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Contingencies, 20 per cent...

$2,800 00

Total........

16,800 00

The estimate for removing the wrecks is based upon the actual cost of removing the boat Cotton from Bayou Têche. For the first wreck certain expenses must be incurred in the purchase of machinery, which can be used for subsequent work.

The expediency of any improvement of this river may well be questioned. Freshets cause considerable change near Covington, and these changes are assisted by the excavations of the banks for sand, to transport to New Orleans. The total result of the desired improvement would be to allow steamboats to go to Covington, (where schooners already go,) instead of stopping two miles and a half from the village. Covington contains less than a thousand inhabitants, and produces bricks, and a small quantity of lumber. Cotton, to the amount of about twenty-five hundred bales per annum, was shipped at this place before the building of the Jackson Railroad. The amount shipped at present is insignificant, but would probably be increased at the expense of the freight business on the Jackson Railroad and Pearl River if a daily line of boats was established.

The following is a table of the arrivals at New Orleans from Tchefuncte River, with kind and amount of produce received from the same, during the year ending July 1st, 1871. No accurate estimate of the exports from New Orleans to the Tchefuncte can be made, but the amount is probably less than the value of the produce of the river:

Total number of arrivals from Tchefuncte....

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710 2,928,000 5, 302 201,900 1,400,000

43, 290

709

242,000 420,000 700

TANGIPAHOA RIVER.

This river empties into Lake Pontchartrain on the north side, about nine miles west of the Tchefuncte, and three miles from Pass Manchac. There is no town or village on the whole of its navigable portion, which extends to Wells's Ferry, sixteen miles from the mouth by river, but only about seven miles in a direct line.

The lower ten miles of this river winds through an impassable cypress and gum swamp, valuable only for the timber which it produces. The six miles above the swamp (reaching to Wells's Ferry,) passes through a swamp bottom from one to five miles wide, bordered by pine barrens. The current is much more rapid than that of the Tchefuncte, and except at the season of lowest water, is so strong that even small schooners and wood barges have difficulty in ascending as far as Lee's Landing, the end of the first ten miles. Between Lee's Landing and Wells's Ferry the current increases rapidly, and at present, owing to shoals, rapid current, snags, fallen trees, and sharp bends, no attempt is made to take any craft above Collins's Ferry, fourteen miles from the mouth. The map, herewith submitted, shows the very crooked course of the river. Its winding is advantageous for two reasons: First, in checking the velocity of the current, which, if the river were straight, would be too strong for any vessel to stem; second, in opening a larger region of the swamp for the export of wood and timber. The obstructions in the river between the mouth and Wells's Ferry are snags, leaning or fallen trees, and shoals. There are no shoals, however, which will prevent the passage of vessels which can cross the bar at the mouth, except two, within two miles of Wells's Ferry; and these are caused by sunken logs or fallen trees, which a snag-boat could remove. Were the snags and fallen trees removed as far as Wells's Ferry, a small steamboat, drawing four and one-half or five feet, might be built to run to that place. Large quantities of cypress and pine timber are rafted from the upper part of the river and its principal tributary, the Tchappapela.

The value of this region for the supply of fuel for New Orleans is very great; and for raisins, fruit, and vegetables for the same market, the soil and climate are well adapted. The supply of brick material and sand is inexhaustible, and, as yet, entirely undeveloped.

During the past two years some emigrants from northern States have purchased the best part of the land in the vicinity of Wells's Ferry and the Tchappapela, and are making efforts to introduce various manufactures and improved agriculture. Although at Wells's Ferry the Jackson and Northern Railroad is but seven miles distant, there is a great desire among the people of that vicinity for such improvement of the river as

shall enable them to reach New Orleans independently of the railroad, which is said to be oppressive in its charges on way freight. The only improvement practicable for this river is the removal of the snags and fallen trees, for which an estimate is submitted. Any attempt at dredging, or cutting off the numerous bends, the latter project being a favorite idea with some of the natives, would be worse than useless. The same snag-boat, or wrecking flat-boat, similar to the one now at work on Bayou Têche, might be used for both the Tchefuncte and Tangipahoa rivers.

Between Wells's Ferry and Black Bayou I counted twenty-two fallen trees, seventytwo leaning trees, and fourteen snags, which ought to be removed, if any improvement be undertaken.

As the river was at a comparatively high stage at the time of the survey of this part of it, the number of fallen trees and snags should be increased in an estimate, probably doubled. Below Black Bayou the channel needs no improvement, except in removing a few floating snags and sawyers. The improvement of the bar at the mouth would be too expensive for consideration. At present vessels drawing five and one-half feet can enter the river, and at a low stage of the water in the lake, four feet on the bar is said to be generally found.

Estimate of cost of removing snags and other obstructions in Tangipahoa River, below Wells's Ferry:

Cost of snag-boat with appliances and outfit....
Working expenses, four months, at $500 per month.
Contingencies, twenty per cent..

$2,500 00

2,000 00

900 00

If the same boat and machinery be used for Tchefuncte and Tangipahoa
Rivers, one-half of the cost, viz....

5,400 00

1,250 00

should be deducted, leaving.....

4, 150 00

No data exists for giving information as to the amount of merchandise sent to the Tangipahoa River, but the following is a statement of the arrivals and exports from the river to New Orleans:

Number of arrivals, year ending July 1, 1871

Wood, cords..

Shells, barrels.

Cribs of timber.

I remain, very respectfully, your obedient servant,

Captain C. W. HOWELL,

United States Engineers, New Orleans, La.

E. A. WOODRUFF,

169

2,628

15,330

136

First Lieutenant United States Engineers.

N 11.

UNITED STATES ENGINEER OFFICE,
New Orleans, July 24, 1871.

GENERAL: I have the honor to submit herewith a report by civil assistant Gustave Dyes, relative to the improvement of the channel from the mouth of Atchafalaya River, State of Louisiana, through Atchafalaya Bay, to the Gulf of Mexico.

Private enterprise has, for some time, been engaged in prosecuting: the work, and an examination to determine the feasibility, value, progress, and cost of the plan adopted was considered all that was called for by my instructions from the Chief of Engineers.

Mr. Dyes approves the location given the channel, now being excavated; recommends it as a work of considerable value to commerce, and gives all the statistics needed for an estimate of its cost, completed, viz: For channel 100 feet wide, 12 feet deep.. For channel 150 feet wide, 12 feet deep For channel 200 feet wide, 12 feet deep

$104, 800 00 122,300 00 140, 300 00

At the close of the work, there will remain on hand, dredges, scows, and tugs employed, the original cost of which is given at $69,300. The time required for doing the work will be nearly as follows:

100-foot channel.. 150-foot channel.

200-foot channel...

Working days of twelve and one- (152 days
hours each. 1,100 cubic yards, 228 days
each dredge.
304 days

The work is exposed to great delay from stormy weather, and it is, therefore, not possible to make more than the approximate estimate I have presented, which includes a large percentage for contingencies. The work is located in the collection district of New Orleans, near the light-house at entrance to Atchafalaya River.

Very respectfully, your obedient servant,

C. W. HOWELL, Captain of Engineers, U. S. A.

Brigadier General A. A. HUMPHREYS,
Chief of Engineers, United States Army, Washington, D. C.

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NEW ORLEANS, LOUISIANA, May 25, 1871.

CAPTAIN: In compliance with your letter of instructions, dated April 20, 1871, I have completed a survey for a channel through Atchafalaya Bay, &c., and submit herewith my report, accompanied by a copy of a chart of 1858, United States Coast Survey, on which I indicate a line for channel.

The present channel leading from the mouth of Atchafalaya River into the Mexican Gulf through Atchafalaya Bay, now open to navigation for vessels drawing 12 feet or less, is very crooked, and subjected to sudden changes, which imperil navigation, and thereby destroy, to a great extent, commercial interests, which otherwise have a fair prospect of becoming rapidly and successfully developed. The data arrived at by sounding, taking the chart of United States Coast Survey of 1858 as a guide, would suggest the location of a new channel to connect the mouth of the river with the southwest reef-light channel, to be the one private parties are now engaged in establishing. It is the most direct one, changing its compass-bearing but once, from the river buoy to the light-house; following a direction where the formation of shell-reef and sand-bars offers the least dimensions as to width and shoalness; also assuming a course which the impetus of the current readily accepts.

The work of dredging this channel, now in progress, is carried on by three dredgeboats, built in accordance with the Osgood patent; one of them was brought here from New York, serving as a model, after which the other two were constructed. The model and one of the other two have a length of 70 feet, by 27 feet beam; the third one is 80 by 30 feet, all drawing 34 feet water. Without being moved, these dredges are capable of excavating the width of their beam, and 10 feet headway, and 50 feet width of channel, without moving stern-anchors. For exposed work, similar to this in Atchafalaya Bay, 27 by 70 is more easily handled and therefore preferable. The scoop attached to a dipper of 45 feet length has a front depth of 6 feet, rear depth 3 feet, and 3 feet 8 inches by 4 feet bottom, with a raising capacity of 2 cubic yards; the length of the dipper admits of excavating a depth of 22 feet; runs over a cog-wheel to guide its depth, and a round table to determine its direction; the scoop is attached to the crane by a inch chain; the machinery is Philadelphia make, and its power 8-inch chain by 14-inch stroke. In fair weather, forty-four revolutions per hour is a good average for twenty-four hours, while the best working I observed in a calm day was one revolution in fifty seconds or seventy-two per hour, equal to 144 cubic yards. To remove the dirt so dredged, each dredge-boat has two dump-scows of a capacity of 80 cubic yards, drawing, loaded, 6 feet water, which are emptied by means of a tug, 400 yards north of channel at respective points, indicated by stakes. In fair weather, two dredge-boats employ the time of one tug, but as the heavy weather during winter and spring months requires almost constant repairing of machinery, one tug answered the purpose; this tug-boat has 3 feet draught forward by 54 feet aft; tubular boiler, and twelve inches square cylinder.

In summing up the force employed in carrying on this work:

One steamship for superintendent and transportation of supplies.

One tug to dump-scows..

Three dredges. at $15,000.

Six scows, at $2,500..

$7,500 00 45, 000 00 15,000 00

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The quantity of coal consumed during twenty-four hours is as follows:

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Thirty-three men, cost of board, at 65 cents per day, per month..........

643 50

Estimating day and night equal to 20 working hours, an actual average during the winter and spring only gave 12 hours.

12 hours 88 cubic yards.

Or, 3 dredges....

Current expense, 3,300 cubic yards

1,100 cubic yards. 3,300 cubic yards. $186 61

To this the running of superintendent's boat and crew has to be added, the expense of breakage, wear and tear, and interest on capital invested.

The following the officer in charge of the dredging-fleet permitted me to abstract from his log:

October.-19 days' work and 18 nights; 3 days' repair, dredge 1; 5 days Sunday; 4 days bad weather.

January.-161 days' work and 15 nights; 8 days' repair and nights; 2 days bad weather; 4 days Sunday.

March.-20 days' work and 17 nights; 24 days' repairs; 34 days bad weather; 4 days Sunday.

The entire distance of the channel to be excavated is 24,787 feet, of which 1,200 feet through oyster reef, (a,) 8,437 feet through sand-bar, (b,) have been accomplished for a depth of 12 feet.

Entire quantity to be removed
Quantity removed April 28..

502,166 cubic yards. 195,238 cubic yards

This channel so excavated is only 100 feet wide, and to obtain a channel of a width of 150 feet, the quantity to be removed would be equal to 753,249 cubic yards.

The channel, in its present width, would require constant repair, as the banks are all the time more or less caving; having a width of 150 feet, the increased volume of water constantly washing through would materially ameliorate this, and it is my opinion that a width of 200 feet would require no repairs whatever, as (referring to above statement) the impetus of current naturally accepts the prescribed direction, and with this volume would entirely maintain its dimensions. Point au Fer Shell

Reef protects this channel from washing sand during southeast gales, and no structures of any kind would further secure its permanency.

The following is a list of exports and imports, obtained through the custom-house officer in charge of the district; the commercial interests influenced by existing facilities, as Brashear City for a port, are daily increasing, and it is the opinion of business men generally that the harbor and channel improvements now in operation will enhance the value of commerce for this section 300 per cent., which is probably an overestimated opinion.

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UNITED STATES ENGINEER OFFICE,

New Orleans, Louisiana, July 30, 1871.

GENERAL: Having completed an examination of Calcasieu Pass, State of Louisiana, in accordance with your instructions, dated Washington, D. C., March 15, 1871, I have the honor to submit the following report of its condition and commerce, and a project for improvement.

Calcasieu Pass connects Calcasieu Lake with the Gulf of Mexico, and is the outlet for the commerce of a considerable portion of Southwestern Louisiana.

Its entrance from the Gulf is practicable at all stages of the tides, for vessels drawing 5 feet or less, and does not require improvement. Its entrance from the lake is through the easternmost of two branches, and is closed at low tides to all vessels drawing more than three and a half feet, by a mud and shell bar, in length one and a half miles.

This bar is said to be the only obstruction to navigation existing between the Gulf and the town of Lake Charles, a place of local importance on Calcasieu River, about fifty miles from the Gulf of Mexico. Calcasieu River is reported navigable, at a good stage, to a point about sixty miles above Lake Charles.

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