SS 5. GAUGING WATERS OF THE COLUMBIA RIVER, OREGON. The object of these gaugings is to keep a record of the fluctuations of the Columbia River, which will be used in connection with its improvement at various points. By the gauges established at various points the pilots, captains, and those interested in navigation are enabled to ascertain the stage of water at all times on the crossings and places of difficult navigation, and to regulate the movement and draught of their vessels accordingly. An automatic self-registering gauge at Astoria has been found to be useful in indicating, in a general way, the condition of the bar at the mouth of the river, besides giving much data from which the tide tables are constructed. It is unfortunate that these various gauge-readings could not be made continuous. Owing to a want of funds with which to pay the small but necessary expense of their maintenance and observation, they were discontinued. To maintain them constantly a yearly appropriation of $2,000 will be necessary. July 1, 1888, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1857....... $45.20 45.20 Amount appropriated by act of August 11, 1888........... 2,500.00 Amount that can be profitably expended in fiscal year ending June 30, 1890 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867. 2,000.00 SS 6. PRELIMINARY EXAMINATION OF WOOD RIVER, OREGON. UNITED STATES ENGINEER OFFICE, Portland, Oregon, December 14, 1887. SIR: I have the honor to here submit a report of a preliminary examination of Wood River, Oregon. A report based on information obtained to that time was forwarded last February; the tenor of this report was that the river was not worthy of improvement. Since then further investigation and a personal examination have been made; and I have now to say that the river is not worthy of improvement, since it is not a navigable water of the United States and since it has no present commerce nor any prospective commerce of a value commensurate with the cost of improvement. ENG 88-137 Wood River is a short stream flowing south from near Crater Lake in the Cascade Mountains of southern Oregon, and emptying into Uppe Klamath Lake at its northern end. The lake is some 30 miles long b 5 to 15 miles wide, and is quite navigable. Link River, not navigable 1 miles long, and at whose mouth is Linkville, forms the outlet of Upper Klamath Lake. A small screw-steamer runs on the lake from near the head of Lin River to near the foot of Wood River, these landings being naturally the lowest and highest points which a steam-boat can reach. There is no business for a steamer on Wood River, except possib some Government freighting, to cheapen which is the argument, as us derstood, of the citizens who desire the improvement. The lower part of Wood River is the western boundary of the Klama Indian Reservation; Fort Kalmath, a one-company infantry post, is 1 miles east of a wagon bridge crossing Wood River, about 6 miles from its mouth; the Indian agency is about 2 miles east of the river and nearly half-way from the upper lake landing to the fort. Upon inquiry, the military department commander forwarded a re port of the Fort Klamath post commander, stating that it is not likely if navigation by steamer on Wood River were made good that it could cheapen freight charges at Fort Klamath over the route now used. It appears, further, that these routes are apt to be improved in the near future by the construction of railroads in the adjacent country, and that Fort Klamath is not expected to be a permanent post. These remarks are applicable to the situation at the Indian agency. Most of the Government supplies are delivered by wagon over the Klamath River road through Linkville, and thence over a good road t the east of Klamath Lake; it appears it would not pay to make twe additional handlings of the freight to secure part water carriage, and which would replace the best part of the land haul. A portion of the Government supplies, potatoes and flour, come from Linkville or from a mill between Linkville and the landing at the foot of the lake. These supplies go up the lake to the upper landing and thence by wagon over an excellent road, about 4 miles to the agency and 9 miles to the fort; the land freighters here are Indians, who are hired at low rates. Steamboating on Wood River would aid this freightage. The only way to attain it at reasonable cost is by means of a small light draught stern-wheel boat of good power, instead of the two weak and deep boats heretofore used. Wood River, even below the bridge crossing, is a narrow, rapid stream meandering between low banks, and with a delta mouth having very shoal and intricate channels. Above the delta the depths are 2 to 3 feet, and sometimes 5 feet; the width is from 30 to 40 feet; the bed o the stream is in constant motion; it consists of light mountain detri tus, slowly transported along in immense volume and through severa mouths to the shoal part of the lake. A strong, flat-bottomed stern-wheel boat could plow through the bot tom or wash out a pathway, which of course would speedily fill up; bn to maintain a channel by permanent works or by machines would be ex ceedingly difficult and expensive. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. CHAS. F. POWELL, SS 7. PRELIMINARY EXAMINATION OF LINK RIVER, OREGON. UNITED STATES ENGINEER OFFICE, Portland, Oregon, December 14, 1887. SIR: I have the honor to here submit a report of a preliminary examination of Link River, Oregon. A report based on information obtained to that time was forwarded last February; the tenor of this report was that the river was not worthy of improvement. Since then further investigation and a personal examination have been made; and I have now to say that the river is not now worthy of improvement by the General Government, since it is doubtful if it be a navigable water of the United States, and since its present and prospective commerce are not of a value commensurate with the cost of an adequate improvement. Link River is the outlet of Upper Klamath Lake, southern Oregon. The river is 13 miles long, and has a fall, principally in its middle third, of some 60 feet. There is a low fixed county bridge at Linkville. This place is the county seat and local center of trade of the Klamath country, a sparsely settled grazing and farming region, and is situated at the foot of the river, and on the shore of a small lake not specially named, in which the waters spread out before forming Klamath River; this river sends an arm from near its head into the Lower Klamath Lake, which is partly in California. There is a small screw-steamer on the Upper Klamath Lake, and a stern-wheel boat, it is understood, is now being placed to run from Linkville to the lower lake and on some 12 miles of the upper portion of Klamath River, or to a point where the new town of Keno, Oregon, has been founded, and where a wagon bridge crosses the river. There is good water for not more than a mile below the town; rapids then commence and continue along the river's course through northwestern California almost to the ocean, some 220 miles. On this part of the river there is no navigation, nor, as far as present information goes, any expectation of navigation. The supplies for the Klamath country are hauled in by wagon from the California and Oregon Railroad, over the Klamath River road via Keno to Linkville. Wagons with Government freight for Fort Klamath and the Klamath Indian Agency go through Linkville and 28 miles further to the steamer landing on the upper lake, the nearest one to the post and agency. The full improvement of Link River would aid this Government transportation. On the other hand, the Government establishments named are not at all likely to be permanent, and the building of railroads through or near the Klamath country, which may be expected soon, may change local transportation routes, so that Link River, even if improved, would have less influence than upon present transportation routes. A small boat railway is the plan of improvement adapted for the situation at Link River; but it is believed the whole yearly cost of the Government wagon freighting, which could be replaced by the water carriage, is less than the interest on the cost of the boat railway. Improvement of Link River would be very convenient for the steamboat on the upper lake, since then she could land directly at Linkville, instead of approaching only within 14 miles of the nearest business part of the town. The steamer's traffic is now entirely local. It is possible, however, that commerce from California points on the lower lake to Linkville and to the upper lake may in the future form an interstate highway along this part of the Klamath water-way. Not much is known of the navigability of the lower lake; there has been no boating upon it as yet, and some parts are thought to be nothing more than extensive marsh. The building of locks by the Government to overcome the 62-foot fall of Link River has been proposed, but most of the citizens whose opinion is known desire the removal of a low, narrow reef from the extreme head of the river. Below this reef, and before the main rapids commence, is a pool of slackwater, about half a mile long, and whose surface is 13 feet to 2 feet below the lake surface. A safe channel through the reef would bring the steam-boat landing a half mile nearer the town; but the main result desired is the lowering of the lake, in order to drain tracts of swamp lands, which border the Upper Klamath, and connecting lakes. A complete removal of the reef, several hundred feet long, would be necessary for this work, which may be proper for the county or State to undertake or to authorize. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. CHAS. F. POWELL, APPENDIX T T. IMPROVEMENT OF COLUMBIA AND WILLAMETTE RIVERS BELOW PORTLAND, OREGON, OF UPPER WILLAMETTE, UPPER COLUMBIA, AND SNAKE AND COWLITZ RIVERS, OREGON AND WASHINGTON TERRITORY, AND OF LOWER CLEARWATER RIVER, IDAHO. REPORT OF MAJOR WILLIAM A. JONES, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1888, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Columbia and Lower Willamette Rivers, 4. Lower Clearwater River, Idaho. below Portland, Oregon. 2. Upper Willamette River, Oregon. 3. Upper Columbia and Snake Rivers, Oregon and Washington Territory. 5. Cowlitz River, Washington Territory. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to submit herewith annual reports for the works of river improvement temporarily in my charge on June 30, 1888. These works were in charge of Maj. W. A. Jones, Corps of Engineers, until June 20, 1888, and the annual reports were prepared by him, and are forwarded by me without change or addition. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. W. YOUNG, Captain of Engineers. As the commerce in all the region in which these works lie centers in Portland, Oregon, to avoid repetition I will submit herewith the commercial statistics sequired by Congress, making reference thereto in the description of each work. The rivers are in the collection districts of Willamette and Oregon. The ports of entry are Portland and Astoria, Oregon. The nearest light-houses and works of defense are at the mouth of the Columbia River. |