is not complete, the data on hand is sufficient to justify report on the subject and a further appropriation by Congress for the continuation of the survey.

The survey was commenced September 13, 1870, by Mr. Henry C. Fillebrown, under instructions from my predecessor, the late Major Chauncey B. Reese, Corps of Engineers, and continued till the 27th of December, when high water of the rivers covered the bars to such an extent as to make it inexpedient to continue it any farther this season. Immediately thereafter an examination of the remaining shoal portion of the river was made, and below I have the honor to submit Mr. Fillebrown's report of this examination, all that is probably requisite for presentation to Congress at its present session. The report of the surveyed portion will be forwarded as soon as the maps can be prepared and the results worked out.

No appropriation is at present asked for the constructions necessary for the improvement of the river, for the reason that the survey necessary for the ascertainment of the best plan and cost of these constructions is not yet complete; but Mr. Fillebrown's report shows, with great force, that the project is entirely practicable, and, while this is so, that there will be required for the completion of the survey the sum of $6,000, and an appropriation to this extent I earnestly recommend.

The Coosa River (from an Indian word signifying "beautiful") takes its rise in Floyd County, Georgia, being formed by the junction of the Etowah and Oostenaula Rivers. Of these rivers, the Oostenaula only is navigable above the junction. Light-draught boats formerly plied between Rome at the junction and a point on the Oostenaula, ninety miles above, and the navigation could be readily improved so as to reopen that avenue of trade.

Pursuing a general course of south by west, the Coosa passes through the fertile counties of Floyd, Georgia, and Cherokee, Baine, St. Clair, (embracing the great Coosa coal-field,) Calhoun, Talladega, Shelby, Baker, Coosa, Elmore, and Autauga Counties, Alabama. Twenty-two miles below Wetumpka, Elmore County, and eighteen miles above Montgomery, the Coosa joins the Tallapoosa River, and the two combined form the Alabama.

The Coosa River is navigable from Rome, Georgia, to Greensport, Alabama, a distance of one hundred and eighty miles. Boats of 25 feet draught can ply between those points throughout the year, and there is now a regular line of boats running from Rome, Georgia, to Gadsden, Alabama, one hundred and fifty-one miles below. There is no boat on the route between Gadsden and Greensport at present, as the amount of business does not justify it.

From Greensport, Alabama, to Wetumpka, a distance of about one hundred and forty miles, the navigation of the river is obstructed by reefs of rocks and gravel-bars.

The instrumental survey referred to was made between Wetumpka and the bridge of the Selma, Rome and Dalton Railroad, sixty-eight and a half miles above. The examination referred to was made of that portion of the river between the bridge and Greensport, a distance of about seventy miles.

It will be seen from Mr. Fillebrown's interesting and thorough report that the result of the examination spoken of above has been the suggestion of a system of improvements by which boats drawing 3 feet of water can run between Greensport and the Coosa bridge during the lowest stage. The result of the instrumental survey between Wetumpka and the bridge will be the demonstration of the fact that, by a similar

system, a draught of 3 feet can be carried between those points also. This would give us an uninterrupted navigation from Rome, Georgia, to Wetumpka, Alabama, a distance of about three hundred and thirty miles, for boats of from 2 to 3 feet draught.

The testimony of the pilots and steamboat men generally is to the effect that the Coosa River is always navigable from its mouth to Wetumpka whenever the Alabama River is navigable from Mobile to Montgomery. As it is very seldom that navigation is closed between Mobile and Montgomery because of the low stage of water, it is fair to assume that the opening of the Coosa River to navigation between Wetumpka and Greensport will be the virtual opening of a channel for direct trade between Rome, Georgia, and Mobile, Alabama, via the Mobile, Alabama, and Coosa Rivers, by a water-course seven hundred miles in length, available at all seasons of the year.

The opening and development of the rich and extensive coal and iron mines in the Coosa Valley will render this thoroughfare the great and important feeder of Mobile and the Gulf ports generally. The valuable products of the different counties bordering upon the Coosa River, which now seek a market over rough and circuitous roads, would naturally tend to this great highway; and the benefits of the great carrying trade thus created would be felt throughout the length of the river. Many products which are now neglected because of the difficulty of transportation would find a ready market and become a source of profit to the producer.

The report of Mr. Thomas Pearsall on the improvement of the Tombigbee River not having yet been submitted by him, I cannot, as I had hoped, forward it with this report. It will, however, be forwarded as soon as it is received.

I am, very respectfully, your obedient servant,

Brigadier General A. A. HUMPHREYS,

J. H. SIMPSON, Colonel of Engineers, U. S. A.

Chief of Engineers, U. S. A., Washington, D. C.

UNITED STATES ENGINEER OFFICE,

Mobile, Alabama, January 31, 1871. GENERAL: Agreeably to your instructions, I submit the following report of my recent reconnoissance of that portion of the Coosa River lying between Greensport, Alabama, and the point where the Selma, Rome and Dalton Railroad crosses it some seventyseven miles below.

At Greensport the Coosa has a width of 600 feet, with a channel-depth at the ferry of 46 feet. There is no current at this point, as the water of the river is backed up by the ledge of rock which extends across it at Whistenant's Mill shoal, one-quarter of a mile below the ferry. This shoal is in a depression of the rocky outcrops from two mountainous spurs, located on each side of the river, and consists of an almost perfectly straight ledge of rock running at right angles to the course of the river, and forming the connecting-link between the two mountains. At extreme low water this ledge is almost entirely bare, but near the eastern bank of the river a portion of it has been blasted off, and a passage-way, known as the "Boat Chute," excavated. Through this chute loaded flat-boats pass during the winter and spring months. Just below this rocky ledge is a bar, composed of loose round rocks and coarse gravel, which extends for 2,500 feet down the river, and laterally across it. Mr. C. M. Pennington, chief engineer of the Rome and Kingston Railroad, who made a survey at this point some years ago, gives the total fall at this shoal as 44 feet. There is an outcrop of limestone on the east bank of the river at this point, which would supply excellent building material in any desired quantity. The ledges are so regular and the seams so well defined, that the stone could be quarried out in blocks already fit for the builder's use. Long-leafed pine, oak, and elm can be obtained in immense quan

tities on the slopes of the ranges of hills which border the valley of the river on each side. Lands on both sides of the river cleared and in good state of cultivation.

The improvement I would recommend at this point would consist in excavating a channel-way through the ledge, 50 feet in width, 4 feet in depth, and 500 feet in length, and building a dam at the lower end of the gravel bar. This dam would have a double effect, 1st, in changing the rapid to slack-water navigation by checking the velocity of the current; and, 2d, by backing up the water, and giving sufficient depth over the bar. Six feet would be a sufficient "lift" for the lock. An approximate estimate for the cost of this construction will be found in the accompanying paper. Two and a half miles below Whistenant's Mill Shoal, we come to the head of the Ten-Island Shoal. This is a succession of shoals extending down the river for four and three-quarter miles, and consists of a series of rocky ledges and reefs supplemented by loose rocks and gravel bars. At the head of the shoal the mountains impinge upon the river, on either side, narrowing its width to about 600 feet. There are several small islands or tow-heads near the east bank, which are connected with each other and the main shore by a narrow but continuous ledge of rock, forming a perpendicular fall of one foot. The deepest water is next the west bank, where the boat-chute channel has been excavated through the ledge. Immediately below this point the land on the east bank flattens out, and is cultivated in cotton, corn, and wheat, but on this west bank there are no clearings for some distance down the river. Rock crops out all along the hillsides, until we reach a point one-quarter mile below the Narrows," where there is a perfect mountain of sandstone. About one and a half miles below the head of the shoal a reef of rocks makes out from the west bank, and extends nearly across the river at right angles to its course. This reef flattens out as it nears the east bank, and changes its character to that of a loose rock bar mixed with heavy gravel. This bar extends down the river for about three-eighths of a mile, the reef proper being about 100 feet in width. At this point the river is about 900 feet wide, but increases in width to about 1,500 feet as we go down the shoal, forming a wide bay about two and a half miles below the head, and at this point there are four islands lying nearly abreast of each other, and dividing the river into five nearly equal channels. Three of these islands are small, containing from 5 to 8 acres each, while the fourth, known as Wood's Island, is about one and a quarter miles long, and contains about 160 acres, mostly cultivated. One-quarter mile below the head of this bay a point makes out from the east bank of the river, forming first a reef and then flattening out into a shoal next the east bank of Wood's Island. Greatest depth of water is next the west bank. Just below this reef the river is clear of obstructions, the only drawback to navigation being the rapid current. At the lower end of Wood's Island the river is about 800 feet wide, and the navigation is good down to Miller's Ferry, one and a half miles below. Tallassechatchie Creek empties in from the east just at the upper side of the ferry. The aggregate fall from the "Narrows" to the extreme lower end of the Ten-Island Shoal is given by Colonel Pennington at 12 feet; but as he did not make an instrumental survey, I suggested that it would be best to guard against a possible error of judgment by providing for a fall of 16 feet. I would propose the erection of three dams, to be located at about equal distances apart, between the head and foot of the shoal. The dams should be each 6 feet above low water. It would also be necessary to clear a channel-way between the locks. An approximate estimate of the extent and cost of the dams, &c., will be found in the accompanying paper. In suggesting the erection of three dams, I have been governed by a desire to avoid damage to private parties which might ensue from the overflow of their lands caused by the erection of higher dans. A regular instrumental survey may demonstrate the fact that the fall is not so great as is estimated, and that two dams, a little more elevated, say to 7 feet each, might effect the desired result. The average length of these dams will not exceed 1,000 feet, and if they are judiciously located and proper advantage taken of the small islands, it may very possibly be found that wing-dams, or dams connecting one or more of the islands with the main shore, would answer all the purposes of a permanent improvement, and effect the desired result with the advantage of greatly diminished cost. Stone in any desired quantity and of good quality can be obtained immediately upon the west bank of the river, while the hills which skirt the bottomlands on the east bank will afford an almost unlimited supply of timber of the finest quality.

About eight hundred feet below Miller's Ferry we arrive at what is known as Miller's Shoal. This consists of a narrow, rocky reef, extending from the east bank across the river, with the exception of an opening, about 30 feet wide, next the west bank, known as the Boat Chute. The only improvement necessary at this point would consist in widening the channe!-way to 60 feet. The owner of the ferry states that there is 24 feet water through the chute at the lowest stage, while he has 36 feet of water in the channel at his ferry. Estimate of extent and cost of improvement at this point will be found in accompanying paper.

From this point down to Box Shoal, twenty-five miles below Greensport, there is good navigation, with the exception of some loose rocks, at two points, which will

require removal. Estimate of extent of work and probable cost will be found herewith.

Leaving the river, I went out and visited the coal-field in the vicinity of Box Shoal. Examined six pits, which were abandoned and partially filled with water. I was informed that they were no longer worked because they had no means of transporting their coal to a market, nor had they the necessary capital. I find that in one case the drift had been carried back into the hill over 1,000 feet. Thousands of tous of coal have been mined in this locality and shipped to Montgomery, Alabama, in flat-boats, but owing to the dangerous character of the shoals in the lower part of the river, they usually lost one boat by wrecking out of every three dispatched. When mining operations were carried on here, it cost but from 18 to 20 cents per ton to raise the coal, whereas at present prices of labor it would cost about $1. The seams vary in thickness from 24 to 5 feet, and the hills in this vicinity appear to be completely underlaid by the different strata. The specimens examined were of excellent quality, and the quantity seemed inexhaustible. Iron ore abounds, also sand and lime stones, while the hills are covered with an excellent growth of oak and pine. Within half a mile of the pits visited, there is a considerable hill, which appears to be almost entirely composed of red hematite ore. The owner of this property claims that the ore yields, by actual analysis, 65 per cent. of pure iron. There is no indication that any attempt has ever been made to take advantage of this deposit by the erection of furnaces, &c.

Box Shoal consists of a low flat ledge of rock running across the river at right angles to its course, while immediately above and below the ledge is a bar composed of loose rock and coarse gravel. Next the east bank is the boat-chute, which is either situated in a depression of the rock, or else a channel-way has been excavated through it. This channel should be both widened and deepened, and a passage excavated through the gravel bar above and below, sufficiently wide to admit of free navigation. Stone and timber for building purposes to be obtained in abundance on the west bank, which is bluff for 80 feet in height. On the east bank we have fine bottom-land, which is sufficiently elevated to be above overflow at the highest stage of water. A crib-work canal, with masonry, heading and tailing for the lock-chamber, with a lock-lift of 5 feet, would be amply sufficient, in connection with the excavation recommended above, to meet the requirements at this point. The canal should be 600 feet in length. Estimate of cost of the proposed construction to be found in accompanying papers. Two miles below Box Shoal we come to Broken Arrow Shoal. The upper end of this shoal consists of a gravel-bar extending across the river, with 2 feet water on the west side, and about 3 feet on the east. About 400 feet below this bar there are two islands lying nearly abreast of each other. The one near the west bank is about 2,000 feet in length, and the channel-way between it and the main shore is about 120 feet in width. The distance between the islands is about 250 feet, and the distance between the second island and the east shore is about 400 feet. Total width of river, 1,200 feet. There is a sufficiency of water in the channel I passed through, (next the west bank,) but it is narrow. Island No. 1, at its lower end is merely a narrow strip of land, overflowed during high water. No. 2 is wider, and about 2,500 feet long. At the lower end of Island No. 2 there is another gravel-bar, extending across the river, and having but 7 or 8 inches water over it, except near the east bank, where there is a tolerably good passage-way for boats going down stream, but a considerable current. Immediately below this bar the river narrows into a width of about 850 feet near the foot of Island No. 1. Broken Arrow Creek empties in from the west. This stream is about 70 feet in width at its mouth, with steep banks, and must supply a very large volume of water during the spring of the year. Near this point the west bank of the river shows indications of coal, and there is a partial outcrop of a seam just above the mouth of the creek. It is claimed that coal has actually been taken from the bed of the river in this locality, and shipped by flat-boats to Montgomery, Alabama, in con'siderable quantities.

A passage-way 500 feet in length, 60 feet in width, and 3 feet in depth, excavated through each of the bars referred to above, would be sufficient to insure good navigation, if, in addition, we provide against the velocity of the current.

Four thousand feet below the foot of Island No. 2 there is another bar, extending nearly across to the east bank, and having only 18 inches of water over it. In this, as well as the previous instances, the best water is next the east bank. An excavation similar to those suggested for the upper bars will be necessary in this case. A peculiarity in these shoals consists in the fact that the banks, which are comparatively low and level on each side of the river, afford no evidence that the bars are the result of outcrops of any formation near the river. Both banks of the river are cleared and cultivated, and the outlying hills are covered with a good growth of pine and oak. The length of the Broken Arrow Shoal is about three miles, with a total fall in that distance of about 10 feet. Two dams will be amply sufficient to overcome the fall, check the velocity of the current, and back up the water sufficiently to insure good navigation. Location of the dams to be determined by actual survey. Estimate of cost of the proposed improvement will be found in accompanying paper.

From the foot of Broken Arrow Shoal to the head of Robertson's Shoal, a distance of nine miles, the navigation is only interrupted by some loose rocks. These could be removed at a cost not exceeding $2,500 for the entire distance.

At the head of Robertson's Shoal there is an island about 1,000 feet in length, near the east bank, and connected with it by a gravel-bar. The shoal proper consists of a reef of loose, broken rock, extending from the head of this island across to the west bank. There is a boat-chute cleared through this reef, and the judicious expenditure of $2,500 will pay for widening and deepening it so as to afford good and safe navigation at all seasons of the year. The island spoken of above is about 400 feet wide, and the extreme width of the river at this point is about 1,600 feet.

True's Ferry is situated at the lower end of the island, and the river at that point is 1,180 feet wide. This is the crossing-point for the travel between Asheville and Talladega, the county seats of St. Clair and Talladega counties, and there is the nucleus of a town here called Ferryville.

One mile below Ferryville we arrive at the head of Choc-o-loc Shoal. At this point the river makes a considerable bend to the westward and widens out to 1,500 feet. The shoal consists of detached reefs of rocks, with openings through them in every direction, but too irregular in location to admit of the passage of a steamboat. The boat-chute is located near the west bank, and there is a tolerable good passage-way along it, but the isolated rocks just beneath the surface of the water render it impracticable, in its present state, for steamboat navigation. With the exception of a few isolated rocks, we have a mile of good water below the shoal. The river then widens out to 3,000 feet, with Castleberry's Island (containing about 68 acres of land, 40 of which are under cultivation) about 400 feet from the east bank. Heavy gravel-bars make out from the west side of the island, but appear to break off before reaching the main shore. Choc-o-loc Creek empties in from the east about half-way down the island. Just below Castleberry's, the river narrows in again to a width of about 1,200 feet, with a small island, about 300 feet long, next the east bank. Good water along the west bank of the river, with a current not exceeding one and a half miles per hour. Banks of the river heavily timbered with oak and elm.

The improvement suggested for Choc-o-loe Shoal would consist in clearing a channelway through the reef at the head, and removing, by blasting, the isolated rocks referred to. I consider that it would be necessary also to build a dam 9 feet in height, to check the velocity of the current and give additional depth in the wider portions. Location of the damn, which would be about 1,100 feet in length, to be determined by actual survey.

From the foot of this shoal, which is about four and a half miles below Ferryville, to Collins's Ferry, which is four and a half miles farther down, we have a good river. At Collins's Ferry the river is about 1,000 feet wide, with deep water. Bottom-land on both sides, but the hills are only from 300 to 400 yards back from the river. On the west side the hills are covered with a fine growth of long-leafed pine, while on the east side the timber is more varied in character, consisting of oak, pine, and elm. Limestone in abundance in the hills.. Two and a half miles below Collins's, the hills on the east bank spar out on the river, and the limestone crops out all along their sides. At the upper end of the bluffs is a kiln in active operation. River narrows in at this point to a width of 450 feet, with deep water. Land cultivated on both sides of the river. One mile and a half below this narrow," the river widens out to about 1,300 feet, with a small island located about the middle of the river. From the head of this island a gravel-bar extends across towarfl the west bank, with but 18 inches water on it, but the bar is narrow and does not extend down the river more than 300 feet, and the water below it is 34 feet deep at the present stage. The reach below this bar was by Captain Coulter, of the steamboat Etowah, as being "a long shallow reach, along which you will find about 34 feet of water at the present stage, and which you would be inclined to report as good water, but in the lowest stage there is but from 14 to 18 inches along its whole length, which is about three miles." I found his statement regarding the depth to be correct, as my frequent soundings showed a uniform depth of 3 feet. The island spoken of as being at the head of this shoal is about 1,800 feet long, and at its foot the river again contracts to a width of 850 feet. A passage-way should be cut through the bar at the head of the island. An excavation 200 feet long, 60 feet wide, and 3 feet deep would be sufficient. A dam 8 feet in height, at the foot of the reach, would be required to back the water up over the shallows and give a uniform depth of at least 34 feet at the lowest stage. Estimate of cost

described to me

furnished herewith.

Just below this reach the river widens out to 2,000 feet, at a point known as the head of Claunchy's Shoal, which consists of a wide gravel-bar, interspersed with large loose rocks, and 3.000 feet below this bar is a reef of rocks extending across the river and causing a fall of 1 foot. Half a mile below this reef we come to Robinson's (formerly Freeze's) Ferry, and 1,000 feet below the ferry-landing is another reef making out from the east bank, but breaking off before it reaches the west shore. One mile below the ferry is Drake's mill, located on the west bank of the river. A reef just above the mill