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Show the main stream and on several of the more im- portant tributaries. In its natural state navigation on the Tennessee was difficult. The Muscle Shoals barrier divided the river into two distinct navigable streams. The people along the river felt that but for this ob- stacle an easy, cheap, and desirable water commu- nication between the Southeastern States and the vast Mississippi Valley would be available. In 1873 a survey was made of the amount of produce shipped down the Tennessee to Knoxville and Chattanooga. The commodities shipped in- cluded corn, oats, potatoes, wheat, coal, hay, pig iron, maple sugar, bacon, dried fruits, and saw logs. Produce came down the river to Knoxville from as far upstream as Lee County, Va., about 120 miles distant. As many as 250 flatboats annually moved cm the Clinch, Powell's, French Broad, Holston, Nolichucky, Watauga, Hiwassee, Little Tennessee, Poplar Creek, and other tributaries. As late as 1930 the controlling navigable depth of the open channel from Knoxville to Chatta- nooga was 1.3 feet. The river was filled with shoals and bars. On the lower river, below Flor- ence, the controlling navigable depth was 4*^ feet. During winter high water, conditions were better with a controlling depth of 3 feet above Chatta- nooga, and 6 feet below Florence. Even under such handicaps substantial com- merce had developed on the river. Approximately 2.6 million tons of commerce a year moved on the river. However, the traffic was mostly local, the average haul being only 23 miles. Through traffic from Knoxville to Paducah was not commercially feasible, although at certain times of the year it was possifcle. In the early 1930's the river fleet numbered 61 towboats and 183 barges, having aggregate capacity of 42,000 tons. There were numerous terminals, and some rail-water terminals. At this period 82 percent of traffic on the river was sand and gravel. Nine percent was forest products, and the other 9 percent made up of small shipments of miscellaneous commodities. Along tlie unimproved river above Riverton were numerous shoals, bars, and reefs. Other naviga- tion haza_rds included the narrow and tortuous channel through the gorge below Chattanooga. Prior to the Tennessee Valley Authority Act, a number of projects were undertaken by the Federal Government to improve the river for navigation. Between 1852 and 1918, when construction of Wil- son Dam 'was begun, appropriations were made for at least 17" surveys and projects covering all sections of the river. There had also been 10 surveys and projects on the tributaries. In 1852 a modest project was designed to provide a 2-foot channel from Knoxville to Kelly's Ferry, 22 miles below Chattanooga. Aids were provided for "warping" the boats through swift waters.* In 1868 a project was adopted to assure a 3-foot chan- nel from Chattanooga to Decatur, and from Flor- ence to the mouth of the river.5 In 1871 a project was carried out for canals and locks around Muscle Shoals, including rehabilita- tion of a State of Alabama canal project which had been completed in 1836 but had fallen into decay.6 The River and Harbor Act of 1872 proposed to pro- vide a 3-foot channel between Knoxville and Chat- tanooga, by dredging operations.7 The River and Harbor Act of 1890 provided for improving the mouth of the river, and an 8-mile canal (7-foot depth) at Colbert Shoals. In 1904 provision was made for construction of Hales Bar Dam, lock, and powerhouse, with a navi- gation pool to Chattanooga 6 feet deep.8 A private power company constructed Hales Bar Dam in 1913 with a navigation lock and facilities for gen- erating hydroelectric power. The company was granted a long-term lease of the power site and in return constructed the lock at relatively little cost to the United States. River and Harbor Acts of 1907, 1910, and 1912 called for improving the river stretch between Chattanooga and Florence, with navigation channels 5 and 6 feet deep.9 The most significant improvement of the river was in 1916, when the construction of dam No. 2 at Muscle Shoals, later to become known as Wilson Dam, was authorized as a national defense project.10 It was built with a flight of two locks and a power- house. The Corps of Engineers constructed Wilson Dam, a multiple-purpose project primarily for navigation and power. The project was opened to navigation in 1927. The Corps also constructed the Widows Bar navigation lock and dam, below Hales Bar, and navigation lock and dam No. 1 and canal just below Wilson Dam. The former was 4 Act of August 30, 1852, 10 Stat. 56, 60. 5 Act of July 25, 1868, 15 Stat. 171, 174. •Act of March 3, 1871, § 2, 16 Stat. 538, 542. 7 Act of June 10, 1872, 17 Stat. 370, 372. " Act of April 26, 1904, 33 Stat. 309. •Act of March 2, 1907, 34 Stat. 1073, 1093; Act of June 25, 1910, 36 Stat. 630; Act of July 25, 1912, 37 Stat. 201. 10 National Defense Act of June 3, 1916, § 124, 39 Stat. 166, 215, 50 U. S. G. 79. 716 |
