steamboat captains running the river, as well as the Board of Trade of Mobile, have protested as an obstruction to the navigation of the Tombigbee, Mr. Fillebrown has submitted reports on this subject, as well as on the capability of the improvement of the river, and I respectfully refer you to them for detailed account of the localities required to be improved. By these reports it will be seen that the river is suscep tible of improvement at an estimated cost of $21,500, as follows: At McGrew's Shoal, one hundred and twenty-two miles above Mobile, by widening the channel... At Osage Bar, one hundred and fifty-five miles above And dredging channel-way through bar, at that point. At Pevey's Landing, one hundred and twenty-seven miles above Mobile, removal of wreck.... $4,500 00 2,500 00 1,500 00 7,500 00 1,000 00 At Pierson's Shoal, two hundred and thirteen miles above To this I would add for removing snags from Upper Tom- 1,500 00 1,500 00 1,500 00 Total appropriation called for and which I would recommend for improving Tombigbee River, from its mouth to head of high-water navigation, or Columbus.. 21,500 00 In regard to the bridge of the Alabama and Chattanooga Railroad Company at Jones's Bluff, as Mr. Fillebrown's reports will show, while there can be no just complaint, either regarding its construction or the width of channel-way afforded by the draw, there are very grave objections against its present location, for the reason that boats going down stream do not see it in time to provide against the danger of its being not open; and there is no question that a location 300 yards farther down the river would not only not be objectionable, but the interests of navigation require this change. I am, very respectfully, your obedient servant, J. H. SIMPSON, Brigadier General A. A. HUMPHREYS, UNITED STATES ENGINEER Office, GENERAL: In accordance with your instructions, I have collected all available information from pilots and steamboat captains concerning the Tombigbee River, and respectfully submit the following statement of facts obtained: Captain William Matthews, agent of the Tombigbee line of steamers, and Captain Taylor, one of the oldest and best pilots on that river, coincide in the opinion that no general permanent plan of improvement can be applied to the river. They think that the navigation can be improved by the removal of snags from different localities, but that the effect will be but temporary. Both of these gentlemen referred me to the operations of Captain McCartney, who worked for some time removing obstructions from the Tombigbee, under a contract with the State of Alabama. In an interview with Captain McCartney, the following information was obtained: Under a contract with the State of Alabama, he was to remove the obstructions between McGrew's Shoal (seventy miles above the mouth of the Tombigbee River) and Demopolis, for the sum of $20,000. He worked three seasons and fulfilled the terms of his contract. The heaviest work done was, according to his statement, at Turner's Shoal, where he had to remove the wreck of a large steamboat lying directly across the channel, and Wood's Bluff, where he had to excavate a channel-way 600 feet in length, 45 feet in width, and 3 feet in depth, (600 feet by 45 feet by 3 feet,) through a bed of solid rock. As these obstructions have been permanently removed, he is of the opinion that the sum of $20,000 would suffice to remove the existing obstructions, in the shape of snags, sunken logs, and bars. He also thinks that there are several points on the river where the navigation can be improved, by the construction of wing-dams. He built several of them under his contract with the State, and claims that they have been of permanent benefit. The dams constructed were of a primitive character, consisting of scows, loaded with rock, sunk in the passage-way between one side of an island or bar and the bank of the river, deflecting the whole volume of water into one channel. These scows have decayed, but the stone is still in place, producing, as he claims, the desired effect. Captain Ham. T. Johnston, owner and commander of the steamboat National, who is regarded as one of the best-informed steamboat men here, coincides with Captain McCartney in his views regarding the improvement of the river, and its cost. He states that the rock composing the wing-dam at Pierson's Shoal (constructed by Captain McCartney) has settled to such an extent as to greatly impair its usefulness, and suggests that it be improved by being made higher. The necessary rock for the purpose can be obtained from a point only two and a half miles above, and the cost of the reconstruction would not exceed $1,500. The balance of the estimated amount, applied to the removal of snags, widening the channel at different points, and dredging a passage-way through fixed sand-bars, would, in his opinion, render the Tombigbee River navigable, at all seasons of the year, to Demopolis. Regarding the bridge at Jones's Bluff, I am informed that all the pilots and steamboat captains united in a protest against it as an obstruction to the navigation of the Tombigbee. I have subsequently learned that the Mobile Board of Trade forwarded a similar protest to Congress in January last. The objections urged are against the location of the bridge, not its construction. Pilots complain that the bridge being located in a sharp bend of the river, just behind a point making out from the east bank, it is impossible for them to ascertain whether the draw is open (when coming down the river) until they are within a couple of boats' lengths of it. If the draw should not be open at the time they round the point, they claim that they would have to back up against a heavy current, and run the risk of being swept down against the piers of the bridge before they could get "sternway" on their boat. The general statement of the pilots is to the effect that not one of them would dare attempt to pass through the draw-way of this bridge after nightfall on their downward trip. The foregoing information was obtained only from those who were considered the most reliable men in their profession, and I am satisfied that it is entitled to belief. Respectfully submitted. HENRY C. FILLEBROWN, Civil Engineer. Brevet Brigadier General J. H. SIMPSON, U. S. A., UNITED STATES ENGINEER OFFICE, GENERAL: In obedience to your order of the 4th instant, I proceeded to Demopolisand Jones's Bluff, on the Tombigbee River, and examined the railroad bridges spanning the river at those points. Owing to the recent heavy rise in the Tombigbee River, I was unable to carry out that part of your order which referred to my "making a. careful examination of the banks of the river up to those points." I collected such information as could be obtained from the pilots and other officers of the steamboat Clara, and found that their statements regarding the character and extent of obstructions to navigation on the Tombigbee River agreed, even in detail,. with the data obtained from different steamboat men which has already been furnished you. The first important locality to which my attention was called was McGrew's Shoal, one hundred and twenty-two miles above Mobile by river. The obstructions at this point consist of rocks, through which a channel-way 40 feet in width has been excavated. This channel, in addition to its being narrow, is very tortuous in its course. The river first makes an abrupt bend to the left, and then, turning a long narrow point, makes an obtuse angle to the right, running nearly parallel to its first course. The distance across the neck of this point is but one mile, while to go around it requires a detour of five miles. Banks of the river low and flat on both sides. The rocky shoal lies just along the lower side of the long point referred to, and extends for a distance of half a mile. The channel through this shoal could be widened at a comparatively slight expense, and the pilots state that no further improvement is required to render the passage at this point safe at all seasons of the year. At Pevey's Landing, five miles above McGrew's Shoal, there is an obstruction, consisting of a wreck, which lies immediately in the low-water channel. The banks of the river at this point are low and sandy, and there are fixed sand-bars crossing the channel-way, which impede navigation. A channel-way dredged through these bars for a distance of 600 feet, with an average width of 50 feet, and depth of two and a half feet, (600 feet by 50 feet by 24 feet,) and the removal of the sunken wreck referred to above, will give free navigation at this point during the low stage of water. At Slater's Reach, one hundred and fifty-three miles above Mobile, there is a perfect "nest of snags," extending for a distance of nearly a mile. The lower end of the reach is the most difficult of navigation, and the pilots informed me that during low water they were obliged to "push their boats from side to side of the channel with poles." This locality is regarded as the most difficult of navigation on the river, not only during the period of extreme low water, but also when there is four or five feet water in the channel. Captain H. R. Johnston, an old steamboat man, reports that in coming through this reach, on his downward trips, he is obliged to reverse the engines of his boat, drift down with the current, and keep a strong force of men at work to keep the boat clear of the snags that line the channel-way throughout the greater length of the reach. He considers this the worst, or, to use his expression, "the most snaggy point in the river." Just above the reach we arrive at Osage Bar. This is a sand-bar, which extends across the river at low water, and impedes navigation to such an extent that boats are frequently turned back from this point, it being impossible to get over the bar. From the best information I have been able to gather concerning this locality, Osage Bar has existed as an obstruction to navigation during the last twenty-five years without any material changes having taken place in it. There is but little current here during low water, and I would suggest that if a channel-way 400 feet long, 50 feet wide, and 23 feet deep, (400 feet by 50 feet by 23 feet,) were dredged through this bar, it would afford a good passage-way for boats for a number of years. If the snags were removed from the different points along the Tombigbee River, the channel-way at McGrew's Shoal widened, a channel-way dredged through the sandbars at Pevey's Landing, and the sunken wreck removed, and the passage-way dredged through Osage Bar, I am confident that boats could ply between Mobile and Demopolis during the entire year. I would suggest the employment of a combined dredge and snag boat similar to those in use on the Missouri and Arkansas Rivers; one boat of that construction, if properly managed, could clear the river in the course of two sea sons. The bridge of the Selma and Meridian Railroad Company crosses the Tombigbee at a point four miles below Demopolis. This is a wooden structure, and is in a bad state of repair. The draw affords an opening of seventy feet on each side of the central pier, which is hardly sufficient to allow of the safe passage of the large class boats which ply between Mobile and Demopolis; the steamboat National having an extreme width of 55 feet, has but 74 feet to spare on each side, in passing through the opening. When allowance is made for the "batter" of the piers, the width of the opening at low water is diminished to 65 feet. The piers are located parallel to the course of the current, but the present structure requires renewal. In case of its reconstruction, I would suggest the propriety of changing the location of the abutment-piers of the draw, so as to increase the width of the opening. The shore-spans of this bridge have recently been strengthened by putting supports under the middle of each, the bridge having "swagged down." River has a high bluff bank on the west side, but the approach to the bridge from the eastward is by way of a trestle-work, some fourteen feet in height; this trestle-work gave way under a passing train, some weeks since, causing a considerable loss of life; the point where the accident occurred is but a few hundred feet from the bridge. About twenty miles below Jones's Bluff there is a rock shoal, known by steamboat men as Spring Bluff Shoal. This is a rocky bar or ledge, some 300 feet in length, extending across the river, with a depression in the ledge next the west bank, in which the low-water channel is located; this channel could be improved by blasting away some projecting points of rock and thus widen the passage-way. I passed through the draw opening of the bridge of the Alabama and Chattanooga Railroad Company which spans the Tombigbee at Jones's Bluff, and made a careful ex amination of the location and construction of the bridge. There can be no complaint made either regarding its construction or the width of passage-way afforded by the draw. The piers are located very nearly parallel to the course of the current, and there is a clear opening on either side of the central pier of 91 feet. In going up stream a steamboat meets with no delay if the draw is open, and can run through either by day or night. In coming down the river the case is different. The approach to the bridge at Jones's Bluff from above is by way of a sharp bend of the river; a narrow point makes out from the east bank just above the bridge, rendering it impossible to see whether the draw is open or not until a boat is within about 400 feet of the bridge. On the west bank of the river and within 150 feet of the west abutment of the bridge, there is an indentation, or "pocket," worn into the chalky cliff to the depth of 150 or 200 feet. The water rushing into this pocket forms eddies and counter-currents so strong as to very materially affect the course of a boat. Should the draw be closed at the time a steamboat rounds the point above, it would be impossible to stop her headway until she was within the influence of these eddies. In that case, they would be obliged to "back up" against these heavy currents, which would test the extreme power of the engines. The river at this point is very deep, and the main volume of the water passes along the foot of the bluff, but is deflected from the lower point of the "pocket" mentioned above, and passes under the draw at a slight angle with the piers. The bridge is of the "Truss pattern, wooden superstructure, resting upon brick piers; the west abutment-pier is located just under the face of the bluff, and there are two piers in the water east of the draw-pier. The approach to the bridge from the eastward is by means of trestle-work. I consider that this location of this bridge is, to say the least, a very unfortunate one for the steamboat interests. Were the bridge located but 300 yards farther down the river, the difficult navigation would have been entirely avoided; as it is, there is but the distance of a good boat's length to allow a vessel to "straighten up" in after passing the point above. Taking into consideration the currents which are encountered just after a boat rounds the point, this is entirely insufficient. In conclusion, I would state that, in my opinion, the bridge of the Alabama and Chattanooga Railroad Company spanning the Tombigbee River at Jones's Bluff, is in its location an obstruction to navigation. From the information which I have obtained from pilots and others who are conversant with the obstructions which exist to the safe navigation of the Tombigbee, I am satisfied that the sum of $20,000, judiciously expended, as indicated in the foregoing, would suffice to remove the obstructions now existing, and give fair navigation between Mobile and Demopolis during the season of low water. Respectfully submitted. HENRY C. FILLEBROWN, Brevet Brigadier General J. H. SIMPSON, U. S. A., Civil Engineer 06. 3. EXAMINATION AND SURVEY OF MOUTH OF APALACHICOLA RIVER, FLORIDA. By act of Congress approved July 11, 1870, the Secretary of War was directed to cause an examination or survey, or both, to be made at the mouth of Apalachicola River, Florida. By letter from the Chief of Engineers, dated July 23, 1870, Major C. B. Reese, Corps of Engineers, was intrusted with this work. The death of Major C. B. Reese, and the prevalence of the yellow fever, delayed the commencement of the work. Captain A. N. Damrell, Corps of Engineers, who assumed charge temporarily after the death of Major C. B. Reese, was relieved by Colonel J. H. Simpson, Corps of Engineers, on the 12th of December, 1870. Instruments and material were purchased for the survey, and by letter of 19th of January, 1871, from Colonel J. H. Simpson, Captain A.` N. Damrell was instructed to take measures for the immediate prosecution of this work, and to proceed to Apalachicola after the completion of other duties assigned to him in the same letter. By letter of Colonel J. H. Simpson, dated January 18, 1871, Mr. C. F. Trill was appointed as an assistant on this survey. On the 19th of January, 1871, Mr. C. F. Trill received complete instructions to proceed to Apalachicola, Florida, and inaugurate the work. On the 28th of the same month work was commenced by organizing a party, locating and arranging for the erection of platforms, taking soundings, and obtaining such information as might be of use in prosecution of the work. From this time work was pushed along as rapidly as the weather would permit. By letter from Colonel J. H. Simpson of the 20th of April, 1871, Captain A. N. Damrell was directed to turn over this work to Mr. C. F. Trill, leaving with him full instructions to insure the proper completion of the survey, and to return to Mobile, Alabama. At this time the examination and survey had been carried across the bar at the mouth of the river to 11 feet of water on the outer slope. A preliminary examination had been made for the purpose of locating the best channel to be improved across the Buckhead and other shoals in the eastern portion of St. George's Sound, to enable vessels to reach the city by the eastern pass, between St. George's Island and Dog Island. A preliminary examination had also been made to determine the practicability and propriety of improving New Inlet, which is a channel through St. George's Island, nearly south of Apalachicola, and almost in the prolongation of the natural channel across the bar at the mouth of the river. The survey was afterward conducted by Mr. C. F. Trill, till the 30th of June, 1871, at which time the field-work was completed as far as the funds available would allow. By the 1st of September, 1871, it is presumed that the field and office work will be completed, and a complete report, accompanied by maps and estimates, will be forwarded as soon thereafter as practicable. Amount allotted from appropriation of July 11, 1870...... Expended up to June 30, 1871, surplus being from funds transferred from Tombigbee River survey.. $2,400 00 3,116 59 APPENDIX P 1. NEW YORK, May 13, 1871. GENERAL: I have the honor to transmit herewith the final report of my assistant, Captain William Ludlow, Corps of Engineers, and explanatory chart of the survey and examination of Charleston Harbor, provided for in section 2 of the act of Congress approved July 11, 1870. The two charts prepared by Captain Ludlow have been placed upon a single sheet in preparing the one now submitted, and some data, at points not covered by the recent examination, have been added from former surveys, in order to render, as far as practicable, a reference to other charts and sources of information unnecessary. The following recommendations, covering the expenditure of the money now available "for the improvement of the ship-channel in Charleston Harbor," and estimates for continuing the work, are respectfully submitted. |