticable, the remaining 470 yards were distributed on the river bank in the vicinity of the abandoned pier. The removal of the pier was completed September 21, when a slight rise enabled the Woodruff to resume her regular work, and after removing a sunken barge from the channel at Manchester, Ohio, 20 miles above, she proceeded downstream as far as Peckenpaughs bar, 669 miles below Pittsburg, but being unable to pass below, she returned upriver, and with the aid of a small rise at headwaters, succeeded in reaching Pittsburg; starting back October 19, she removed 49 snags and 7 wrecks between that point and Cincinnati, where she arrived at the end of the month. On November 5 another effort was made to reach the lower end of the river, but the insufficient depth of water in the canal at Louisville prevented the passage of the boat, and she was accordingly ordered to work back to Cincinnati, where removal of local obstructions was continued until November 22, when a coal-boat rise was reported from Pittsburg, and a day-and-night run was made to that place in order to follow the descending coal fleets and clear the channel of any wrecks that might occur, as well as of any other obstructions found. The Woodruff arrived back at Cincinnati December 4, when the approach of severe weather and the danger from running ice made it imprudent to continue operations, and she was accordingly placed in winter quarters at the upper end of the harbor. The general repairs needed to fit the snag boat for the ensuing season were begun in March, and on their completion, May 5, the Woodruff proceeded to Pittsburg, Regular work downstream was begun on the 11th, and continued until reaching Cincinnati on the 21st. Owing, however, to high water, the channel was only partially cleared of obstructions on this trip, and as the continued high stage afforded no prospect of successful work below, the Woodruff was again sent up river to await a favorable stage for completing work on that section. Accordingly, she left Pittsburg June 9, reaching Cincinnati June 17, and from that date up to the close of the fiscal year was engaged in removing 16 obstructive wrecks of boats and barges in that vicinity. The total record of obstructions removed by the Woodruff during the fiscal year was 526 snags, whose weight aggregated 2,589.79 tons; 80 wrecks, comprising 38 coal boats, 25 coal barges, 2 wharf boats, 2 fuel flats, 10 miscellaneous craft, and the remains of 3 steamboats. From the Ripley ice pier 1,650 cubic yards stone (2,139 tons) were removed, together with about 91,600 feet B. M. of 10 by 12 oak timbers. The total number of miles run by the snag boat during the year was 6,306. While the snag boat was in winter quarters (December 4, 1903, to May 5, 1904) miscellaneous repairs were made as follows: General painting, $500; main boilers, $792.32; capstan engines, $149.97; electric machinery and storage battery, $159.99; main engines, $1.40; |