removal of which, by chopping, rolling, and burning, is included in the above item of $15,000 for men, horses, &c. Some fourteen miles below Terre Haute is Aurora Bend, about two miles and a half in length, with a ripple about half a mile long, which should be cut off, the course of the water straightened, the fall increased, and the accumulation of drift prevented. 100+130 This would take (excavation of 825 yards long, yards wide, and 34 yards deep, 2 105,302 cubic yards, at 75 cents per cubic yard) $78,621 50. There are two very narrow bends within five miles of each other in township 8 north, range 11 west, about 120 rods long each. The one known as "Fork's Cut-off" needs only widening of the new channel already in existence; the other, "Hackbury Bend,” is full of drift-wood, and will have to be kept clear of it all the time, at an annual expense of hundreds of dollars if it be not cut off, which, together with the widening of the foregoing cut-off, (new channel,) would cost about $100,000. From here on downward the dredging-machine and axes will find application, the bed being nearly filled with sand and logs. In sections 6 and 7, township 6 north, range 10 west, the river has formed a new channel, cutting off Horseshoe Bend. This new channel wants widening and clearing of the drift heaped up in it, at an expense of about $35,000. At Point Coupee, or Oak Station, the river-bed is filled with logs, and thence down stream are many smaller and larger deposits of sand. A little below Vincennes especially, is a large sand-bar, the removal of which will cost $3,500. Ambrough's Bend, in sections 22 and 23, township 2 north, range 11 west, and about ten miles below, might be cut off, but may do as well if the logs and sand heaped up in the same be removed, and a wing-dam built of the following dimensions: 300 feet long, 4+12 feet wide, and 4 feet high=355 cubic yards, which will cost, at the rate of $2 50 per cubic yard, $887 50. The taking out of the timber and sand at this point will cost about $500. 2 Within four miles above the mouth of White River the bed of the Wabash is ob structed by what is called the Little Rock, which should be blasted at an expense of about $1,500. About one mile and a half below the Little Rock begin the Grand Rapids, about threefourths of a mile long. The rocks forming the rapids cannot be removed without disturbing the proportion of descent of the river, to the great damage of navigation. A lock was therefore built, by means of which boats are raised above the rapids. This lock has a rise of about 12 feet. The same has originally been built, at a cost of $70,000, but was too light for this place, and therefore is now so defective that repairs are attempted in vain, and nothing short of a new lock will remedy the evil. To build a substantial, lasting lock of the proper dimensions, will not cost less than $125,000. Opposite the mouth of White River is a sand-bar near a mile in length, the removal of which will cost (1,600 yards long, 15 yards wide, and 1 yard thick=24,000 cubic yards, at 50 cents per cubic yard) $12,000. Six miles below the mouth of White River, at Coffee Islands, I propose a wing-dam 4+12 to be built, 250 feet long, wide, and 4 feet high=296 cubic yards, at $2.50 per 2 cubic yard, $740. There is good water all along below the mouth of White River, and if the drift-wood and the sand gathered between the same be taken ont, there will be no more obstruction to navigation. The taking out of the drift-wood and sand on the distance from New Carmel to Graysville will cost about $3,500. Opposite Graysville the river makes a deep bend about three miles long, which might be cut off by a new channel of not more than 200 rods in length, the whole cost of which would not exceed $115,000. Opposite Chainville the bed of the river is obstructed by rocks, which could easily be taken out at an expense of $2,500. An old wing-dam near this point is entirely broken down, and needs repairing; 250 4+ 12 feet long, I wide, and 4 feet high==296 cubic yards, at $2 50 per cubic yard, $740. 2 At this point the river has a strong current to the west. To prevent the destruction of the right bank of the river, and to keep the water in a good channel, a wall of riprap has been built years ago, but it having been erected on a cheap plan, it has not lasted long, and now needs rebuilding. This wall should be 500 rods long, 8 to 10 feet high, 8 feet wide at the base, and 4 feet wide at the top, and will cost (16,500 cubic yards riprap, at $1 50 per cubic yard) $24,750. About four and a half miles below this point another wing-dam is necessary. It will 4 + 12 cost (200 feet long, wide, and 4 feet high=274 cubic yards, at $1 50 per cubic 2 yard) $411. Two miles farther down is "Black's Cut-off," about one mile long, which is now the main channel, the old bed making a large bend westward, being grown up with willows. This new channel at its northern end needs widening and clearing of logs and sand throughout its whole length. This will cost about $3,500. The last bend the river makes before it empties into the Ohio is a very large one, measuring over seven miles in length, all filled up with sand-bars and drift-wood. This length could be reduced to a mile and a half by cutting a new channel. This new 100+ 130 channel would cost (7,900 feet long, feet wide,and 10 feet deep-336,481 cubic 2 yards, at 75 cents per cubic yard) $252,360 75. The dredging of the river from Vincennes to its mouth, by two steam-dredges, will take two months, at $28 each a day, and will cost $1,400. An accurate survey of the whole river may here and there cause little changes in my estimates, but, on the whole, I think the improvements recommended by me are necessary, and will cost the amounts above stated. A thorough survey of the river will cost about $15,000, so that the whole improvement of the river, including $25,000 for contingent expenses, will amount to $1,163,253 25. In this, of course, the value of the lands which will have to be appropriated for the purpose of making the proposed cuts is not included, and I had no time to ascertain the price of lands in that part of the country. I am, sir, very respectfully, your obedient servant, FR. STEIN. L 5. UNITED STATES ENGINEER OFFICE, GENERAL: I have the honor to submit herewith my annual report of operations on the survey of the Wabash River, for the fiscal year ending June 30, 1871. On the 20th of January, 1871, I submitted a special report on this work. On the 14th of April, 1871, I received information that $14,000 had been allotted for its further prosecution. Between these two periods the drawings for the last year's work were completed. The preparations for the field operations were then begun, and the party took the field in May at the mouth of the river, and at the end of the fiscal year had reached Mount Carmel, Illinois. The field-work of this survey will be completed, and a special report transmitted, in time to be laid before Congress at its next session. The amounts that have been allotted for this work are as follows: Allotted under the act of July 11, 1870 .... Total..... This will complete the work. $2,000 14,000 16,000 The Wabash River runs through several collection districts, the names of which I could not learn. The nearest port of entry is Evansville, Indiana. The amount of revenue collected at this port during the fiscal year ending June 30, 1871, was $70,479 99. The commerce and navigation of the Mississippi River, and all of its tributaries, would be benefited by the improvement of this river. The amount of cash received for this work during the fiscal year end ing June 30, 1871, was $8,000. The amount expended during the same period was $5,174 43. The amount of appropriation available July 1, 1871, was $8,000. No more money is required for this work. I am, sir, very respectfully, your obedient servant, Brigadier General A. A. HUMPHREYS, Major of Engineers. Chief of Engineers, U. S. A., Washington, D. C. L 6. UNITED STATES ENGINEER OFFICE, GENERAL: I have the honor to submit herewith my annual report of operations on the survey of the Cumberland River, for the fiscal year ending June 30, 1871. From the time that my special report on this survey was made (January 20, 1871) until the 14th of April, 1871, nothing was done but to complete the drawings of the survey of last year. I then received notice that $8,000 had been allotted to prosecute the survey, and I accordingly made the preparations to resume the work. The party took the field in June, commencing at the head of navigation, and at the end of the fiscal year had reached Wild Goose Shoals, fifty-three miles below. A special report of this survey will be submitted in time to be laid before Congress at its next session. The amounts that have been allotted for this work are as follows: Allotted under the act of July 11, 1870 ... Total This will complete the work. $12, 198 22 8,000 00 20, 198 22 The Cumberland River runs through several collection districts, the number of which I could not obtain. The nearest port of entry is Louisville, Kentucky. The amount of revenue collected at this port during the fiscal year ending June 30, 1871, was $131,810 92. The commerce and navigation of the Mississippi River, and all of its branches, would be benefited by the improvement of this river. The amount of cash received for this work during the fiscal year ending June 30, 1871, is $12,198 22. The amount expended during the same period, $9,622 44. The amount of appropriation available July 1, 1871, was $8,000. No more money is required for this work. I am, sir, very respectfully, your obedient servant, Brigadier General A. A. HUMPHREYS, G. WEITZEL, Chief of Engineers, U. S. A., Washingtm, D. C. L 7. UNITED STATES ENGINEER OFFICE, Louisville, Kentucky, January 20, 1871. GENERAL: By letter from the office of the Chief of Engineers, dated July 23, 1870, I was charged, in addition to other duties, with the survey of the French Broad River, Tennessee. For the sake of economy I placed my assistant, First Lieutenant M. B. Adams, Corps of Engineers, (who is in the immediate charge of the Tennessee River improvement,) in the immediate charge of this survey. I have the honor to submit herewith his report. The drawings accompanying his report will be transmitted to-day by express. The French Broad River is a branch of the Holston River. The latter, with its junction with the Clinch River, form the Tennessee River proper. The latter above Chattanooga is in need of some improvements. Even then, if the commerce of the French Broad River warranted the expense incidental to its improvement, as the report of Lieutenant Adams shows it does not, it would seem to me improper first to improve a branch, where the main river below it is unimproved. I cannot therefore at present recommend an appropriation for the improvement of this river. I am, sir, very respectfully, your obedient servant, Brigadier General A. A. HUMPHREYS, Major of Engineers. Chief of Engineers, Washington, D. C. CHATTANOOGA, TENNESSEE, October 20, 1870. SIR: I have the honor to submit the following report upon the survey of the French Broad River, made September, 1870, with a view to the improvement of that stream for purposes of steamboat navigation, viz: Looking at the French Broad River as a stream to be made navigable for steamboats at all seasons of the year, my first inquiry was, how far it had ever been ascended by them under the most favorable circumstances, and to what extent the river traffic made it profitable to run keel-boats above such point. I found that Dandridge, county seat of Jefferson County, ten miles distant from New Market, a place on the East Tennessee and Virginia Railroad, was the highest point to which steamboats had ascended, and that the traffic of the river above there was such as to only justify the running of a single keel-boat, capable of carrying about twenty-five tons. I therefore concluded to make Dandridge a fitting-out and starting point in the survey of the river. I concluded to purchase there a boat that would carry our instruments and luggage, and to drop down on this, taking soundings in the channel along the way wherever a place was met with in the channel that at low water would be less than the minimum for steamboats, to cast anchor and examine minutely, thus confining my attention to where actual improvement was necessary. In addition to this, I thought to make a cursory examination of the obstructions that made Dandridge the head of navigation; that would be as extended a survey as the appropriation of $1,000 would permit me to make. The geographical situation of the French Broad River, between the Bays and Smoky Mountains, together with the fact that there is no railroad in its valley till a point is reached twenty-two miles above the head of navigation, and eighty-three miles above the mouth of the stream, makes it seem particularly desirable that the river should be opened to that point where the C., C. G. & C. R. R., enters its valley, especially as the transportation has now principally to be done by wagoning, ten miles or more over the Bays Mountains, to some point on the East Tennessee and Virginia Railroad, where a market is found for the products of corn, bacon, &c., of the French Broad Valley. 1. FRENCH BROAD RIVER ABOVE DANDRIDGE. My reconnaissance of the French Broad River, above Dandridge, commenced at a point two miles by land and ten miles by water, below the mouth of Nolichucky River, at which point there is a railroad station called Leadvale, and the C., C. G. & C. R. R. crosses the French Broad River. I am told that there is good navigable water from the mouth of the Nolichucky to Leadvale, though I am inclined to believe that not more than 2 or 24 feet would be found in some portions of the ten miles of river intervening, if soundings were taken. First obstruction.-The first obstruction below Leadvale is known as Franklin Ford Shoals, (one and a fourth miles below Leadvale.)-This obstruction consists of a gravel bar extending across, and measuring 300 feet in the direction of the channel. Our soundings over this bar gave but 18 inches of water, and the river stage was assumed to be 6 inches above low water I would here state that there was very little, indeed no change, in the stage of the river during the time that we were making the survey. Second obstruction.-Ten Island Shoals, (two miles below Leadvale.)-Considerable work has been done at this point in the way of improvement; riprap dams have been put in, connecting island with island, thus confining the water to a narrow channel near the left bank of the river. The current, however, is very swift, with a fall of 5 feet in three-fourths of a mile through this channel, and the dams have given way in some places. It is estimated that 500 cubic yards of stone will be required to make these dams again effective. Third obstruction.-Dan Allen's Mill Shoals, (five miles below Leadvale.)-At this point a mill-dam has been constructed, which most completely obstructs the channel of the river, extending, as it does, two-thirds way across. Another feature of the obstruction, however, is the fall of 10 feet in one mile in length of the river; this, together with the increased width, which is ordinarily from 400 to 500 feet, but is here at least 800 feet wide, reduces the depth of the water to only 12 inches for about a half mile below the dam. Fourth obstruction.-Taylor's Shoals, (eight miles below Leadvale.)-The river here again widens to twice its usual width. The water of the river which, between obstructions named, is of gentle current, and good navigable water of from 4 to 8 feet in depth, now reduces to 2 feet for 750 feet, measured in the direction of the channel. Fifth obstruction.-Taylor's Fish-trap Dam, (eight and one-third miles below Leadvale.) Here another shoal place was met with, and for 800 feet only 2 feet of water was found in the channel. The current too was about three and one-half miles per hour, and the fall in this 800 feet was thought to be not less than 3 feet. Sixth obstruction.-Rock Reef, (eight and two-third miles below Leadvale.)-This is a solid rock reef, extending across the entire river and measuring about 50 feet in the direction of the channel, over which our soundings returned us but 2 feet of water. Seventh obstruction.-Evans's Fish-trap Dam,(eleven miles below Leadvale.)—The river at this point is about 700 feet wide, which, together with an increased fall, has caused a shoaling for 150 feet below the fish-trap. Our soundings returned us 2 feet of water over this 150 feet, when we again got from 4 to 6 feet of water. The change usually occurred very suddenly, passing from 2 feet to 4 or 5 feet. Eighth obstruction-Old Government Dams, (thirteen miles below Leadvale.)— There has been an effort made to improve the river channel at this point by the construction of two wing-dams, one 1,000 feet long and the other about 400 feet long. The dams have not been built to a sufficient height, however, to make the improvement entirely effective. Between the dams, for 200 feet, only 2-feet soundings were found, though parallel and close to the dams the depth was a little greater. Ninth obstruction-Swan's Island Shoals, (twenty miles below Leadvale.)—This obstruction is much like the first named, consisting of a gravel bar, which extends across the entire river and measures some 200 feet in the direction of the channel, over which only 2 feet of water was returned to our soundings. This, like the first obstruction named, is used as a ford in crossing the river, the bottom being of a solid hard gravel. From a brief resumé of the foregoing, it will be seen that there are no less than nine obstructions between Leadvale and Dandridge; that these are almost all due to the same cause, viz: a sudden fall in the river bed, together with a widening of its banks, and at such places only 12 or 18 inches of water will be found at extreme low water. Between such obstructions there is found good navigable water of from 4 to 8 feet in depth, with gentle current. However, there are nine obstructions in twenty miles of river, almost one to every two miles, each of which will require a great outlay of money to make them passable for steamboats. I cannot, therefore, but consider it as injudicious on the part of the Government to again improve this river, unless, indeed, she is willing to anticipate the wants of the people some years ahead. The mere fact that one keel-boat does all the traffic for the French Broad River above Dandridge, and for miles below, speaks louder than anything else to tell the story of their wants. The country adjacent to the French Broad River, between Leadvale and Dandridge, is all good farming land. Besides there are two gaps, Irish and Dutch Gaps, as they are called, in this portion of the river, where the hills fall away from the river bank on the left, and the bottom land extends back a mile or more from the river. Each of the gaps measures at least a mile along the bank of the river, and this bottom land, |