cast-iron frame, shaped like the letter A, is placed upon the lock-wall and firmly secured in its position by bolting to the coping and by two 24 inch rods securely anchored to the bed-rock and to the masonry. A rod of like diameter also connects the top of the A-frame with the top of the gate, the upper end of this last rod being attached to the top of a steel pintle, 5 inches in diameter and 5 feet long, which turns freely in the top of the frame, and rests upon a hardened steel step, which takes the entire vertical strain. It is also possible, if it should be found desirable to do so, to connect the pintle with the top of the heel-post by means of a turn-buckle so arranged that any required portion of the weight that ordinarily comes upon the pivot at the bottom of the heelpost may be transferred to the pintle above. The advantage of this would be that the weight would then come upon a small polished steel bearing, always accessible, and which could be oiled as often as desired, instead of coming upon the large chilled-iron pivot, which, being always under water, would be liable to rust and grit from the muddy water. The top of the heel-post is secured by a collar of 14 by 6 inches wrought iron, bolted and keyed to a strong cast-iron plate, which is strapped and bolted firmly by nine 14inch bolts, extending 5 feet deep into the masonry. In order to divide the weight of the gate equitably between these two independent sets of supports, either of which could hold the entire weight by itself, a strong spiral spring is inserted in the yoke which connects the top of the pintle with the rod attached to the gate. The advantage expected from this arrangement is that the entire system is accessible and adjustable, that the parts are strong and simple, and friction will be reduced to a mere fraction of what is encountered in the track and roller system or in most other forms of suspension. SHEET VI.-SHOAL CREEK AQUEDUCT. This aqueduct consists of twenty-six spans, about 30 feet clear space, giving an entire length of 858 feet, with a width of 60 feet at the water line, a depth of 5 feet in the clear, and 64 feet to bottom of canal-trunk. The piers and abutments, which are of stone, have been built for some time, and the superstructure is now in progress. The girders are 174 inches deep, excepting the top line, which are 15 inches, and it required five hundred and forty-six of the former and fifty-two of the latter. The plates are to be -inch steel, in single lengths of over 30 feet, and from 3 to 5 feet in width. The bottom plates are curved slightly upward along the edges to fit the flanges of the girders, and rest for about half of their widths upon the top of the walls. It is proposed to connect the spans in pairs, so that the expansion will take place only on alternate piers, and thus allow a rigid connection at every other pier, so as to prevent the "creeping" of the iron-work on the masonry. The amount of expansion will be very sinall-only about an eighth of an inch to the span-and in a direction across the aqueduct it will be allowed for by a slight change in the curvature of the plates, as already described. The aqueduct piers carry also a railway bridge of trussed girders, as shown in the drawing. The trusses are formed of 9-inch I beams and 1-inch suspension rods secured to the ends of the beams by flat shoes riveted to the bottom flange, the struts being of cast-iron and triangular in form, so as to give a broad bearing at the top where they are secured to the beams. SHEET VII.-STEAMER ELK. This little steam-scow is the type of a very useful and economical kind of lightdraught tow-boat, several of which have been built and employed on the river improvements in this district. The dimensions of the boat and machinery are given on the drawing, and I believe her performance in towing barges will equal any light-draught steamer of her size and cost in these waters. The boiler is of the ordinary locomotive pattern, and the engine is a Lidgerwood hoisting engine, the shaft of the boat taking the place of the axis of the windingdrum, and a light frame of angle-iron and wood being substituted for the usual en iron bed-plate. The engine makes about four and one-half revolutions to one of the main which gives a piston speed equal to that of direct connected engines with 45 stroke. The entire cost of the boat, including engine and boiler, in running ord $2,000, but the boiler was not bought for this special use, and in other cas gines also have been "picked up" from the stock on hand, bought for other but no longer needed. The estimates of cost of improving the Cumberland River below Nash July 1, 1885, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1884.. $5,620 79 July 1, 1885, outstanding liabilities 351 58 5,972 37 1,588 77 July 1, 1885, amount available.... Amount (estimated) required for completion of existing project.... 105,500 00 50,000 00 II.-ABOVE NASHVILLE, FROM NASHVILLE TO HEAD OF SMITH'S SHOALS. Work was resumed on this section in August, 1884, as soon as practicable after the funds were made available (act of July 5, 1884), and was continued throughout the remainder of the fiscal year under the local charge of Assistant Engineer C. A. Turrill. A spag-boat, with a small working party, descended the river from Lower Holliman's Island to Nashville, 144 miles, repairing dams where necessary, and removing minor obstructions between those points. The following is a statement of the work of this party at the localities named: General work: Three hundred and forty-one snags removed, fiftynine overhanging trees cut down, and ten trees topped. This work was finished in November, when snag boat operations were suspended. In pursuance of the general plan of improvement it was decided, after making the necessary examinations and local surveys, to begin operations at Upper Nashville Island, and, by means of spur dams, and excavation, endeavor to obtain a depth of 4 feet throughout the shoal, and to so alter the slope of the river and the slope of the channel as to make the improvement permanent, and at the same time leave favor able conditions for continuing a radical plan of improvement at the next obstruction above. To attain this object, channel excavation was begun September 30, and continued until stopped by high water. This excavation was confined to blasting out the principal rock reefs, as far as practicable, and the more thorough work, with auxiliary appliances and the aid of cof fer or temporary dams, postponed until another season. Quarry work and the construction of riprap wing-dams were carried on with a small force during the winter. The following quantities of work were done at Upper Nashville Island during the season: The improvement at this point is about one-half completed. No results can be given until it is finished, and even then, from the nature of the work, it will require time to realize its full benefit. In addition to this, the following work was done at Waitsborough Shoals, 5 miles below Point Burnside, by a small force in local charge. of Assistant Engineer W. C. Crozer, between the 15th of October, 1884, and the 1st of February, 1885. At Smith's Shoals no work has been done during the year, and it is not thought that anything further will be needed for the present, as coal boats and rafts can now descend safely on a much lower tide than formerly, and those interested in the navigation of this part of the river are beginning to appreciate the fact and utilize the improvement. These shoals have heretofore constituted a separate section of the river, but are now included in the appropriation and estimates for the section "above Nashville." The amount available and the appropriation asked for ($400,000) can be profitably expended in operations above Nashville in building locks and dams and in such open channel work as will be needed whether the lock system is carried out or not, the work to be carried on in a tentative manner, so as to ascertain just how far wing and training dams can be use to advantage in place of the lock system. Estimate for improving the Cumberland River from Nashville to head of Smith's Shoals Amount appropriated $4,077,922 00 Amount expended.... Money statement. Amount appropriated by act approved July 5. 1884 .... July 1, 1885, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1884 July 1, 1885, outstanding liabilities.... July 1, 1885, amount available.... 50,000 00 20,939 65 $50,000 00 $20,274 01 20,939 65 29,060 35 Amount (estimated) required for completion of existing project Amount that can be profitably expended in fiscal year ending June 30, 1887.... Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. $4,027,922 00 400, 000 00 III. CUMBERLAND RIVER ABOVE THE MOUTH OF JELLICO, KENTUCKY. For reasons stated in former reports no work has been done on this section of the river since 1882. It is believed that the charter of the company, which the State of Kentucky authorized to build locks and dams on this part of the river, and take tolls for use of same, has expired by its own limitation, but it is doubtful whether much good could be done with the balance of the appropriation available for the improvement of this section of the river, owing to the existence of eleven mill-dams upon it, and I would therefore respectfully recommend that the balance on hand be applied to the section of the river between the head of Smith's Shoals and Nashville. Estimate for improving the Cumberland River above mouth of Jellico, Amount appropriated Amount expended.... $50,000 00 15,000 00 9,638 44 Money statement. Amount (estimated) required for completion of existing project..... Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. $5,361 56 5,361 56 35,000 00 BB 3. IMPROVEMENT OF HIAWASSEE RIVER, TENNESSEE. No work has been done upon this river during the fiscal year, nor since active operations were suspended in November, 1882. No commercial data have been obtained. The following extract from previous annual reports are still applicable: The commerce is partly carried on by steamboats from the Tennessee River and partly by flat and keel boats. The appropriations for this river have been so small for several years past that a considerable portion of them has necessarily been expended in taking care of the plant, and other expenses that are constant, whether much or little be done. This has made the work actually done cost excessively, and it cannot be otherwise with such small appropriations. With the $2,500 now available, which will be applied to such points as are most in need of improvement, this river will be put in a fair boating condition, and I would therefore respectfully recommend an appropriation of at least $5,000, or that the work be suspended as soon as the funds available are exhausted until Congress deems it advisable to make such an appropriation. The tools and other property can be removed to the Tennessee River, where a part of them can be used and the balance stored until they are again required for the Hiawassee without expense to the latter. The estimates of cost of improving Hiawasse River, Tennessee.......... Amount appropriated.... Amount expended.... $36,500 00 31,500 00 28,868 47 |