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called for such work as necessary to secure a channel six feet deep at low water on the lower reaches and a four-foot channel on upper reaches of the 518.7 miles of river between the mouth and Burnside, Ky., the head of navigation. The only work done dur- ing the fiscal year ending June 30, 1930, was the operation and mainte- nance of the completed locks and dams at a cost of $177,925.15. A comparative statement of traffic by years follows: COMMERCIAL STATISTICS—CUMBERLAND RIVER Year Short Tons Value Passengers 166,146 $1,489,616 10,094 212,616 1,188,044 Met 270,592 1,881,218 5,801 269,925 2,426,146 4,949 230,932 2,018,351 4,872 297,187 2,423,362 8,731 New York State Barge Canal HE New York state canal system diosa four principle divisions known as the Cayuga-Seneca, Cham- plain, Erie‘and Oswego. Of these, the Erie division is the most important, both as to tonnage moved and as to length. The canal system embraces numerous lakes, reservoirs, feeders, harbor basins and terminals. From Troy, N. Y., the head of Hudson river navigation, the distance to Buffalo via the Erie division is 353 miles; from New York City to Troy, the Hud- son river distance is 152 miles. The most recent improvement of the Erie canal was authorized in 1903. The canal was completed and the system open to navigation in 1918. The channel is 75-100 feet wide at the bottom and 12 feet deep. Locks are 328 feet long by 45 feet wide. There are 56 electrically operated can- al locks and one siphon lock. No boat over 300 feet long and 43% feet wide is permitted to navigate the canals. No tolls or other fees are col- lected, but a nominal charge is made for the use of hoisting equipment at terminals. © A certain number of locks are un- watered and given a thorough over: hauling each year. Under this pro- gram of periodic repairs. the locks are kept in first class condition. There had been transported during the past season up to and including Oct. 4, 1930, a total of 2,739,469 net tons of bulk commodities or package freight usually handled in large lots, €.g. grains, petroleum products, iron and steel, paper, sugar, salt, lumber, sulphur, coal, clay, fertilizer, etc. Not- withstanding that the past year was one of general business depression, the above tonnage is an increase of 607,184 tons over the amount trans- ported during the corresponding part of the season of 1929. It is also an increase of 403,904 tons over the cor- responding part of the season of 1928, mm which year more tonnage was moved than in any other one year Since the canal’s enlargement. In 1918 there were moved through canal channels 1,159,270 net tons; during the season of 1929 the tonnage reached 2,876,160 net tons or an aver- age increase of about 1314 per cent. Warrior River System HE source of the Tombigbee river is in northeastern Mississippi whence it flows into the Alabama riv- er to form the Mobile river, 45 miles above Mobile bay. The length is about 503 miles. The Black Warrior river rises in northern Alabama and flows into the Tombigbee. Length of this stream is about 362 miles. These three rivers make up what is known as the Warrior river system. Under the project going ahead dur- ing fiscal years 1929-1930, construc- tion was provided of 17 dams and 18 locks and for such dredging and clear- ing of channels by snagging as nec- essary to secure an all-year channel of six-foot depth at low-water from the mouth of the Tombigbee river to the junction of the two forks of the Black Warrior river, a distance of 362% miles and 36 miles on the two forks of the Black Warrior river mak- ing a total distance of 414%- miles. During the year ending June 30, 1930, dredging and rock removal was ¢Car- ried on, the cost amounting to $39,- 530.21. In addition, the completed locks and dams were maintained and operated at a cost of $468,227.60. The entire project is 98 per cent complet- ed, the project depth of six feet over a minimum width of 100 feet obtain- ing throughout the length of the im- provement. Approximately $53,500 was allotted March 4 for work on this waterway. Improvement, where it has been carried out, has provided a freight rate for shipments by water and rail equivalent to 80 per cent of the rate for all-rail shipment. A rec- cord of commercial statistics follows: COMMERCIAL STATISTICS Year Tons Value Passengers VODA aaa 1,105,260 $16,263,186 2239 DOQB: sisescstscvecss 1,383,712 20,785,437 5089 VODG so cccsiess 1,292,098 22,863,319 2388 TOOT as esc 1,467,315 28,726,579 1532 1928 ae eee 1,758,358 29,908,668 455 102093 aa is 1,938,773 44,440,923 683 irondack mountains and flows a distance of about 315 miles to New York bay. During the fiscal year end- ing June 30, 1930, operations were going forward on maintenance and in B ioe Hudson river rises in the Ad- securing a channel 27 feet deep at: mean low water, 400 feet wide through rock cuts and 300 feet wide elsewhere to Hudson from Albany, and thence a channel 12 feet deep at low water to Waterford, this channel to be secured by dredging and rock excavation. Cost of work during year was $1,859,984.33. In the recent river and harbor bill, improvement of the Hudson was au- thorized to secure a channel of 27- foot depth and 300-foot width from MARINE Review—April, 1931 New York City to Hudson at an esti- mated cost of $169,000 with $16,000 annually for maintenance. For work on the Hudson river, a sum of $779,000 was alloted on March 12 by the secretary of war. A comparison of commercial statis- tics between Hudson and Waterford by years follows: COMMERCIAL STATISTICS Year Short Tons Value Passengers TOO. cccccvseaen 1,697,985 $111,209,587 2,137,585 O25 scencisin 1,578,626 91,809,658 2,128,649 1926: . vctsesistis 1, 04D; 000 95,818,606 1,545,014 LOT svcccésacessnd 401,019 101,783,725 1,691,054 1928 cesvccsocess Ly471,679 101,274,331 1,877,571 1929. eoiihocs 1,329,036 101,226,494 2,291,028 Columbia River HE Columbia river rises in British Columbia and western Montana, flows southwesterly about 1200 miles through Washington and_ between Washington and Oregon and empties into the Pacific ocean 610 miles north of San Francisco bay. Before con- struction of the railroads, the Colum- bia river formed the main highway between the inland empire and tide- water, but navigation was practically suspended in 1882 upon completion of the railroad which parallels the south bank of the river. Improvement at the mouth of the river has made it possible for the larg- est vessels operating on the Pacific coast to enter and leave at any stage of the tide and in any weather except during the most severe storms. Bar- bound vessels, once such a common sight, are now rarely seen on account of improved conditions. Improvement between the mouth and Portland, Ore., and Vancouver, Wash., has greatly increased the draft of ves- sels that can ascend to these two cities, and has enabled steamship lines to operate on regular schedules. Vessels now arrive and depart from Portland and seldom have to wait for tides. ae Construction of The Dalles-Celilo canals has permitted river boats to operate on the Columbia for 540 miles from the mouth. Improvement of the upper reaches of the river to the mouth of the Snake river, Oregon and Washington, has made navigation much easier and safer and has in- creased the length of the low-water navigation season. During the fiscal year ending June 30, 1930, dredging was done on the Columbia and Lower Willamette rivers making channel depths of 31-35 feet at low water except in the channel to Van- couver, where a minimum depth of 2614 feet was obtained. Cost of work for the year was $284,285.17. A sum of $811,500 was allotted March 12 by the secretary of war for work on the Columbia and Willamette rivers. Commerce passing in and out of the Columbia river at the mouth is main- taining a steady rate of growth. Fol- lowing is. a comparison by years of ga