to be 23 feet. The work should be done in low water. A gravel and earth coffer-dam should be built on the two sides and across the upper end of the proposed channel. The water will then draw off from the work which requires to be excavated. The estimate for this work is as follows:

Estimated fall of 24 feet. This shoal is on solid rock, with high ridges or points, which must be removed for 80 or 100 feet in width. The work will be very similar to that described on McGar's Shoals. The quantity of rock to be excavated will not be as large. The estimate may be set down as follows:

1,000 cubic yards rock, at $3.. Contingencies...

Total.....

$3,000 00 800 00

3,800 00

MILE 113.

Red Bend Shoal on the lower part of this mile, fall of which is estimated at 21 feet. In the channel some loose rock to be removed, and a wing-dam on the right from island to the shore. The cost upon this mile may be estimated at $2,000.

BUFFALO SHOALS ON MILES 122 AND 123.

These shoals are two miles long, on a solid rock bottom. Although the river is reasonably straight, the channel changes its course by taking sometimes the left side, sometimes the middle, at other times near the right shore. The changes, however, are gradual, and do not much injure the navigation. The wing-dams will therefore have to be constructed to suit this channel. If properly located and constructed they will form intermediate basins or pools, which will operate to deaden the current in the channel and greatly help navigation. The entire fall of these shoals I estimate at 10 feet. There will be a considerable amount of excavation necessary in the channel, and may be done much in the manner recommended upon McGar's Shoals. The excavation should, however, be carried into the wing-dams.

These shoals, as will be seen by the following estimate, are the most expensive, and perhaps the improvement as important as any upon the river:

The bottom here is solid rock, and there is considerable loose rock to remove. here, about 3 feet.

Estimate.

200 cubic yards solid rock excavation, at $3. 200 cubic yards loose rock excavation, at $1.

Contingencies.......

Total....

MILE 206-CORN-WALL SHOAL.

Fall

$600 00

200 00

200 00

1,000 00

Wing-dam necessary in this shoal, the fall of which is estimated at 3 feet. Low islands divide the water into numerous channels, and these are very crooked. Wingdams here and other work may be estimated at $3,000.

MILE 209, AT BATESVILLE-BATESVILLE SHOAL.

This shoal is estimated to have a fall of 4 feet. The channel is very crooked, and must be improved by dredging or otherwise. Estimated cost here, $2,000.

Mile 210 also has a very crooked channel, but the fall only estimated at .50. A part of Batesville Shoal on this mile. The estimate for dredging may be put, wing-dam also, at $2,000.

Mile 211 will also require some dredging work, which may be estimated at $1,000. Mile 214 requires a wing-dam on Patty Breath Shoal, fall of which is estimated at 3 feet. This wing-dam and some dredging of channel will cost, probably, $1,500.

MILE 251-MUSIC SHOAL.

Estimated fall of 24 feet; very crooked. This shoal is very bad, and will require considerable work with dredge, and at least one wing-dam. The work on this shoal may be estimated at $4,000.

No further obstructions of the above character exist on White River below Jacksonport, on Black River from mouth to Pocahontas, or Little Red for sixty miles above the mouth.

The following is the estimated cost of minor obstructions, such as removing snags, logs, loose rock, and leaning trees from the channel of White River from Forsythe in Missouri to Jacksonport in Arkansas, a distance of two hundred and fifty-four miles. The like obstructions on the balance of White River from Jacksonport to Duvall's Bluff, of Black River, from mouth to Pocahontas, and of Little Red from mouth sixty miles, were examined by my assistant. To his report I would therefore respectfully refer for the information not here reported.

SECTION 1-100 MILES.

This section was examined under favorable circumstances, the river being exceed. ingly low; lower, it was said, than ever known before. The section commences at Forsythe and terminates with the one hundred miles.

It may be here proper to remark that I had the river measured for what I considered its average width of channel, and found it to be 400 feet. I also measured the flow of water at mile 67 and found it 264 cubic feet discharged per second. The average height of the bottom land I found by the level to be about 23 feet, and the highest watermark shown me as known, was 23 feet. I think that this may be considered a fair average for the whole distance to Jacksonport. I would here state, however, that the width of the river below this section will average probably 500 feet.

The character of the country for near two hundred miles is quite rough. The hills and rock bluffs are very high and precipitous. The bottom lands are narrow, generally on one side of the river at a time, and seldom over one-half mile in width.

Lead and other ores are said to exist in such quantities as will justify working, near this river. Most of the country may be said to be in its primitive condition. Population quite sparse. The land, much of it, said to be Government domain. The improvement of the river, as here proposed, would add largely to the inducement of settlement. The country below the first two hundred miles presents fewer hills, much of the way bottom lands on both sides, and far wider than the upper part of the river, and often much lower, being subject to more frequent overflow.

I may say, once for all, that the river in general, for two hundred and fifty-four miles, is shallow when the water is low, the pools varying from 1 to 5 feet deep, while the shoals, which were numerous in the extreme low water of this season, hardly in

any case had a sufficiency for floating our boat, which drew only 6 inches when the party of four persons were all aboard.

The banks of White River in general are quite permanent as far as Jacksonport, the undermining of the banks by water seldom seen.

The estimate made here was set down mile by mile as we descended the stream, and after making this estimate, I added full 20 per cent. to cover all contingencies. At this rate

Section No. 1, 100 miles, will cost.

Section No. 2, 100 miles, will cost.

Section No. 3, 54 miles, will cost.

$3,300

4,200

2,700

RECAPITULATION OF COST OF SECTIONS, INCLUDING OBSTRUCTIONS REQUIRING ENGI

I have taken notes of estimated fall at each shoal, adding to each mile 6 inches. The following is the results of this estimate:

I think it probable that this estimate will be found large, if ever the correct fall is ascertained. The average is here nearly 14 feet per mile.

I would further add that after descending over the 1st section the river rose about 4 feet. I do not consider, therefore, the estimate of cost or fall as satisfactory for the remaining distance as over this section. The rise, however, greatly hastened our work, and upon the whole, perhaps, all was for the best, the character of the river being well known by the examination made before the rise.

I remain, very truly, your obedient servant,

General W. F. RAYNOLDS,

Lieutenant Colonel Corps of Engineers, U. S. A.

ALONZO LIVERMORE,

Civil Engineer.

ST. LOUIS, MISSOURI, January 11, 1871. SIR In compliance with your orders I proceeded to the mouth of White River and made an examination of that river from the mouth upwards to Duvall's Bluff, where I met Mr. A. Livermore, civil engineer, in charge of the party coming down from the head-waters of that stream. Captain John S. Tennyson, pilot, employed by Mr. Livermore, had, by that time, finished the examination of White River from Jacksonport to Duvall's Bluff under the instructions and supervision of Mr. Livermore, who on account of sickness was unable to complete his report and examination of that section of the river. Having been assigned by subsequent orders to succeed Mr. Livermore in charge of the party, it devolved upon me to prepare from the field-notes the report on the condition of White River between Jacksonport and Duvall's Bluff.

It is proper here to give Captain John S. Tennyson full credit for the manner in which he has performed this work. Having had the opportunity of taking notes on the condition of the river from Augusta to Duvall's Bluff, while passing over that section, I am bound to say, that his notes were taken with the greatest accuracy, and that he has made true observations in regard to the nature and condition of the river. The following report will be thus divided into two chapters, the first of which will treat the section from Jacksonport to Duvall's Bluff, compiled from Captain Tennyson's field notes; the second comprises the result of my own observations on the lower river from Duvall's Bluff to the mouth.

SECTION I.-Jacksonport to Duvall's Bluff, distance 189 miles.

The width of the river from Jacksonport to Augusta averages 500 feet between banks, and from the latter place to Duvall's Bluff 400 feet. The width of the channel on the

bars and at the narrowest places is between 70 and 80 feet, while in the bends and pools it varies from 150 to 200 feet.

The depth of the channel at low water is from 12 to 18 feet in the pools, and from 22 to 30 inches on the shallowest places and bars. The following are the principal bars:

Lone Willow Bar, situated twelve miles below Jacksonport, is three-quarters of a mile in length, and divides the river into two channels; the main channel is near the right shore and 150 feet wide. At the lowest stage of water ever known, the depth in the channel was 23 inches; fall, 1 foot.

Reed's Bar, fifteen miles below Jacksonport; three-fourths of a mile long; extends from the right shore into the river, leaving only a channel width of 75 feet, with 21 inches depth at low water; fall, 1.1 feet.

Little Island Bar, twenty-eight miles below Jacksonport, is a blind gravel bar (or a bar not made apparent by the ripple) one mile long; width of channel, 75 feet; depth in the channel at low water, 21 inches; fall, 1.2 feet.

Grand Glaize Bar, tow-head, opposite the town of Grand Glaize, half a mile long and 150 feet wide. The channel follows the left shore, is 75 feet wide, with 23 inches depth at low water. Along the left shore are leaning trees which obstruct navigation to a great extent, as, in low water, boats have to pass very close to the shore. Between the tow-head and the right shore is a gravel bar with 12 inches at low water. Dredging would be of great advantage on this bar; fall, 0.75 feet.

Dudley's Dread, fifty-eight miles below Jacksonport; a dry gravel bar in the middle of the river, and half a mile long. The channel, after turning a very short point, follows the left shore, is 75 feet wide, and, at low water, 23 inches deep. Being a short bend, the leaning heavy timber and a number of snags make it very dangerous for boats to pass in low water; fall 1.1 feet.

The next two shoal places are at a distance of three and five miles below Augusta; they. have no special names. The first one is a blind gravel bar, crossing the river from the left to the right shore, and half a mile long. The depth in the channel, which is 75 feet wide, at the lowest stage of water known is 23 inches. The second shoal place is a blind bar, extending from the left shore into the river. The channel is 75 feet wide,. and has 26 inches depth at low water.

The bottom of the river on the shoals consists of gravel, while in the pools it is com-posed mostly of clay and mud.

CHARACTER OF THE BANKS, BOTTOM, AND HIGH-LANDS.

Between Jacksonport and Augusta the banks consist of a hard white or blue clay,. and are not subject to 'caving, but gradally wear away at the rate of from 4 to 5 inches. per year. From Augusta to Duvall's Bluff the banks are even more firm than those between the above-named places.

The whole country adjoining the river, except a few places where the high-lands strike the shore, is overflowed from 3 to 10 feet during the high-water season. Although, there are but two places between Jacksonport and Augusta which are secure against overflow, viz, Grand Glaize and Petit Glaize, yet nearly every bend for fifty miles below Jacksonport is cultivated; thence thirty miles to Augusta there is little sign of cultivation; dense cane-brakes and swampy lands cover the bottom.

From Augusta to Duvall's Bluff the high-lands touch the left bank at Augusta,. at Peach Orchard Bluffs, fifty miles below Augusta, and at "Surrounded Hill," four miles above Duvall's Bluff. On the right shore the high-lands strike the river first at Negro Hill, forty miles below Augusta or ten miles below the mouth of Little Red River, and extend toward Duvall's Bluff, being more or less distant from the river-bank, which. they touch at the following places: Bayou Des Arc, seventy-four miles; City Des Arc, seventy-six miles; Cogley's Mill, eighty-six miles; Weak's Landing, ninety-threemiles; Wattensaw, ninety-five miles; Lake Bluff, ninety-eight miles; and Buena Vista, one hundred and four miles below Augusta.

The bottom-lands on both sides of the river are subject to overflow in the same de-. gree as above Augusta, and there is but little sign of cultivation in the bottom, which is covered by heavy timber and dense cane-brakes, intersected by bayons and swamps. The high-water mark at Jacksonport in 1867 was 29 feet 3 inches above low water, overflowing the town 2 feet, and the adjacent country from 3 to 10 feet. The regular overflow occurs early in the spring, but is of short duration, not exceeding three weeks.

OTHER OBSTRUCTIONS TO NAVIGATION.

Besides the shoals and bars, leaning timber and snags impede the navigation. The number of leaning trees between Jacksonport and Augusta amounts to 702, the greatest part of which measure more than 2 feet in diameter. There are also 347 snags, 132 of which are shore-snags. From Augusta to Duvall's Bluff there are 1,313 leaning trees and 492 snags.

WRECKS.

The following steamboat wrecks lie in the river: One wreck, name not known, thirtyfour miles below Jacksonport; wreck of steamer Cambridge, fifty-six miles below Jacksonport; wreck of steamer Clairmont, sixty-six miles below Jacksonport; wreck of stern-wheel boat, seventy-three miles below Jacksonport; wreck of stern-wheel boat, seventy-four miles below Jacksonport; wreck of steamer Acacia Cottage, three miles below the mouth of Little Red River, in the middle of the river, but there is room enough on both sides for boats to pass. These wrecks are not special obstructions to navigation.

GENERAL REMARKS.

To improve the navigation of the river in this section all the leaning timber should be cut, including, also, dead trees close to the shore. The leaning timber at the heads of the bends are mostly large willows, some sycamore and ash. At these points even the smallest trees should be removed, as the channel lies very near to the shore in those bends. There is more damage done by the trees and shore-snags in the heads of the bends than by those out in the open river; they cause a great deal of delay to boats, especially in going down stream, and are very dangerous.

This section of the river, when clear of the obstructions as noted, will not require any expenditure for a number of years. There is always water enough in the river to allow boats drawing 2 feet of water to go any season of the year to Augusta, and for boats drawing 18 inches to run between Augusta and Jacksonport.

The current between Jacksonport and Augusta will average three miles per hour, and from Augusta to Duvall's Bluff two and one-half miles per hour.

SECTION II.—Duvall's Bluff to the mouth, distance 150 miles.

The river traverses this section in a very winding and crooked course, which is most remarkable from Duvall's Bluff to Clarendon, a distance forty-one miles.

The average width between these two points is 350 feet between banks; the width of the channel is from 75 to 125 feet, and 5 feet of water on the shallowest places.

From Clarendon to St. Charles, forty-seven miles, there are longer stretches in the river, but wherever the river changes its course the turns are short and always have a small bar around the convex part of the bend, commonly called the "Point." The average width between banks is 500 feet: the width of the channel at low water varies from 100 to 200 feet. The shoalest places in this section are

Four Mile Bar, fifteen miles below Clarendon; channel width 80 feet, and 44 feet depth in low water; aud

The crossing of the channel, two miles below Mount Adams, and half a mile long. At low water the channel is 90 feet wide and 4 feet deep.

From St. Charles to the mouth of Bayou La Gruez, forty-two miles, the river assumes again a very winding course, and has an average width of 350 feet between banks, but being narrower, the depth in the channel, which is from 100 to 150 feet wide, is such that boats have no difficulty to run during low-water season.

The only shoal place in this part is Little Island Bar, a blind gravel bar at the head of Little Island, twenty-one miles below St. Charles, and half a mile long. At low water the width of the channel is 90 feet, with 34 feet water over the bar.

From the mouth of the Bayou La Gruez to the confluence of White and Mississippi Rivers, a distance of twenty-one miles, the course of the river is straighter, having but a few gradual bends. It is from 600 to 800 feet wide; the channel-width averages 200 feet, with from 10 to 18 feet depth. The shoalest water is on the crossing the channel, two miles above the confluence, having at low water 34 feet depth by a channel-width of 90 feet.

During high-water season there is sufficient depth for the navigation of the river with the largest boats built for the White River trade, carrying about 750 tons.

HIGH AND LOW WATER.

The lowest stage of water occurs during the months of July, August, and September. The first head rise in the river takes place during the month of May, amounting from 3 to 4 feet, but does not last over three weeks.

The next rise occurs in the early part of October, lasting about three weeks, after which the river generally falls from 2 to 3 feet.

The third rise, called the "fall or big rise," takes place in November. From this time to the spring rise, or the overflow in March, there remains generally a fair stage of water during the winter season. Exceptionally, there was low water during the month of December, 1868. The highest water known was in 1844 and 1867, when it rose in the former year 27 feet, and in the latter 29 feet, above low-water mark at St. Charles.