tions of the Board, but for other locks the lift should be such as to secure good sites for all the locks, even if the lift in some cases should exceed the limit mentioned. Respectfully submitted, W. R. KING, Major of Engineers. MOUTH OF THE CUMBERLAND RIVER. ENGINEER OFFICE U. S. ARMY, SIR: In compliance with request contained in Department letter of the 12th instant, I have the honor to present the following report upon the present condition of navigation at the mouth of the Cumberland River. The last survey or special examination at this locality was made in December, 1884. At that time navigation had been improved by the construction of two spur-dams and channel excavations, in compliance with the recommendation of the Board of Engineers, which made a report under date of September 30, 1881. The object of the dams seems to have been to close at low water the channel between Cumberland Island and the tow-head, and deflect the current through the channel along the Kentucky shore. This work was beneficial, as but little complaint was heard during the next three seasons. But the works as constructed have not proved entirely successful, late reports showing that the channel has again been divided, and a portion of the current passes to the right of the tow-head along Cumberland Island. It is also reported that the left channel has been obstructed by the caving of the Kentucky bank. To this cause is probably due the deflection of a portion of the current to the right of the tow-head which the dams were intended to prevent. The Board of Engineers, in their report, recommended for temporary relief the scraping or dredging of the bottom, and the brush and stone dams above referred to, and also advised a detailed survey upon which to base a permanent improvement. The survey was made under Major King's direction, but I find no record of any permanent plan of improvement based upon it, and no record of any further consideration of the subject by the Board. It appears from its history that this improvement has always been a difficult question on account of its peculiar relation to the Ohio River, the obstructing shoal being actually in the south or Kentucky Channel of the Ohio, and more than a mile below the mouth of the Cumberland. At an early period this channel was the best navigable channel of the Ohio, made or kept so by a dam in the Ohio River above Cumberland Island, and recommended by Captain Delafield in 1833, the object of the dam as stated by him being "to throw the low-water channel to the left of the island to avoid a shoal bar near the lower point of the island." Under more recent projects for the improvement of the Ohio, this dam has been removed, for the reason as stated by Colonel Merrill, that "the dam has failed to secure the result indicated as there has always been a bad bar at the foot of Cumberland Island." It seems probable that this is the identical bar which Captain Delafield, by carrying the channel to the left of Cumberland Island, intended to avoid rather than to remove. This improvement seems to be one of joint importance to the two rivers, and if a plan can be devised which by improving the Kentucky Channel of the Ohio as was originally intended, and thus the obstruc tions to navigation in both rivers overcome, it would seem more desirable to carry out such a plan than to improve the two channels under separate plans. Under present conditions since the removal of the Cumberland Island Dam the supply of water in the Kentucky Channel of the Ohio is not sufficient ts give the needed scour on the bar near the foot of the island. It is manifest, therefore, that one of two methods must be employed to produce permanent improvement. First, to rebuild the dam at head of Cumberland Island and make this the navigable channel of the Ohio as was designed in 1833; or, second, to improve the channel for the needs of the Cumberland navigation only, by constructing a low-water channel through the bar sufficiently contracted to insure its being kept open by the effect of scour from the Cumberland River alone. A further examination of the locality to ascertain the changes that have occurred since the last survey will be necessary to prepare a complete project for either plan of improvement, but from information now at hand it is estimated that the sum of $20,000 can be profitably expended in continuing work under the existing project, and would include repairing and extending the dams now considerably damaged, dredging on the bar, and such shore protection as may be necessary to prevent the banks from caving, the latter being in addition to the existing project, and in accordance with the second plan above mentioned. Very respectfully, your obedient servant, CHIEF OF ENGINEERS, U. S. A. J. W. BARLOW, Lieut. Col. of Engineers. [First indorsement. OFFICE CHIEF OF ENGINEERS, Respectfully submitted to the Secretary of War. U. S. ARMY, April 20, 1888. In view of the statement within made by Lieut. Col. J. W. Barlow, Corps of Engineers, in reference to the difficulties which arise as to the best method to be adopted for the improvement of the navigation at the Cumberland River, where it joins the Ohio River, it is deemed advisable. that the subject be referred to a Board of Engineers, to consider and recommend a plan of improvement which will, as far as practicable, provide for the interests of navigation of both these rivers, and I have ac cordingly to recommend that a Board be convened for the purpose, to consist of the following-named officers of the Corps of Engineers, viz: Lieut. Col. William E. Merrill, Lieut. Col. John W. Barlow, and Maj. Alexander Mackenzie, with Lieut. H. E. Waterman as recorder, to meet at Chattanooga, Tenn., upon the call of the senior member, at such time as the other duties of the members will permit. * * * If approved by the Secretary of War the order convening the Board will be issued from this office. J. C. DUANE, Brig. Gen., Chief of Engineers. [Second indorsement.] WAR DEPARTMENT, April 23, 1888. The recommendation of the Chief of Engineers is approved. By order of the Secretary of War. JOHN TWEEDALE, REPORT OF BOARD OF ENGINEERS. The CHIEF OF ENGINEERS, U. S. A.: JUNE 16, 1888. GENERAL: The Board of Engineers constituted by "Special Orders No. 22, Headquarters Corps of Engineers, April 26, 1888, for the purpose of considering and recommending a plan for the improvement of the navigation at the mouth of the Cumberland River," met at Chattanooga, Tenn., on May 9, 10, and 11, and on May 14 made a personal examination of the Cumberland River, in the vicinity of its mouth. Having considered all the information attainable, the Board respectfully presents the following report: The Cumberland River enters the main channel of the Ohio near the foot of Cumberland Island. Near the foot of this island the channel widens, and is divided by a tow-head, and at certain relative stages of the Ohio and Cumberland rivers, eddies and slackwater are produced, which result in the deposit of sedimentary matter, and the formation of changeable gravel, sand, and mud bars about and above this tow-head. Under these conditions of wide bed and divided channels, the current of the Cumberland River, as a rule, has not sufficient scouring power at low water to remove the deposit or cut out a good navigable channel on either side of the tow-head. The records show that the conditions here described have always existed, and with the return of each low-water season navigation at the foot of Cumberland Island has been more or less obstructed. A Board of Engineers was assembled in 1881 "for the purpose of taking into consideration the immediate relief, and also the subject of the permanent improvement, of the navigation of the entrance into Cumberland River, with the view of determining upon a plan of improvement, etc." Under date of September 30, 1881, this Board made a preliminary report which recommended "that the officer in charge of the improvement of the Cumberland River be authorized to deepen the existing channel at the foot of Cumberland Island by scraping, dredging, small brush-dams, or similar expedients as may seem to him best." A detailed survey, upon which plans of permanent relief could be based, was also recommended. The Board stated: It will probably be necessary to close one of the two channels at the foot of Cumberland Island, which are separated by the tow-head, but the selection of the channel to be closed can not be intelligently made until above-named map is prepared. In September, 1881, a little scraping on the bar was attempted without much success, and in October and November the survey recommended was made. Subsequent to the survey no further action was taken by the Board of 1881, and no plans for permanent improvement were prepared. During the year 1882 a temporary brush-dam was built from the Cumberland Island share, with a view to confining the low-water channel between the tow-head and the Kentucky shore, and in 1884 a second dam above the first was constructed and further scraping was done. Some good resulted from the work, and a channel 2 feet deep at low water was secured for a time. But the dams were not of sufficient size or stability, or so located as to permanently maintain the channel between the tow-head and the Kentucky shore, and the conditions existing previous to the construction of the dams have reappeared; it is now reported that boats wishing to ascend the Cumberland will experience trouble when the stage of water is less than 4 feet. The instructions to the present Board require that they give the sub ject the consideration that its importance demands and recommend a plan of improvement which will, as far as practicable, provide for the interest of navigation of both the Ohio and Cumberland rivers at the locality mentioned." A letter addressed by Lieut. Col. J. W. Barlow, Corps of Engineers, to the Chief of Engineers, under date of April 17, 1888, which letter is submitted to the Board for its information and consideration, contains the following: This improvement seems to be one of joint importance to the two rivers, and if a plan can be devised which by improving the Kentucky Channel of the Ohio, as was originally intended, and thus the obstructions to navigation in both rivers overcome, it would seem more desirable to carry out such a plan than to improve the two channels under separate plans. The joint improvement of the Ohio and Cumberland was attempted many years ago by the construction across the main channel of the Ohio of the "Cumberland Dam," with a view to forcing all the water of the Ohio, at low stages, through the chute at the head of Cumberland Island. A brief history of this dam and the results are given in the following extract from the report of Lieut. Col. William E. Merrill, Corps of Engineers, the officer in charge of improving the Ohio River (report of the Chief of Engineers, 1876, pages 23, 24): The repair of this dam was evidently ordered on the strength of my report of February 14, 1872, printed as House Ex. Doc. No. 165, Forty-second Congress, second session, and reprinted in Report of Chief of Engineers for 1872, pages 409-412. This report gives a full history of this dam, and to it I would respectfully refer for additional information. The dam was begun in 1832, and partly finished; repaired and completed in 1838; partly repaired in 1854; and thoroughly repaired and completed in 1872-74. Since 1874 it has rarely been out of water, but a recent letter from the former inspector of reconstruction informs me that there has been some subsidence in the new part of the dam, connecting the old dam with the head of Cumberland Island, but that the main dam stands firm. In recommending the repair of the Cumberland Dam I naturally assumed that the only question involved was that of the permanence of the work, and that if we could make the dam stand, the results which were originally sought, and which seemed from old reports to have been attained as long as the dam was in good condition, would reappear. Feeling confident that the dam could be made reasonably permanent, and believing this to be the only question involved, I therefore recommend its repair. Experience shows that the dam has been made sufficiently durable, but that the result is unfavorable from an unforeseen cause. The difficulty 18 due to the fact that at high water, when the dam is so deeply submerged as not to affect the current, the main volume of the river crosses the dam, while the Kentucky Chute is in comparatively still water, and receives heavy deposits of sedimentary matter. As the river falls the influence of the dam begins and gradually increases, and its ultimate effect isto force a strong current through the Kentucky Chute, washing out the deposits of high water and creating a navigable channel. If the river falls very slowly this channel can be washed out in time to prevent any injury to navigation; but, if the fall is sudden, or if the Cumberland is in flood and backs up the Ohio, there is not time enough to do this scouring work, and for a period of uncertain length there is no channel either over the dam or through the chute. This, I think, explains fully the present difficulty at Cumberland Dam. Under these circumstances, I think that the Cumberland Dam has survived its usefulness and should be removed. This can be easily done during the low water by the United States dredge-boats, and the material can be advantageously used in improving the channel at the foot of the island and in keeping open the natural mouth of the Cumberland River. The officer in charge of the improvement of the Ohio River states that since the removal of the Cumberland Dam, Ohio River commerce has not been obstructed or delayed by low water in the vicinity of. Cumberland Island, and that the present condition of affairs is perfectly satisfactory to Ohio River commerce. As the dam was removed in 1878, the experience of about ten years is conclusive on this point. It is the opinion of the Board that the Ohio River in the vicinity of Cumberland Island now occupies its natural channel, and that it will not without forcing make use of the Kentucky Chute; also, that for the past ten years at least, there has been no trouble to Ohio River navi gation at this point; and that no work is at present required for the improvement of the Ohio in this locality. It further appears that Cumberland River navigation is most seriously affected by the condition of the channel at the foot of Kentucky Chute through which the Cumberland River reaches the main channel of the Ohio. This obstruction is so great as to, at times, entirely block commerce of very great importance to a large territory, and it is most proper that some steps be taken immediately to relieve the commerce of the Cumberland River. The trouble existing at the foot of the Kentucky Chute results from the fact that the volume of the Cumberland is not sufficient, when allowed to take its natural course, to wash out and maintain a channel at the foot of the chute, where heavy deposits are made in the slackwater resulting from the division and spreading of the channel and the meet ing, at certain stages, of the waters of the Cumberland and Ohio. The confining, to its proper limits, of the channel at the foot of the chute, must form a part of any plan of improvement demanded by the joint interests of the Cumberland and the Ohio, and such work may be sufficient for forming and maintaining a navigable channel at the junction of the two rivers. It is evident, therefore, that before any other methods of improvement are discussed, it is first necessary to see if a good, navigable channel can not be made at the foot of Cumberland Island by closing one of the two outlets and so contracting the other that the ordinary flow of the Cumberland will keep it open. This is the natural proceeding in like cases, and as it has never been tried in this locality, it is evidently the work that nature and experience indicate. After a careful examination of the locality, and consultation with Cumberland River navigators, the Board is of the opinion that the chan nel between Cumberland Island and the tow-head is the better of the two for a permanent mouth. The facts that it is now the better chan nel, notwithstanding the work expended in endeavoring to close it; that it is the shorter line to deep water in the Ohio; and that the Kentucky bank along the other channel is soft and caving, all combine to re-inforce this conclusion. The Board therefore recommends that the left channel be closed by a pile and brush dam, skirting the upper side of the tow-head, parallel to the south shore of Cumberland Island, and that the interval between the dam and the island be provisionally taken at the normal width of the lower part of the Cumberland River. This dam should connect with the Kentucky shore by an easy curve, and should be extended to deep water in the Ohio; so much of the present dams at the foot of Cumberland Island as interferes with the proposed channel should be removed. The proposed dam should be about 20 feet in width, should rise to the level of low water, and should be capped by a crib-work having a width of 12 feet and built up to the 8-foot stage. This superstructure may, at the discretion of the local engineer, be built in the season following the construction of the substructure. It is believed that the height indicated is the minimum for an effective dam in this vicinity, and experi ence may prove that the dam ought ultimately to be raised to a greater height. It is not practicable to settle this point in advance, and therefore the Board would further recommend that the effect of the dam be |
