Statement of imports to and exports from Snake River points, by steamboat, &c.-Cont'd.

STATEMENT BY MR. FRANK T. dodge, suPERINTENDENT RIVER DIVISION OF OREGON RAILWAY AND NAVIGATION COMPANY, OF THE RIVER FLEET AND ITS ROUTES. PORTLAND, OREG., July 15, 1884.

DEAR SIR: The following is a list of our boats on the Upper Columbia and Snake rivers, and their carrying capacities. They can navigate those rivers anywhere between Celilo and Priest Rapids and the mouth of the Grande Ronde during favorable stages of water, but they are principally engaged in carrying grain, &c., from Lewiston and points below to Riparia, where one branch of the railroad terminates. They also carry wheat from points on Snake River, about 35 miles above Ainsworth, to the railroad at the latter place:

Tonnage.

350

350

300

250

250

100

FRANK T. DODGE,
Superintendent.

Capt. CHAS. F. POWELL.

STATEMENT BY MR. H. H. SPAULDING RELATIVE TO COMMERCE ABOUT ALMOTA AND

ABOVE.

DEAR SIR:

ALMOTA, WHITMAN COUNTY, WASH., July 11, 1884. Almota, the principal shipping point of Whitman County, Washington Territory, is about half way between Lewiston, Idaho Territory, the present head of navigation on Snake River, and Riparia, the terminus of the Oregon Railway and Navigation Company's railroad from Portland to Eastern Washington. According to the Oregon Railway and Navigation Company agent's report for the year ending June, 1884, at this station, the amount of exports was 3,166 tons, consisting mostly of grain, flour, and wool. The imports for the same time were 2,331 tons, consisting mainly of merchandise and farm machinery.

There are several other shipping points between this place and Lewiston, with exports for last year as follows:

These amounts will greatly increase as the country settles up, and with free transportation to tide-water.

The number of steamboats now owned on Snake River by the Oregon Railway and Navigation Company is six, with the carrying capacity of 1,200 tons. The number of trips a week are two, except in the grain season, when they make daily trips. Only part of the boats are used at a time, as they are of different sizes, and are used according to the different stages of water.

The exports of this whole country would be tenfold if the Snake and Columbia Rivers were cleared of obstructions so that free navigation could be had to the seaboard.

I am, sir, very respectfully, your obedient servant, Capt. CHAS. F. POWELL.

HENRY H. SPAULDING.

QQ 5.

IMPROVEMENT OF THE COLUMBIA RIVER AT THE CASCADES, OREGON.

The plan of this improvement is to give lockage around the main rapid and an open river navigation through the minor rapids below, for stages, at the foot of the canal, of 20 feet or less. These stages last about six months of the year, and include the busy shipping season of the Upper Columbia region. The plan is arranged for easy extension of naviga tion for higher stages.

The present estimate, made in 1882, for completion of the work as now carried on, is $1,920,397.31. The amount appropriated since the adop tion of the present modified plan is $515,000, and the amount expended thereon is $359,252.10.

The project requires completion of river improvement to a certain point before commencement of lock construction. As the river part had not been carried to the required point, operations at the canal site during the year were limited to constructions accessory to the locks, preparation of building-stone, and, generally, work incidental to the project.

The side-wall of the canal prism on the left at the upper entrance was commenced; 4,075 cubic yards of dry squared masonry face and rubble backing were laid, completing the wall for a length of 492 feet. On the berme and slope above this wall 1,669 cubic yards of dry stone pavement were laid, completing the slope paving for a length of 171 feet, and more than one-half for an additional distance of 300 feet. Canal excavation, as incidental work, was made to the extent of 13,302 cubic yards. On the slope of the left bank at lower entrance to the canal 1,328 cubic yards of similar pavement were laid.

About 1,500 cubic yards of bowlders were quarried for building-stone, either of the canal excavations, or from the river side near the lower entrance where their removal would be advantageous for the work of river improvement. Stone cutting was continued as required for the side wall.

Test pits for wing-wall foundation were sunk, grounds graded, and some prospecting done up the river for a suitable stone quarry.

RIVER IMPROVEMENT.

This work was commenced in early November in limited operations from want of sufficient funds. Shore-derrick and drill-scow service and rock dredging were not attempted. It was only expected to blast some of the worst submerged bowlders and knobs in the channel-way; espec

lly ones at the end of Big Eddy Reef. But the season proving very vorable, submerged blasting was extended to rock masses along the hannel edge, and another large steam-drill and a heavy working skiff ere ordered.

In January and February the river fell to a remarkably low stage, ncovering rock obstructions which we had never expected to see. All rilling machinery and force, as far as permitted by the small balance f funds, retained from the previous year, were concentrated on the Big Eddy Reef, to the exclusion of other work, and much progress made, it s hoped, in improving the rapid and in reducing the fall below the canal. The results cannot be measured until another low stage occurs.

The river stage reached a lowest reading of 3.1 feet, at the foot of the canal, below the adopted extreme low water at that place; the gauge at the head of the canal gave a corresponding reading to this. The river was closed to navigation by ice during the time it was below the adopted low water, whose reference is still retained as the height of extreme low stage of navigation.

The method of submarine blasting in the rapids by lodgments is nearly the same as used in the previous year. It is illustrated by two sketches herewith. Drilling was done wherever practicable, as on the exposed reef; the holes were well sprung and loaded at the bottom with No. 2 nitro-glycerine powder, and No. 1 on top, mostiy of the Vigorit and Giant brands. Arrangements have been made to try explosive gelatine with prepared exploders. Some unsatisfactory tests of gelatine samples were made in the year previous.

Measurements of the river work give 3,160 cubic yards of rock removed by submerged blasts, and 45,814 yards broken up by drill-hole charges.

The river-work is very difficult and dangerous. One employé, George Olsen, was drowned last November when engaged upon it, making the seventh man who has lost his life in this work.

The river work project requires an actual determination of the new low-water regimen by removal of the reefs before construction of lock masonry, and an expenditure not exceeding $100,000 in improving navigation and in fixing the extent and cost of further work. In execution of this the plan is to remove the Big Eddy Reef, for lowering the pool at the foot of the canal, to the point of damaging the crossing for vessels from the eddy to the entrance; to reduce the fall and prolong the slopes at the rapids; to remove the rocks in the channel-way; reduce the points and shoulders along the concave bank, giving a free flow to the water; to lengthen the eddies and smooth the banks; and for the higher stages to increase the cross-section at the Middle Block-House. The steamer channel from Big Eddy is to follow the right bank to Sheridan Rapid, and then the island side. Extensive excavation above the foot of the canal to back up the main Cascades is intended.

The work already done is shown in plan on the progress map. Its cost is nearly $81,000. The general effect of the river work, as far as certainly known, is an improvement for navigation at stages above low water to a reading of about 30 feet. A year ago the tow-boat ascended to the canal on a stage of 33 feet, the highest when such a trip has been attempted. Last winter she towed up, with some difficulty, a working scow 21 by 60 feet, through the Big Eddy Rapid, at a stage of 1 foot, and failed to take it up when soft ice was running at a time of extreme low water. The low-water lock is only intended to lift for stages of 20 feet; the high-water lock will certainly be needed, and the present estimate includes the cost of building its wall above low water of upper level in the first stage of construction.