has been dredged to the projected dimensions. The channel through the shoals between Binn Bar and Windsor Shades has been dredged to not less than 8 feet deep at low water and to a width of 60 feet, excepting a part of Windsor Shades Bar, where the width is 40 feet.

Five thousand dollars was appropriated for this improvement by act of July 13, 1892, and a contract was made with Chester T. Caler, of Norfolk, Va., to do the required dredging, the work to be completed by April 30, 1894. Operations under this contract have not yet been commenced.

July 1, 1892, balance unexpended

Amount appropriated by act approved July 13, 1892

June 30, 1893, amount expended during fiscal year

July 1, 1893, balance unexpended ..

July 1, 1893, amount covered by uncompleted contracts .

July 1, 1893, balance available

(See Appendix K 4.)

$187.31 5,000.00

5, 187.31 15.02

5, 172.29 4,700.00

472.29

5. Appomattox River, Virginia.-This river is one of the principal tributaries of the James River, into which it empties at City Point, Va. It is navigable as far as the city of Petersburg, about 11 miles from its mouth, and before improvement had a tortuous channel, obstructed by shoals, over which there was about 62 feet of water at high tide.

The project for this improvement was adopted in 1870 and provided for a channel 60 feet wide at bottom and 12 feet deep at ordinary high water. As subsequently modified the project is to provide a channel from Petersburg to natural deep water at Point of Rocks, 80 feet wide at the bottom and 12 feet deep at ordinary high water, by dredging, by constructing regulating and contracting works, and by making a cutoff called Puddledock Cut. With slight modifications of details all operations have been conducted in accordance with this project.

This stream is subject irregularly to freshets by which large quantities of sand are brought down and deposited in the navigable portion of the river. The currents of ordinary stages of the river have not suf ficient power to remove the shoals thus formed, and a sum of $10,000 per annum is estimated as required for their removal by dredging, and for repairing damages to contracting and regulating works by freshets and deterioration. The sums appropriated for this improvement have for many years been but little in excess of the amount required for the repairs to the channel and the works already constructed. The completion of the permanent improvement of the river has consequently dragged beyond all reason, and the apparent cost of the improvement has been much in excess of the original estimates, while the actual amount expended in accordance with these estimates has been but a small proportion of the total expenditures.

The amount expended by the United States on this improvement to June 30, 1892, was $404,587.63.

By 1875 a channel 60 feet wide and 12 feet deep at ordinary high water had been secured from Petersburg to Point of Rocks, by dredg ing such shoals as required it and by making a cut-off called Puddledock Cut. This channel was subsequently increased in width to 80 feet, and has been maintained with a depth of 11 to 12 feet as constantly as possible by redredging shoals formed by freshets and by constructing contracting and regulating works.

The dredging of shoals formed by winter and spring freshets was begun at the end of June, 1892. Shoals in Magazine Bend, at the head

of Puddledock Cut, in the South Channel, and above Sunken Island were dredged to a depth of not less than 12 feet at ordinary high water. Thirty-one thousand three hundred and twenty-five cubic yards of material was removed, of which 11,800 cubic yards was redeposited on the banks and 19,425 cubic yards was deposited in making a portion of the dam at the Closure Dike, head of Puddledock Cut. Brush dikes were refilled where they required it and repairs were made to the Closure Dike. A dam for retaining a part of the freshet flow was built at the Closure Dike. The upper part of this dam was built of the sand dredged from shoals and the lower 1,243 feet of timber cribs filled with gravel. A freshet early in May, 1893, damaged the unfinished part of this dam. The damages were repaired and the unfinished portion filled with stone. The amount expended on this improvement during the fiscal year ending June 30, 1893, was applied to the work noted above, to office and operating expenses, etc.

Amount (estimated) required for completion of existing project. Amount that can be profitably expended for maintenance and repairs during fiscal year ending June 30, 1895

Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix K 5.)

6, 528.95 48,090. 00

10, 000. 00

6. Inland water route from Norfolk, Virginia, to Albemarle Sound, North Carolina, through Currituck Sound.-This is one of the most important links in the chain of inland water communication along the Atlantic coast.

It connects Chesapeake Bay with Albemarle Sound and is composed of the following bodies of water: Elizabeth River, North Landing River, Currituck Sound, Coanjok Bay, North River, and the Albemarle and Chesapeake Canal. With the exception of the canal, which was constructed and is maintained by private enterprise, all are natural water

ways.

Before any improvement was undertaken by the Government there was over this route an indifferent channel 5 to 7 feet deep at low water, the navigation of which was obstructed by overhanging growth, snags, and sharp bends in all the rivers.

The project adopted was to secure a channel 80 feet wide and 9 feet deep at low water over the entire route, about 58 miles, by dredging, by removing obstructions, and by constructing a dike.

Steady progress has been made toward securing this result, and at present the regular steamboat lines running between North Carolina ports and Norfolk and Baltimore employ vessels whose maximum dimensions are: length, 190 feet; width, 25.2 feet; draft, 8 feet, and tonnage, 421 tons.

In the river and harbor acts before that of September 19, 1890, three separate items were inserted for this improvement; in that of September 19, 1890, and in subsequent acts, one item was made to cover the entire route.

The amount expended on this improvement to June 30, 1892, was $243,832.28.

Nine thousand dollars was appropriated for this improvement by act of July 13, 1892, and a contract was made with Chester T. Caler, of Norfolk, Va., to do the required dredging, the work to be completed by April 30, 1894. Operations under this contract have not yet been commenced.

There was expended on this improvement during the fiscal year ending June 30, 1893, $38.83, applied to office expenses, reading tide gauges, etc.

July 1, 1892, balance unexpended....

Amount appropriated by act approved July 13, 1892

June 30, 1893, amount expended during fiscal year

July 1, 1893, balance unexpended.....

July 1, 1893, amount covered by uncompleted contracts.

July 1, 1893, balance available....

Amount (estimated) required for completion of existing project.. Amount that can be profitably expended in fiscal year ending June 30, 1895 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix K 6.)

$738.57 9,000.00

9, 738.57 38.83

9, 699.74 8,800.00

899.74

49, 667. 08

49, 667.00

7. North Landing River, Virginia and North Carolina.-This river forms a part of the "Inland water route from Norfolk Harbor to Albemarle Sound" described above.

Before improvement the navigation of this river was obstructed by shoals, over which the depth was 6 feet at low water, by snags, and by sharp bends.

The plan of improvement, adopted in 1879, was to secure a channel 80 feet wide and 9 feet deep at low water by dredging shoals and removing bends and obstructions.

This project was completed June 30, 1884, at a cost of $49,777.34, and the desired channel obtained over a distance of 17 miles. Since that time $3,057.35 has been expended on this river in removing sunken logs which have become detached from passing rafts, making the total expenditure on this improvement to June 30, 1892, $52,834.69.

The river was cleared of sunken logs in August and September, 1892, these obstructions having by that time become troublesome to navigation. Twelve miles of the river was covered by these operations and there were removed 624 saw logs, 25 stumps, 6 trees, and 3 piles. The method adopted for rafting logs in these waters is very faulty, resulting in a considerable loss of logs to the owners and a material obstruction to navigation on this river and the connecting portions of the "Inland water route," by decreasing the available navigable depth by at least 1 foot and by remaining a menace to the hulls and propellers of passing vessels.

The amount expended on this improvement during the fiscal year ending June 30, 1893, was applied as noted above. There is still a small balance on hand for the continuance of logging operations, and no further appropriation is necessary.

July 1, 1892, balance unexpended

June 30, 1893, amount expended during fiscal year..

July 1, 1893, balance unexpended

(See Appendix K 7.)

$2,665.31 1, 152.50

1,512.81

8. Removing sunken vessels or craft obstructing or endangering navigation.- Wrecks of the schooners Lulu, Edith Berwind, and Mary E. H. G. Dow. The three-masted wooden schooner Lulu, loaded with coal, went ashore on the Horse Shoe, Chesapeake Bay, and became a wreck. The four-masted wooden schooners Edith Berwind and Mary E. H. G. Dow, loaded, respectively, with phosphate rock and with coal, went ashore on the Nautilus Shoal and the Outer Middle Ground, respectively, Cape Charles, Va., and became wrecks. They were allowed by their owners to remain as obstructions to navigation for periods longer than two months, and, it having become apparent that their owners did not propose to remove them, the thirty days' notice required by law was published and specifications for their removal were issued.

A contract was entered into on June 19, 1893, with W. H. French, of Norfolk, Va., for their removal, at a cost of $1,500 for the Lulu, $1,700 for the Edith Berwind, and $1,800 for the Mary E. H. G. Dow, the work to be commenced by July 1, 1893, and completed by August 31, 1893. (See Appendix K 8.)

EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 13, 1892.

The preliminary examination of harbor at Petersburg and Appomattox River, Virginia, for diversion of waters to Old North Channel above city, required by act of July 13, 1892, was made by the local engineer, Lieut. Edward Burr, Corps of Engineers, and report thereon, dated October 8, 1892, submitted through the division engineer, Col. William P. Craighill, Corps of Engineers. It is the opinion of Lieut. Burr and of the division engineer, concurred in by this office, that the river is not worthy of improvement by the General Government in the manner mentioned in the act. The report was transmitted to Congress and printed as House Ex. Doc. No. 113, Fifty-second Congress, second session. (See also Appendix K 9.)

IMPROVEMENT OF CERTAIN RIVERS AND HARBORS IN VIRGINIA, NORTH CAROLINA, AND SOUTH CAROLINA.

This district was in the charge of Maj. W. S. Stanton, Corps of Engineers, with Lieut. E. W. Van C. Lucas, Corps of Engineers, under his immediate orders; Division Engineer, Col. William P. Craighill, Corps of Engineers.

1. Staunton River, Virginia.-The improvement has been restricted to two sections, aggregating 65 miles in length and separated by an interval of 20 miles.

When, in 1879, the United States commenced the improvement of the lower section, 31 miles long, from Randolph up to Brook Neal, the channel depth at about 18 rock ledges was only 1 to 2 feet, but elsewhere 4 to 5 feet at low water.

The project of 1879, not since modified, was to secure a boat channel way 35 feet wide and at least 2 feet deep at low water throughout the 31 miles.

When, in 1883, the United States commenced the improvement of the upper section, 23 miles long, from the Virginia Midland Railroad Bridge up to Pig River, the channel depth at about 20 rock shoals was only about 0.4 foot, and elsewhere about 2 feet at ordinary stages of water.

The project of 1883, as modified in 1884 and 1887, was to secure a bateau channel way 14 feet wide and 12 feet deep over the entire sec

To June 30, 1892, $44,500 was expended upon the improvement of the two sections.

At that date the proposed channel had been obtained for 294 miles of the middle part of the lower section and for 18 miles of the upper section, giving for the 31 miles of the former a fairly cleared channel for steamers of 2 feet draft and of about 25 tons burden, and making navigation for pole boats fairly good over the entire upper section up to Pig River.

October 31 and November 9, 1891, the discontinuance of the improvement was recommended by the district engineer and division engineer, and approved November 10, 1891, by the Chief of Engineers, who directed that the disposal of the plant pertaining to the improvement be postponed "until Congress has had opportunity to further consider the subject of the improvement."

Congress having in the intervening session of 1892-293 taken no further action regarding it, by authority from the Chief of Engineers of December 29, 1892, the plant and property pertaining to the improvement have been sold to other improvements in the district and the proceeds of such sales, together with the balance of the appropriation, have been covered into the Treasury.

2. Roanoke River, North Carolina.-When the United States commenced this improvement, in 1872, navigation by vessels of 10 feet draft was embarrassed by the wreck of a gunboat 6 miles above the mouth of the river and by war obstructions at two other points 9 and 13 miles above its mouth. The river was also somewhat obstructed for that draft by snags in the channel and by leaning trees 67 miles to Indian Highland Bar; thence 62 miles up to Weldon its channel depth on the bars was not less than about 5 feet during about eight months annually, affording a continuous low-water navigation of not more than 2 or 3 feet, and its channel was badly obstructed by snags, logs, stumps, and leaning and overhanging trees.

The original project of 1872 is to secure at all seasons of the year an unobstructed channel with a least width of 50 feet from the mouth 129 miles to Weldon, with a low-water depth of 5 feet from Hamilton 67 miles to Weldon, and to clear the natural channel of snags and artificial obstructions from the mouth 62 miles to Hamilton to the depth requisite for vessels navigating the North Carolina sounds, which draw not more than 8 feet, by removing the war obstructions, snags, fallen and overhanging trees, sand bars and ledges by dredging, the construction of training dikes, and blasting, at an estimated cost, at the high prices of that time, of $269,000.

To June 30, 1892, $131,120.65 had been expended upon the improvement.

At that date the natural-channel depth was not less than 10 feet from the mouth 67 miles to Indian Highland Bar at extreme low water, and was, at ordinary low water, not less than 5 feet thence 62 miles to