10. St. Francis River, Arkansas.-Appropriations have been made. for this river in connection with those for the White River. The first appropriation was made March 2, 1833, prior to which this river was choked with drift, logs, snags, and its waters spread out through a great variety of sloughs, while overhanging trees added to the difficulty of navigation. The originally adopted project was principally for snagging operations, and attempts have been made to close up some of the many sloughs. On July 5, 1884, the first separate appropriation was made. From that time to June 30, 1892, $27,956.86 had been expended in carrying out the approved project. By act approved July 13, 1892, $8,000 was appropriated. During the fiscal year ending June 30, 1893, $3,795.61 was expended in the continuance of the project, in the execution of much-needed work between Madison, Ark., and the mouth of the river. High water prevented the economical expenditure of the balance. July 1, 2892, 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, balance available..... Amount (estimated) required for work annually $13. 14 8,000.00 8, 043. 14 3,795. 61 4, 247.53 135.20 4, 112.33 8,000.00 28,000. 00 11. St. Francis River, Missouri.-The first appropriation made for this reach of river was that of act of August 11, 1888, $5,000. Prior to the work done with this sum, logs, snags, overhanging trees, and several shoals interfered with low-water navigation. The estimate, $7,300, proposed the removal of the shoals about 12 miles below Greenville and the removal of snags and other obstructions. The amount appropriated by act of August 11, 1888, was inadequate. Up to June 30, 1892, $12,329.77 had been expended, cutting a narrow channel through the Big Drift and carrying out other provisions of the original project, combined with those of the project under act approved September 19, 1890, which, added to the original project, provides for a hand-propelled snag boat for use between the Sunk Lands and Greenville, Mo., including the building of the boat. This also removed a formidable array of obstructions from St. Francis, Ark., to the Big Drift. During the fiscal year ending June 30, 1893, the boat was sold to the appropriation "Removing obstructions in Arkansas River, Arkansas and Kansas," and the money thus secured expended in widening the channel through the Big Drift and in removing a few obstructions between there and the town of St. Francis, Ark. July 1, 1892, balance unexpended........... Received on account of sale of U. S. snag boat Missouri. June 30, 1893, amount expended during fiscal year.. July 1, 1893, balance unexpended July 1, 1893, balance available..... $3,170.23 3,000.00 6, 170.23 3, 186. 24 2, 983.99 48.69 2,935.30 (See Appendix W 11.) 12. Little River, Missouri.-Before improvement this river was obstructed by snags, logs, masses of driftwood, and shoals, and was divided into two chutes. The project for improvement contemplates prolonging medium-stage navigation by closing one of the chutes and removing the obstructions enumerated from the other. Appropriations aggregating $8,000 were made for the improvement of this stream by acts of August 11, 1888, and September 19, 1890. This sum, with the exception of a small balance, was expended prior to June 30, 1892, in the construction of a dam 300 feet long across the right chute and the removal of the obstructions in the main channel. July 1, 1892, balance unexpended... June 30, 1893, amount expended during fiscal year. (See Appendix W 12.) $20.52 20.52 13. Removing sunken vessels or craft obstructing or endangering navigation. On July 20, 1892, the wreck of the steamer John Matthews in the channel of the Arkansas River at Van Buren, Ark., which lay half buried in water against the piers of the bridge of the St. Louis and San Francisco Railway Company, was reported to the Secretary of War by that company as an obstruction to navigation and a menace to their property. This wreck was removed at a cost of $401.30. (See Appendix W 13.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 13, 1892. The preliminary examinations of the following localities, required by act of July 13, 1892, were made by the local engineer, Capt. H. S. Taber, Corps of Engineers, and reports thereon submitted through the division engineer, Col. C. B. Comstock, Corps of Engineers. 1. Saline River, Arkansas.-Capt. Taber submitted report of examination under date of January 24, 1893. He considers the river worthy of improvement to the extent of removing snags and other obstructions. It is, however, the opinion of the division engineer, concurred in by this office, that the river is not worthy of improvement by the United States. The report was transmitted to Congress and printed as House Ex. Doc. No. 236, Fifty-second Congress, second session. (See also Appendix W 14.) 2. Fourche Le Fevre River, Arkansas.-Capt. Taber submitted report of examination under date of January 21, 1893. It is his opinion and that of the division engineer, concurred in by this office, that the river is not worthy of additional improvement by the General Government at the present time. The report was transmitted to Congress and printed as House Ex. Doc. No. 226, Fifty-second Congress, second session. (See also Appendix W 15.) 3. Current River, Arkansas.-Capt. Taber submitted report of examination under date of January 17, 1893. He considers the river worthy of improvement; and it is the opinion of the division engineer, concurred in by this office, that Current River, Arkansas, is "worthy of some small improvement by snagging." No survey is necessary for preparation of project and estimate of cost of improvement. The report was transmitted to Congress and printed as House Ex. Doc. No. 227, Fifty-second Congress, second session. (See also Appendix W 16.) EXAMINATIONS OF MEMPHIS HARBOR AND WOLF RIVER, TENNESSEE, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 13, 1892. The preliminary examinations of the following-named localities, required by act of July 13, 1892, were made by the local engineer, Capt. S. W. Roessler, Corps of Engineers, and reports of the results submitted, with the views thereon of Col. C. B. Comstock, Corps of Engineers, the division engineer of the southwest division. 1. Harbor at Memphis, Tenn., including removal of bar forming opposite the upper part of the city, and bank protection along the city front.Capt. Roessler submitted report of examination under date of April. 8, 1893 It is his opinion and that of the division engineer, concurred in by this office, that the removal of the bar opposite the upper part of the city is not worthy of being undertaken by the United States; and that the protection of the bank along the city front, although not at the present time immediately urgent, is worthy of being done by the General Government. The cost of the necessary survey for preparation of project and estimates of cost of improvement can be provided from funds under the control of the Mississippi River Commission. (See Appendix X 1.) 2. Wolf River, Tennessee.-Capt. Roessler submitted report of examination under date of April 11, 1893. He considers that no dredging in the river will be required this year, but that, if it should be required in the future, the work is worthy of being done by the United States; and he recommends that a survey be made, the cost of which is estimated at $100. It is the opinion of the division engineer, concurred in by this office, that the mouth of Wolf River is worthy of improvement by a moderate amount of dredging. (See Appendix X 2.) REMOVING SNAGS AND WRECKS FROM MISSISSIPPI RIVER; IMPROVEMENT OF MISSISSIPPI RIVER BETWEEN THE OHIO AND MISSOURI RIVERS, OF GASCONADE AND OSAGE RIVERS, MISSOURI, AND OF KASKASKIA RIVER, ILLINOIS. This district was in the charge of Maj. A. M. Miller, Corps of Engineers, to March 4, 1893, and of Maj. Charles J. Allen, Corps of Engineers, since that date; Division Engineer, Col. C. B. Comstock, Corps of Engineers. 1. Removing snags and wrecks from Mississippi River.-Before this work was inaugurated the navigation of the river was very much interfered with by numerous snags, logs, etc., which had lodged in the channel, and to which a new accession was brought down on each rise of the river, thus constantly adding new and unknown obstructions to those already there. A large number of wrecks, dangerous to navigation, also occupied the channel. For the removal of these obstructions appropriations were made as early as 1824, and the project adopted consisted in building boats suitable for removing the snags, etc., and operating them whenever the stage of water was favorable for the work and the funds were available. The total amount expended for this purpose can not be definitely given, as previous to the appropriation made by act of March 3, 1879, a general amount was appropriated to be applied to several streams as their needs required. From March 3, 1879, when the first specific appropriation was made, up to June 30, 1892, $834,260.77 had been ex pended for this purpose. The navigation of the river has been very materially improved by this method and the danger to boats lessened. During the fiscal year ending June 30, 1893, the sum of $96,497.23 was expended upon this improvement. Two snag boats were employed in removing obstructions to navigation between the mouth of the Missouri River and New Orleans, La. The boats worked a total of fifteen months, removing 2,946 snags, cutting down 8,214 trees, removing 16 drift piles, and traveling a total of 17,982 miles. The work accomplished by the snag boats has been of great benefit to navigation and commerce. Formerly the wrecking of steamboats from running against snags was of frequent occurrence, but since the snag boats have been regularly at work such wrecks are seldom heard of. The boats were thoroughly overhauled during the past spring, and necessary repairs were made to them together with some small renewals of machinery. An annual appropriation for carrying on this work was made by act of August 11, 1888. The amount expended during fiscal year ending June 30, 1893, was $96,497.23. (See Appendix Y 1.) 2. Mississippi River between Ohio and Missouri rivers.-The original condition of the navigable channel of this portion of the Mississippi River, before the work of improvement was begun, was such that the natural depth at low water was in many places from 33 to 4 feet. The channels were divided by islands which formed sloughs and secondary channels, thus wasting water available for navigation. The project adopted for improvement consisted in closing sloughs and secondary channels, and also in construction of works of contraction in order to concentrate the flow into a single channel about 2,500. feet wide, the object being to thereby obtain a depth of 8 feet in the channel between St. Louis and Cairo, and 6 feet between St. Louis and the mouth of the Missouri, at standard low water which corresponds to a reading of 4 feet on the St. Louis gauge. Also in revetment of banks when necessary. The amount expended up to the close of the fiscal year ending June 30, 1892, was $4,080,803.15, and the result of the work was that but little difficulty to navigation was experienced throughout the improved portion, and then only at extreme low water. For stages of water above 4 feet on the St. Louis gauge there was generally a depth of at least 6 feet in the channel. The amount expended during the fiscal year ending June 30, 1893, was $283,767.17, and was applied to repairing plant and carrying on works at the following-named localities: Twin Hollows.-One hurdle 362 feet long was built and another partly built. Pulltight.-The work consisted in repairing Hurdle No. 4, in extending it 630 feet, and in driving 400 linear feet of drift clumps above the old part of this hurdle to protect it; also in repairing Hurdle No. 5, and restoring it to its original length. Hurdle No. 1 was extended. Hurdle No. 2 was repaired and extended 1,200 feet, and 1,500 linear feet of new work (Hurdle 6) built. Chesley Island. The bank protection was repaired. Rush Tower Reach.-Operations consisted in the construction of 6,800 linear feet of protection of the Illinois shore above Durfees Land ing. About 1,225 feet of bank along Lowrys Field was partially revetted. Three hundred linear feet of hurdle at Michaels was repaired. Construction of hurdles was begun at Fish Bend and 1,815 linear feet nearly completed. Fort Chartres Reach.-The work of the year consisted in protection of the bank, below medium stage of water, from Sycamore Landing downstream for a distance of 5,500 feet, and the building of Hurdles 2 and 3, having a total length of 3,525 feet, on the west side of Bruce Island. These hurdles were considerably damaged upon the breaking up of the ice in the latter part of February, and subsequently by heavy fields of driftwood. As soon as possible, in March following the breakup, the work of repairing these hurdles was undertaken, and was continued until about the middle of May when, on account of the high stage of water, work on the hurdles was temporarily suspended. The total amount expended during the fiscal year ending June 30, 1893, was $283,767.17. The original estimated cost of the work, as revised in 1883, is $16,397,500, of which $5,388,333.33 from appropriations to date has been available for the work. In general the works constructed have benefited the navigation. July 1, 1892, balance unexpended ... Amount appropriated by act approved July 13, 1892 Amount appropriated by sundry civil act approved March 3, 1893.. $124, 196.85 525,000.00 658,333.33 June 30, 1893, amount expended during fiscal year.. 1,307, 530. 18 283, 767. 17 July 1, 1893, balance unexpended July 1, 1893, outstanding liabilities July 1, 1893, amount covered by uncompleted contracts.... 149, 295. 24 179, 860. 64 July 1, 1893, balance available 843, 902. 37 Amount (estimated) required for completion of existing project.. Amount that can be profitably expended in fiscal year ending June 30, 1895. 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 Y 2.) .11, 009, 166. 67 758, 333.33 3. Harbor at St. Louis, Mo.-St. Louis Harbor is about 18 miles long and divided into two nearly equal parts by the Eads Bridge. The upper part, included between the bridge and the northern limits of the city, is about 10 miles in length. Three miles above the Eads Bridge is the Merchants' Bridge. The lower part of the harbor, included between Eads Bridge and River Des Peres, is 8 miles long. The channel in this part of the harbor has sufficient depth and accessible landings at all points. Good depth exists above the Merchants' Bridge. Congress, by act approved September 19, 1890, appropriated $182,000 for this harbor. The navigable reach between the Eads Bridge and Merchants' Bridge was at that time obstructed by a number of middle bars. The project adopted for improvement of the harbor under the appropriation of 1890 consisted in a contraction of the waterway, between those bridges, to a width of about 2,000 feet in order to concentrate the flow upon the bars and thus cause scour to the depth desired. The contraction works |