47TH CONGRESS, HOUSE OF REPRESENTATIVES. Ex. D oc. 1, 2d ession. , l)t. 2, ol. II. ANNUAL REPORT OF THE CHIEF OF'ENGINEERS, UNITED PTATES ARMY, TO THE SECRETARY OF WAR, FOR THE YEAR 1882. IN THREE PARTS. PART I. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1882. [EXTRACT FROM THE ANNUAL REPORT OF THE SECRETARY OF WAR.] WAR DEPARTMENT, November 14, 1882. ENGINEER BUREAU. Attention is invited to that part of the report of the Chief of Engi- neers which refers to our sea-coast defenses. I fully concur in his view that we have too long neglected the question of providing for the safety of our harbors and maritime cities, our navy-yards, and arsenals of sup- ply in case of foreign war. It is to be hoped that such war is far dis- tant, but we should impress ourselves with the fact that in these days wars often come suddenly and when least expected. If armies alone could prevent the destruction of maritime cities by hostile iron-clad fleets, or if the defenses could be improvised in a few weeks or months, the question of defense might perhaps be deferred; but armies without the aid of fortifications and their accessories are powerless against such fleets, and modern sea-coast defenses require many years for their con- struction. I also invite attention to that part of the report of the Chief of Engi- neers which speaks of the needs of our torpedo system, and the impor- tance of providing means for connecting our torpedo lines with the instruments used for firing them, which must be placed within our for- tifications on shore. Such means exist only in a few of our harbor§. I concur also in his judgment respecting an increase of the strength of the Engineer Battalion to 520 men, the minimum uumber consistent with reasonable efficiency. As stated in my last annual report, the work of engineer troops is more technical than is required in any other part of the Army; and while*this is so, they are regular soldiers, thor- oughly instructed in infantry tactics, and are as available in an emer- gency as any other troops of the line for any duty that may be required of soldiers. On our torpedo service much will depend in future wars, and 520 men in training for that service, for all our coasts and all our harbors, seems but a small number, and the desire of the Chief of En- gineers for an increase of 320 men above the 200 to which the battalion IV- EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. is limited by orders, under the reduction of the Army to 25,000 men, is a reasonable one, and should be granted. No increase of officers is nec- essary; simply a provision of law authorizing the recruitment of the Engineer Battalion by the number necessary to raise its strength to 520 enlisted men, this number to be in addition to the 25,000 men who now constitute the entire Army. The maximum strength of the battalion, as authorized by existing law, is 752, or 232 more than the strength recommended. The funds with which the works for the improvement of rivers and harbors were prosecuted during the past fiscal year were derived from the appropriations of the act of March 3, 1881, and balances remaining unexpended of previous appropriations, the total amount available for expenditure on July 1, 1881, being .16,379,020.87. For information relating to the improvements in progress reference may be made to the report of the Chief of Engineers, which contains a detailed account of the steps taken to carry out the provisions of law and of the progress and condition of these works. As regards the surveys of rivers and harbors called for by the act of August 2, 1882, the preliminary examinations are in progress, as re- quired and provided for in that act, to ascertain and determine which of the localities enumerated are worthy of improvement and the work a public necessity, and such surveys as may be found to come within the provisions of the act will be at once undertaken. The reports thereon will be submitted to Congress from time to time during the ensuing session as far as received. Preliminary arrangements are still incomplete and in progress under the direction and supervision of Mr. M. J. Adams, the inventor, for making a practical test of a flume for increasing the depth of water in the Mississippi, for which the sum of $20,000 was provided by act of March 3, 1879, and a further sum of $8,000 by act of August 2, 1882. A report upon the progress made since January, 1881, by the Mis- sissippi River Commission in carrying out the work intrusted to it was transmitted to Congress December 14, 1881. The subsequent pro- gress of that important work will be made the subject of a special com- munication to Congress at an early period of the ensuing session. The final report on the survey of the northern and northwestern lakes has been completed, and isnow in the hands of the printer. Office work has been continued in completing the maps and reports connected with the survey of the territory of the United States west of the one hundredth nmeridian. Seven atlas sheets have been finished. In the different military divisions and departments eight officers of the Corps of Engineers are employed in making surveys; in collecting and compiling notes, sketches, and maps made by officers of the Army on their scouts and campuaigns. Iiithis way the maps required for the use of the War Department are l)erfecte(, and for many localities these War Department maps are the only ones that are available for the use EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. V of other Executive Departments and Congress. There is a great demand for them from citizens for use in the location of railroads, mines, and val able lands. The appropriation of $50,000 to be used in continuing these surveys, and for i)ulblication of maps fr the use of the War I)epartinenit, is earn- estly recommended. Improvement of the South Pass of the Mississippi River.-The last annual report from this department brought the history of this work to August 13, 1881. During the three quarters from August 14, 1881, to May 13, 1882, both dates inclusive, the channel required by law was maintained without interruption. During the fourth quarter, from May 14, 1882, to September 9, 1882, both dates inclusive, there were excluded from computation twenty-seven days inll vich the required del)th of channel was not maintained. Four quarterly payments of $25,000 each for mainitenance, and two semni-annual payments of $25,000 each for interest oi the $1,000,000 retained, have accordingly beeu made to Mr. Eads. Time total expen- dlitures of thme government up to the latter date, on account of this imil pro\-ellelt, is $ 1,700,000. * * X- *3i * * ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1E REPORT OF THE CHIEF OF ENGINEERS. UNITED STATES ARMY. OFFICE OF THE CHIEF OF ENGINEERS, NITED STATES ARM Y-, Washington, D. C., October 19, 1882. SIR: I have the honor to present for your information the following report upon the duties and operations of the Engineer Department for the fiscal year ending June 30, 1882: OFFICERS OF THE CORPS OF ENGINEERS. The numbn)er of officers holding commissions in the Corps of Engineers, United States Army, at the end of the fiscal year was 104 on the active list and 9 on the retired list; the latter, however, under the law of Janu- ary 21, 1870, not being available for duty. Since the last annual report the Corps has lost, by death and retire- ment, six of its officers: Lieut. Col. Nathaniel Michler, who died at Saratoga Springs, N. Y., July 17, 1881; Maj. Charles W. Howell, who died at New Orleans, La., April 5, 1882; Maj. Williamn J. Twining, who died at Washington, D. C., May 5, 1882; Lieut. Col. Robert S. William- son, who was retired June 23, 1882, in conformity with provisions of section 1251, Revised Statutes; and Cols. Henry W. Benham and John N. Macomb, who were retired June 30, 1882, under the provisions of section 1 of the act of Congress approved June 30, 1882. There have been added to the Corps, by promotion of graduates of the Military Academy, one second lieutenant and two additional second lieutenants, whose commissions date from June 13, 1882, but who did not become available for duty until after the close of the year, and are, therefore, not included in the strength of the Corps. On the 30th.of June, 1882, the officers were distributed as follows : On duty, Office Chief of Engineers, including the Chief......................... 4 On duty, ----..--........------- fortifications and light-house duty .--..--...... .......---------....-- 1 On duty, fortifications and river and harbor works ---...- -....--..----......... 13 On duty, fortifications, river and harbor works, and light-house duty ........... 1 On duty, fortifications, river and harbor works, and "The Mississippi River Coin- mission"...... ...... -........ - ---..... ................... ......... ........ . . 1 On duty, Board _-- of Engineers ......------------.....---- ------......--..--------..........--................-------- 1 On duty, Board of Engineers and river and harbor works ....................... 1 On duty, Board of Engineers, fortifications, and river and harbor works......... 2 On duty, Board of Engineers, fortifications, river and harbor works, and light- house duty--..----....------......----......--......-------...--........................----............ 1 On duty, Board of Engineers, Battalion ttaio of Enieers, and fortifications .......... of En4eers, 1 -- On duty, river and harbor works..--....----......-----......----....---....------....--......----....--.... 31 (.3) 4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On duty, river and harbor works, light-house duty, and "The Mississippi River Commission"---...... ...... ......-----...........................----------- . ... ------.. 1 --------------------- On duty, river and harbor works and light-house duty.......................... On duty, survey of northern and northwestern lakes and "The Mississippi River Commission" ....--------------...... ......--- ---------------...........---...... 1 On duty, jetties at mouth of Mississippi River, fortifications, and light-house duty ---...---......-------.........----....--..........----.............................---- 1 On duty with Battalion of Engineers .......................................... - 10 On special duty in Europe......--- ....- ..............-... ...... .... ...-........ 1 On staff of General commanding Department, and on river and harbor works .... 1 On construction of building for State, War, and Navy Departments, Washington Aqueduct, and construction of Washington National Monument............... 1 On duty, fortifications, river and harbor works, and construction of Yorktown Monument ..--.........-- ............--................--.........................----. 1 Detached, on duty with the General of the Army, Generals commanding Divisions and Departments, Light-house Establishment, Military Academy, the Board of Commissioners of the District of Columbia, " The Mississippi River Commis- sion," and on special duty in Europe................... --..................... 28 104 The officers detached were on duty as follows: Col. William F. Raynolds, engineer fourth light-house district ................------------------.. 1 Lieut. Col. J. C. Duane, engineer third light-house district.....................---- ----- 1 Lieut. Col. O. M. Poe, on staff of General of the Army ..-...................... 1 Maj. O. E. Babcock, engineer fifth light-house district ----------............---..---------------........ 1 Maj. P. C. Hains, engineer sixth light-house district............................ 1 Maj. F. U. Farquhar, engineer secretary to Light-House Board ................. 1 Maj. G. J. Lydecke, Engineer Commissioner District of Columbia .... .. ...... 1 Maj. W. A. Jones, on staff of Major-General commanding Division of the Pacific.. 1 Capt. W. R. Livermore, on staff of Commanding General Department of Texas .. 1 Capt. J. F. Gregory, on staff of Lieutenant-General, Division of the Missouri .... 1 Capt. C. E. L. B. Davis, engineer tenth light-house district---....---..............----------------- 1 Capt. G. M. Wheeler, in connection with Third International Exhibition of Geog- raphy at Venice, Italy....----.----.--.....- ...........--------...... ---.....--......---..-----.....---......... 1 Capts. J. G. D. Knight and W. L. Marshall, in charge and disbursing officers of works under "The Mississippi River Commission"............--..-- .............. 2 Capt. W. S. Stanton and Lieut. I. S. Taber, on duty with Company E, Battalion of Engineers, and at Military Academy -------------------...--....---.--...----....-....----- 2 Lieuts. Eric Bergland, Willard Young, S. W. Roessler, and J. L. Lusk, on duty at the Military Academy ....................................---------------- - -- --- - ---------------..--..-..--........--- 4 Capt. R. L. Hoxie and Lieut. F. V. Greene, assistants to Engineer Commissioner ------------------------------------------- 2 of the District of Columbia ................................................... Lieut. G. J. Fiebeger, on staff of Commanding General, Department of Arizona.. 1 Lieut. D. C. Kingman, on staff of Commanding General, Department of the ------------------------- Platte ...................................................................... 1 Lieut. T. N. Bailey, on staff of Commanding General, Department of the Missouri. 1 Lieut. T. W. Symons, on staff of Commanding General, Department of the Co- lumbia------.....................------------...-------------------------------------------............................................. 1 Capt. C. B. Sears, executive officer of " The Mississippi River Commission," assist- ant and secretary to the committee on construction, and disbuirsing officer under the Commission .-----.......--........---------............. ...----....--...------.... .....-------.....--------.......--- 1 Lieut. S. S. Leach, secretary and disbursing officer of " The Mississippi River Commission" ...................... ...........----....--------- -...-------............. .... 1 -- 28 SEA-COAST AND LAKE-FRONTIER DEFENSES. No appropriations for new works or for the modification of our exist- ing sea-coast defenses have been made for many years. These latter consist of two classes-- casemate defenses and earthen defenses. Our casemate defenses, than which there were none stronger in the world in their time, were built in the days of smooth-bore guns, and when wooden walls were the only protection of guns afloat; but the masonry scarps of these defenses, long since out of date, would not adequately resist the fire of the powerful rifled guns with which the powers of Europe have armed their ships of war, and the casemates or gun-rooms are SEA-COAST AND LAKE FRONTIER DEFENSES. 5 too small in all their dimensions for the use of modern sea-coast artillery. The fronts of modern casemated works are either constructed entirely of iron, or have massive shields of iron for the protection of guns and gunners. We have not a single work of either kind. The parapets and traverses of earthen batteries, when constructed of thicknesses now deemed sufficient by military engineers, require great de- velopment of space, many times greater than formerly, and the sites at the headlands and within many of our harbors suitable for the defense of our cities, navy-yards, and arsenals of supply by means of such bat- teries are comparatively few. Most of these sites are now occupied by earthworks, some of which were constructed many years ago. Their parapets are thin, their traverses are not high enough or thick enough to meet the requirements of a good defense, and some are without any traverses whatever, and are antiquated and inefficient. While the re- maining number of our earthen batteries are comparatively modern and have thick parapets, high and thick bonneted traverses, well-pro- tected magazine and shell rooms, and platforms adapted for modern can- non, they were but partially finished when Congress ceased to make appropriations for fortifications, and they are fast being destroyed by the elements by reason of their incompletion. In respect of submarine mines or torpedoes we are better prepared, although much remains to be done to make this part of our system complete, as will be seen further on. Although torpedoes cannot be re- lied upon alone to exclude the war ships of an enemy, for the reason that if he is not exposed to the fire of fortifiations on shore he can by means of his boats grapple for and remove the torpedoes at his leisure, they are an indispensable adjunct to fortifications in modern harbor de- fense. As many torpedoes as the appropriations for the purpose have allowed have been purchased and stored in the fortifications of some of our principal harbors, ready to be planted in their channels and fairways and considerable numbers of electrical instruments for firing them from the shore have also been acquired. While this has been done, and the plans of the torpedo lines and groups have been prepared for some of the most important of our harbors, they could not successfully be utilized in the event of war for the want of the subterranean masonry galleries leading from the fortifications to low-water which are necessary for car- rying the wires connecting the torpedo lines with the electrical instru- ments on shore. These instruments must be placed in chambers within the fortifications, hidden from the enemy's view and protected from his shot and shell. Nor have the chambers themselves been constructed, except in a very few instances, for the reason that appropriations have not been made for them, although this department has for some years past, in its annual reports, presented the impolicy of delaying these im- portant constructions until the breaking out of foreign war. In former elaborate reports from this department, especially the re- ports for the years 1880 and 1881, it has been endeavored to invoke the attention to our unpreparedness for war, and to show that modern for- tifications require many years for their construction, and that we are icmost utterly lacking in such fortifications; that neither our geograph- alal position, nor our forbearance, nor the equity of our policy, can avail to prevent our being engaged, sooner or later, in foreign war; that when war comes in these days, it often comes suddenly; that to be prepared for war is often to prevent it; that some of the richest of our cities and the most important of our navy-yards and arsenals of supply for our armies are within easy reach of the naval depots of some of the most powerful of maritime nations, and that in a few days after the declara- 6 REPORT OF TIIE CHIEF OF ENGINEERS, U. S. ARMY. tion of war it is possible for the enemy's fleets to run into our harbors and in a few hours destroy immense amounts of the property, which, under present conditions would be exposed to his shot and shell, and which has been estimated at $2,000,000,000; that, however powerful. in num- bers and valor our armies may be, without the aid of fortifications and their accessories they cannot prevent the destruction of our seaboard cities by the ships of a maritime foe, and that, while reliance can be had in no other mode of defense, a defense by fortifications and torpedoes is the most efficient, the most enduring, and the least expensive. Our present system of sea-coast defense is the same as that which has been steadily pursued by this department from the first, excepting the changes which have been brought about by the introduction of torpe- does into modern warfare (and these have added much more to the de- fense than to the attack), but our fortifications must be made very much stronger than formerly. The conditions which must be filled by this system may be stated as follows: Efficient fortifications must command from the shores exterior to our harbors all the waters from which the enemy can reach our cities and navy-yards with his shot and shell; the harbor mouths and all the Inar- row passes within them must also be occupied, and if nature has not afforded all the positions deemed requisite, others must, if practicable, be formed artificially, so that the enemy may nowhere find shelter from our fire while lying within our harbors, should he succeed in passing the outer lines of works. The harbor mouths and channels must be obstructed by lines of electrical torpedoes for holding the enemy's ves- sels under fire of the fortifications. These must be previously con- structed and stored in the latter, and laid, on the advent of war, in systems, the plans of which have been carefully elaborated in time of peace by studies of the local charts and tidal currents, each harbor having its own system recorded in this department. The wires for con- ducting the. current from the electric apparatus on shore must at the same time be laid securely in subterranean galleries, carried out to low-water, and the electric machines themselves must be placed in chambers within the fortifications, hidden from the enemy,and secured beyond all peradventure froim his direct and curved fire. These gal- leries and chambers must be covered with heavy masonry arches and great masses of earth, and the former, to be efficient, must be indu- rated, and the latter compacted by time. The torpedo lines must be served by officers selected from the Engineers and Artillery, assisted by detachments from a torpedo corps of intelligent and skilled Engineer soldiers, and both officers and men must be thoroughly instructed in the theory and practice of electricity and torpedo obstructions, for they must know how to render the torpedoes instantly harmless for our own vessels or active against an enemy's. Heavy mortars must be placed in large numbers to command all those positions where an enemy is likely to anchor within their range, either for the purpose of tampering with or destroying our torpedo lines, or shelling our cities and public depots of military and naval supplies. The efficiency of mortar batteries against shipping is acknowledged by all military engineers; it is fully appreciated by the navies of all nations, and they are comparatively inexpensive. Our guns and mortars must be capable of piercing the sides of his iron-clads and of breaking in his decks, and they must be mounted in numbers sufficient to make it impossible for any of his fast- running war steamers to get past our works. That our actual sea-coast defenses are fihr from filling these conditions is evident fromn what has preceded, and to this it may be added that our SEA-COAST AND LAKE FRONTIER DEFENSES. fortifications, such as they are, are but partially armed, even-with;the old ordnance: many of our gun batteries are without guns, and mortar batteries are without mortars; we have no carriages for;barbette "our guns of large size, except those which require the cannoneers to mount the parapet to load, thus exposing them to be picked off in detail by an enemy's sharpshooters; and we have less than two hundred Engineer soldiers for torpedo and all other engineer service, while five hundred and twenty is the least number which should be available to supply the detachments required for torpedo duty alone in our fortified harbors. It is believed that there is hardly any civilized nation so illy prepared for war, as far as maritime defenses are concerned, as the United States. The European powers have not neglected to avail themselves of the re- sults of their extended experiments and of the experience gained in modern wars, and they have expended large sums of money in the use of iron for their coast defenses, both in the form of turrets and of straight scarps, and to a limited degree in the construction of earthworks of great strength. It may be that we are wiser than they in leaving the question of coast defense in abeyance; but the concurrent judgment and actions of nearly all other civilized countries respecting their own dangers does not war- rant this opinion. In this connection attention is invited to a preliminary report, which is appended hereto, by Lieutenant Bixby, Corps of Engineers, who, by your direction, has visited most of the maritime countries of Europe for the purpose of procuring certain information respecting their use of iron in sea-coast defenses. (See appendix 3, page 435.) The estimates submitted, based on the several estimates of the officers in charge, exhibit the amounts which are deemed necessary for the com- mencement, the continuance, and the completion of the several works of defense during the next fiscal year. Attention is invited to the estimate of $100,000 for continuing the purchase of torpedoes, to be stored in our fortifications, and planted, on the advent of war, in the channels and fairways of our harbors, and for providing such portions of the electric apparatus by which the torpedo lines are to be fired as cannot readily be obtained in the event of sud- den hostilities. The material is not liable to deteriorate, and in the judgment of the Board of Engineers for Fortifications not less thanl $100,000 should be expended annually for se veral years to come in pro- viding these most necessary supplies. Attention is also invited to the item of 200,00,000 for preparing our most important fortifications for operating torpedo lines, by providing bomb- proof chambers for the electrical apparatus, and the bomb-proof subter- ranean galleries through which the electric wires are to be carried to deep water; all these being essential to the operation of the torpedo system of defense in connection with the fortifications themselves. The Board of Engineers for Fortifications, whose suggestive and valuable report will be found on page 411, urges its views on this important matter as follows: The debate in Congress upon the bill making provison for the current year renders it evident that the vast importance of preparing our forts for successfully operating and defending the torpedoes was not understood. Without such preparation it would be of little use to have therm in readiness. They are all controlled by electricity. To convey the electrical current insulated wires must extend from a secure bomb-proof to each torpedo. If these wires are not buried.so deeply in the earth as to be out of the reach of hostile artillery fire, a single lucky shot may destroy the power of ex- ploding all the mines, and hence may open the channel to the enemy. Very few of our forts are provided with these bomb-proof operating-rooms andl cable-shafts and 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. galleries, and a special appropriation is required for constructing them. After the breaking out of war the needful time would be lacking, and this matter cannot be urged in too strong language. The cost will be small-probably $200,000 would cover the more important stations on the Atlantic coast-and it is recommended that a special item for this purpose be inserted in the bill for the coming year. These preparations are as necessary to our torpedoes as triggers are to our rifled muskets; in fact, they may perform a like function. I beg leave to quote from the same report the views of the Board of Engineers for Fortifications respecting the necessity for increasing the number of enlisted men in the Battalion of Engineers: Before any reasonable expectation of successfully defending our coast with torpe- ,does can be entertained another matter should receive attention. Torpedoes will not plant and operate themselves. This must be done by soldiers specially trained in the use of electricity and instructed in certain difficult and delicate mechanical opera- tions. In every nation this duty is devolved upon the Engineer troops, and Congress has made the same provision for our service. The Battalion organization provided by law is sufficient for the purpose; but the restriction of the total enlisted force of the Army to 25,000 men, and the pressing need of troops to perform police duty among the Indians on the plains, has so reduced the authorized strength of the Battalion that only about 100 men are under instruction for defending our whole sea-coast and lake frontier. This difficulty is best met by the plan suggested by the General of the Army in 1879, viz, to place the Engineer troops upon the same footing as to recruiting as the Signal Service men. The latter are not included in the 25,000 men to which the strength of the Army is restricted by law. A provision to this effect would allow the President to recruit the Battalion to a maximum strength of 752 men, which would be sufficient for present needs. These men are excellent soldiers, thoroughly instructed and disciplined, and inferior to no others in the service. In the competition last year for the Nevada trophy, offered for excellence in marksmanship, and open to the entire Army, one of the Engineer companies took the second place. These troops are as available as any others for use as infantry in any sudden emergency, while their special training and knowledge as the Torpedo Corps of the Army would make them of inestimable value should our coasts be attacked by a maritime power. This increase would be restricted entirely to enlisted men, and would involve an expense insignificant in proportion to the interests involved. The foregoing opinions of the Board of Engineers for Fortifications on the important questions just referred to, have my hearty concurrence. I should add that for some years past the sum of $175,000 has been annually appropriated for the protection, preservation, and repair of our fortifications, which more than any other national structures, with the exception, perhaps, of light-houses, are subject to the destructive and deteriorating effects of the sea. The same amount will be found in the estimates for the next fiscal year. FORTIFICATIONS. DEFENSES OF THE NORTHERN FRONTIER. Fort Wayne, Michigan, in clarge of Malqj. Walter McFarland, Corps of Engineers.--This work is situated on the west bank of the Detroit River, within the limits of the city of Detroit, and commands the passage of the Detroit River. It is a square bastioned work, commenced in 1841, with a brick and concrete scarp replacing the original timbered scarp, detached parapet on the curtains and faces, an unfinished demilune on the water front, and unfinished water batteries on the up and down stream sides. Nearly $8,000 have been expended here during the last year in doing the following work, which was very much needed: Repairing top of scarp wall : This, which consists of a brick paving, was very much cracked, broken, and loosened by water and frost over its whole surface of about 2,000 square yards, so that a good deal of damage had been done to the brick masonry beneath by the water which DEFENSES OF' THE NORTHERN FRONTIER. DEFENSES OF THE NORTHERN FRONTIER-COntinued. leaked or ran through. About 7,600 brick had to be cut out and re- placed. In places the whole surface had to be taken up and relaid. A large part of the joints had to be cleaned out, caulked, and pointed, and in many places where the joints and cracks were too small for the admis- sion of mortar they were filled with red-lead putty. The brick coping at the salient and shoulder angles, twelve in all, being weak from its position and much damaged, it was replaced by cut stone, the stones weighing from 1 to 1 - tons each, and extending back about 4 feet on the wall. Sally-port. The salient angle at the turn inside had been much damaged by passing carts. This was cut smooth and the masonry was pointed. The masonry of the sewer cesspools was relaid and gratings supplied. Six casemate pent-houses were built of heavier pattern than the old ones, and were covered with water-proof canvas. The old ones were very leaky. A new roof was constructed to the magazine. Wire screens were placed in the ventilators; the floor of the passage-way around it raised with concrete, so as to throw off the water and melted snow that form- erly settled there, and its walls and the retaining-walls connected with it were pointed. Repairing and pointing scarp-wall. This wall was in an exceedingly bad condition, the leakage through the damaged coping having washed out and loosened the mortar in the brick facing to a very great extent. The loose mortar was removed often for a depth of 3 inches, and the joint was then caulked, and pointed with pointing mortar, made of one part of Portland cement and one and a half parts of fine-screened sand, the method of application being that prescribed in Gillmore's work on Limes and Cements. The masons 6f the present day don't understand this process, as it seems to have been confined almost exclusively to forti- fication work, and they had to be taught, and the work therefore was slow and expensive, costing for labor and material about $1.30 per square yard of brick surface. Many of the brick were so much broken, worn, and disintegrated that they had to be cut out and replaced by new ones. After completing the work already described under the first seven items, there remained only money enough to point one of the fronts, the northwest, and one face of the adjacent bastion, the north. As it was evident that the whole expenditure could not be made before the close of the fiscal year, authority was given to form a contract for the com- l)letion of the pointing so far as the funds available would allow. Calls for proposals, accompanied by specifications, were sent to a number of masons, and, in consequence thereof, a contract was formed with John Ratigan, of Oswego, who had had experience in this kind of work; the amount of the contract being about $1,240, and the work to be finished probably in July. The northwest front, which has been completed, was in a worse con- dition than any of the others. To complete the other fronts in the same way and to point the interior faces of the detached parapets and the flank casemates will cost about $9,000 more. There has been some settlement of the earthwork behind the detached parapet, so that rain- water does not run off, as it was intended that it should, through the stone gutter that passes through the wall, but soaks in and damages the wall. This should be rectified. These changes being made, the work would be in a very good con- 10 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE NORTHERN FRONTIER-Continued. dition, and would probably require nothing more to be done to it for many Tears to come. Fort Wayne is now garrisoned by four companies of the Tenth In- fantry, and is the headquarters of the regiment. Vo appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next tiscal year. Fort Porter, Black Rock, near Buffalo, N. Y., in charge of Maj. Walter McFarland, Corps of Engineers.-This work, commenced in 1842, is sit- uated on the Niagara River, within the limits of the city of Buffalo, and consists of a square stone tower or keep, in ruins, surrounded by a square barbette battery. The keep was nearly destroyed by fire many years ago, and the en- tire work is, in its present condition, useless for offense or defense. By joint resolution of Congress, approved July 11, 1870, published in General Orders 93, July 22, 1870, permission was granted to the city of Buffalo, through its park commissioners, "to improve and beautify the grounds known as Fort Porter, situated in said city, and belonging to the United States, in connection with a public p)ark to be laid out on land adjoining the said grounds, the plans for the same to be approved by the Secretary of War: Provided, That this resolution shall not be con- strued to pass any title in the said grounds, but that the ownership and control of said grounds shall remain entirely in the United States, and shall be subject to such changes and uses for military purposes as the Secretary of War may direct." Under this authority the larger part of the United States grounds at Fort Porter have been handsomely laid out and improved by the author- ities of the city of Buffalo. The fort is garrisoned by two companies of the Tenth Infantry, living in quarters outside. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Fort Niagara,mouth of Niagara River, New York, in charge of Maj. Wal- ter McFarland,Corps of Engineers.--This work, commenced in 1839, is situated at the mouth of the Niagara River, on the south shore of Lake Ontario, about 40 miles from and east of its western extremity. It is an irregular work, having one strong land front running nearly north and south, extending from Lake Ontario at its northern extremity nearly to the Niagara River at its southern extremity. This front is half bastioned, with detached parapet, demilune, and four casemates for how- itzers in each flank. The rest of the tracedis irregular, following the gen- eral course of the river and of the lake shore. The work contains two masonry block-houses, built by the French about 1757, and other buildings begun by the French and finished by the English after its capture by them during the French and Indian war. No money has been expended on this work since 1871, except for slight repairs. The work has no armament and no gun platforms, excepting a timber one in the south bastion for a 44-inch siege gun. The allotment for this work from the appropriation for protection, preservation, and repair of fortifications, 1582, was partly applied during November and December to the repair of the jetties protecting the shore line, which were much decayed. It was the intention to apply the balance of this allotment to the repair of the scarp-wall, replacing the damaged brick, relaying the DEFENSES OF THE NORTHERN FRONTIER. 11 DEFENSES OF TIIE NORTHERN FRONTIER-Continued. coping, and repointing the surface, in the spring, after the work at Fort Wayne should be completed. This latter work, however, took a longer time than had been anticipated, so that it was impossible todo the pro- posed work at Fort Niagara before the close of the fiscal year, and the money was applied to the Fort Wayne work. The scarp-wall is in need of pointing, and the coping needs repair in many places. The fort is garrisoned by one company of the Third Artillery living, in quarters outside. No appropriation was made for the fiscal year ending June 30, 1S83. No appropriation asked for next fiscal year. Fort Ontario, mouth of Oswego River, New York, in charge of MIaj. Walter McFarland,Corps of Engineers.-This work, commenced in 1839, is situated at the mouth of the Oswego River, on its east bank, and on the south shore of Lake Ontario, and lies within the limits of the city of Oswego. It is a bastioned work, pentagonal in shape, with one front facing the lake, one facing the river, and three land fronts, the middle one of which has a demilune. The scarp, which is unfinished, is of masonry; the counter-scarp is revetted with timber. The sallyport passes through the curtain of front 4, which is that one of the three land fronts which lies nearest the river, with bastion D on its left, and bastion E on its right. The flanks which cover this entrance are furnished with three casemates each for howitzers. The faces adjacent to these flanks are partly fur- nished with scarp galleries loop-holed for musketry. All the other flanks are to be provided with scarp galleries loop-holed for musketry ; but five of them are not yet built. No money, except for slight repairs, has been expended upon this work since 1872, and its condition is now essentially the same as it was shown to be in the annual report for that year, excepting that some minor repairs have been made, and tight board fences, seven feet high and flush with the face of the scarp walls, have been constructed at and over those points where the scarp wall is unfinished and so low as to admit of easy access to the interior of the work from the ditch. The work has no armament, and no preparations for any except the flank casemates on front 4. It has no garrison, and has been transferred to the Engineer Department for repairs, under instructions from the General of the Army, concurred in by the Secre- tary of War. The Board of Engineers for Fortifications recommend that this work be left as it is for the present. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Fort Mlontgomery, outlet to Lake Champlain, New York, in charge of Col. Henry W. Benham, Corps of Engineers.-This casemated work, com- menced in 1841, occupies a strategic )pointof great importance, and commands the entrance to Lake Champlain from the IRichelien or Saint John River. The casemates of this work were reported as having been always damp and unfit for quarters. Operations, therefore, during the ptast fiscal year were mainly conducted with a view of repairing these defects as far as they could be discovered and as the available means allotted from the general appropriation for the preservation and repair of forti- fications would permit. In excavating to the arches it was found that the asphalt covering 12 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE NORTHERN FRONTIER-Continued. was much more injured than anticipated, and that this was partly due to a separation of the scarp wall fro m the arches, it is believed from the effects of frost, leaving, often, spaces of an inch or more in width for the water to pass to the casemates below. Many of these cracks were directly under the gun-platforms and difficult to get at; and the ground being still frozen hard during the latter part of April, the ex- cavating of the earth cover could only be proceeded with slowly. Even as late as the end of May the vertical conductors were one mass of ice, as reported, and so were also the blind drains in the valleys of the arches; and, of course, the water, instead of being readily carried off by the means provided, would remain stationary over the arches, and eventually find its way through defects in the asphalt covering to the masonry underneath; an evil which will be difficult to remedy in that severe climate, as the common asphalt covering now in use has failed to ma.ke the casemates waterproof. Besides these repairs-principally made on bastions A, D, and E, and on curtains I, II, III, and V-de- pressions in the terre-plein have been filled to prevent the settling of water.in such spots ; but the water flowing over the coping of the parade wall, a gutter there, as at Fort Hamilton, might much aid in keeping this part of the masonry dry. The brick arches of the embrasures of the second tier and the breast- height wall have been repaired and repointed, as have also the under sides of the arches of bastion D. On curtain III the slopes of the breast-height wall have been resodded, and the wooden covers of the barbette magazine and the thresholds of the casemate doors renewed. Necessary repairs have also been made to the bridge in the causeway. To complete the modifications or repairs of this work as at present planned and approved, the following sums are required, viz: , For strengthening casemate arches, curtains I andi V .... .............. $1 000 00 For thickening magazine walls ........... .. .. .. ...... ...... ....... 18, 000 00 Total .---..-------..-----.... ---.....-------..........-- ... ------......------....--.... .---------------- '30, 000 00 No appropriation having been made, no work was done at this fortification during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this pur- pose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year...........- .... .... --....--....--.... 30, 000 00 DEFENSES OF THE PENOBSCOT. Fort Knox, Bucksport, Penobscot River, Maine, in charge of Lieut. Col- C. E. Blunt, Corps of Engineers.-This work, situated at the narrows of the Penobscot River, furnishes a defense for the city of Bangor, 18 miles above, and other towns bordering the river, and renders it available as a secure harbor of refuge for the shipping of the extensive eastern coast. The work, which was coin ienced in 1843, consists of a casemated main work and exterior earthen batteries, both requiring extensive modifica- tions. It remains in an unchanged condition, no operations having been carried on during the fiscal year except for the necessary care and preservation of the property. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. 13 DEFENSES OF THE KENNEBEC. Fort Popham, Kennebec River,. Maine, in charge of Lieut.. Col. C. E. Blunt, Corps of Engineers.-This casemated work, commenced in 1857, defends the entrance, through the mouth of the Kennebec River, to the rich valley of this river, the cities of Bath and Augusta, and the United States arsenal at the latter place. The work,*which requires extensive modifications, remains in an un- finished condition, no operations having been carried on during the fiscal year, except for the necessary care and preservation of the property. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF PORTLAND. Fort Gorges, Portland Harbor, Maine, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-This casemated work, commenced in 1857, is one of the series of forts designed to defend the harbor, and channels leading into the harbor, of the important strategic position occupied by the city of Portland. Its construction was suspended for want of funds in 1876, and the work is in an incomplete condition. The long suspension of operations causing deterioration, the working plant must be renewed when work is resumed. No appropriation having been made, no work was done at this fortification during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this pur- pose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.... ...----...............--... $12, 000 00 Fort Preble, Portland Harbor, Maine, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-This work occupies such a pIosition that three-fourths of its guns command the two principal channels entering the harbor of Portland. The original work on this site was built in 1808. The new earthen batteries with parados and traverse magazines, which have been par- tially executed, are in an incomplete condition and suffering from exposure. The condition of the work is unchanged from the close of the last fiscal year. The derricks and other working machinery have so deteriorated dur- ing the long suspension that cousiderable expense must be incurred in their renewal. No appropriation having been made, no work was done at this fortitica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year..-- .... .. ...-- .... .......----. .. --- $3, 000 00 Fort Scammel, Portland Harbor, Maine, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-This work, commenced in 1841, occupies a very important position in the harbor, and commands four of the chan- nels leading into it. It is an inclosed work with detached masonry bas- tions and heavy earthen batteries. Plans for its modification and for additional earthen batteries have been prepared by the Board of Engineers for Fortifications and ap- 14 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PORTLAND-Continued. proved by the Secretary of War. They are only partially executed, and the work is in an incomplete condition. approtpriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ...... .................. .... $100, 000 00 Battery on Portland Head, PortlandHarbor,Maine, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-Thismodern earth work, commenced in 1873, will, when completed, cover by its guns all the approaches to the main channel leading into the harbor, and will prevent by its fire an enemy's fleet from taking up, unopposed, a plosition behind Bang's Island from which to bombard Portland or shell the shipping in the harbor. This work remains in the incomplete condition reported at the close of the last fiscal year. For the construction of the operating-room and gallery for torpedo- cables and for continuing work on the battery itself, an appropriation of $50,000 is asked. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year_ ............... .............. $50, 000 00 Batteries on Cow Island, approaches to the harbor of Portland,Maine.- The object of these earthworks is, with batteries designed to be placed on Great Flog Island. to prevent an enemy's occupation of Casco Bay and to guard the passage from it to Portland Harbor. Plans for the construction of batteries for the heaviest guns on this island have been prepared by the Board of Engineers for Fortifications, and it is proposed to commence work upon them as soon as funds are available. No appropriation for their construction has yet been made. Appropriation asked for next fiscal year....................................... $50,000 00 Batteries on Great Hog Island, approaches to the harbor of Portland, Maine.-The object of these earthworks is, with batteries designed to be placed on Cow Island, to prevent an enemy's occupation of Casco Bay and to guard the passages from it to Portland Harbor. Plans for the construction of batteries for the heaviest guns on this island have been prepared by the Board of Engineers for Fortifications, and it is proposed to commence work upon them as soon as funds are available. No appropriation for their construction has yet been made. Appropriation asked for next fiscal year. .............................. $50, 000 00 DEFENSES OF PORTSMOUTH AND THE NAVY-YARD AT KITTERY. Fort McClary, Portsmouth Harbor, New Hampshire, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.--This work, together with Fort Constitution, opposite, forms the inner line of defense to the mouth of the Piscataqua River and to the navy-yard at Kittery, Me. The original fort was commenced early in the present century. An SEA-COAST DEFENSES. 15 DEFENSES OF PORTSMOUTH AND THE NAVY-YARD AT KITTERY- Continued. inclosed barbette work was commenced in 1863, but has not been com- pleted. The work remains the same as at the date of last report, no operations having been carried on except for the necessary care and preservation of the property. No appropriation was made for the fiscal year ending June 30, 183. No appropriation asked for next fiscal year. Fort Constitution, Portsmouth Harbor, New Hampshire, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-This work, together with Fort McClary, opposite, forms the inner line of defense to the mouth of the Piscataqua River and to the navy-yard at Kittery, Me. Extensive modifications are required for the casemated work at this place before proceeding with its construction. Plans for an exterior earthen battery for heavy rifled guns have been approved )bythe Sec- retary of War, but it has not yet been commenced. The condition of this work has remained unchanged since the date of the last Annual Report, no operations having bleen carried on except for the necessary care and preservation of the property. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Battery on Gerrish's Island, Portsmouth Hiarbor, New Hampshire, in charge of Lieut. Col. C. E. Blunt, Corps of Engineers.-This earthwork, with the one opposite on Jerry's Point, forms the outer line of defense to Portsmouth Harbor and to the navy-yard at Kittery, Me. It was com- menced in 1873. The work remains in the same incomplete condition rel orted at the close of the last fiscal year. Plans for the completion of this work have been prepared oy the Bo- rd of Engineers for Fortifications and approved by the Secre ary ofT War, but are only partially executed. An appropriation is asked for constructing the operati, g ;oomi and gallery for torpedo-cables and continuing work on the batt( y )roper. No appropriation having been made, no work was done at this for- f sa- tion during the last fiscal year beyond its protection, preservat;.n,. n~ ( repair, as far as was possible with the general appropriation made For this purpose, and no other work is contelmp lated during the cnur nut fiscal year for the same reason. Appropriation asked for next fiscal year.... ---......... --......... ...... $36, 000 00 Battery on Jerry's Point, Portsmouth Harbor,New Hampshire, in charge of Lieut. Col. C. E. Blunt, Corps of Engiaeers.-This earthwork is on the western side of the entrance to the harbor of Portsmouth, New Hamp- shire, and with the battery at Gerrish's Island, on the opposite side of the entrance, forms the outer line of defense to that harbor and to the .navy-yard at Kittery, Me. It was conimnenced in 1873. Plans for the completion of this work have been prepared by the Board of Engineers for Fortifications and approved by the Secretary of War, but are only partially executed. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year. .. ............ ............. $50, 000 00 16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF BOSTON AND THE NAVY-YARD AT CHARLESTOWN. Fort Warren, Boston Harbor,Massachusetts, in charge of Col. Henry W. Benham,Corps(f Engineers.-Thisimportant casemated work on George's n commenced in 1833, is for the defense of the main-hanne of-en- trance to Boston Harbor, and commands the anchorage of Nantasket Roads. For some years past operations have been confined to the expendi- ture of an allotment from the general appropriation for the preserva- tion and repair of fortifications, in the general care and oversight of the work and its property, in repairing the earth-slopes and sodding, with such slight repairs to the masonry as were imperatively needed. During the year about 500 square yards of sodding were relaid; the surface drains were cleaned and rearranged, and some minor repairs were made to the Engineer buildings. The condition of the work at the close of the fiscal year is essentially the same as at the date of the last report, excepting that the injuries to the masonry of the scarp of the curtain of front 2, and the concrete work in bastions B and E, which have been referred to in the Annual Reports for years past, still continue. An appropriation is asked for the imodification and completion of the work according to plans prepared by the Board of Engineers for Forti- fications. No appropriation having Ieen made, no work w;as done at this fortifica- tion during the last liscal year beyond its prote:erion, tpreservatioln, and repair, as far as was possible with the general alpropriation made for this purpose, and no other work is contemplated (luring the current fiscal year for the same reason. Appropriation asked for next fiscal year.-..-....- -...-.. -- .... ---. $100, 000 00 Battery at Long Island Head, Boston Harbor, Massachusetts, in charge of Col. Henry W. Benhamn, Corps of Engineers.-This earthwork occupies an important position in the outer line of defense for Boston Harbor, and its guns bear on all the channels of entrance. It was commenced in 1871, and was designed for the reception of the heaviest modern ordnance. Nothing has been done in construction since the fiscal year 1875-'76 for want of appropriations, and the work, the plans of which have been prepared by the Board of Engineers for Fortifications and approved by the Secretary of 'ar, is in an unfinished condition. No active operations have been under way, owing to the want of funds. The allotment from the general appropriation for the preservation of fortifications for this work was expended in the general care and over- sight of the work and its property, and in effecting some repairs to the earth-slopes of the traverse magazines; in replastering the ventilators of these magazines, and in slight repairs to the Engineer buildings. The condition of the work is essentially unaltered from that at the date of the last Annual Report. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with ihe general appropriation made for this purpose, aild no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ........ ...----..-- --...... ...---.. . $50, 000 00 Fort Winthrop, Boston Harbor, Massachusetts, in charge of Col. Henry V. Benham, Corps of Engineers.-This work, on Governor's Island, is one of the works forming the inner line of defense for Boston Harbor. The present work was commenced in 1844, and consists of a central SEA-COAST DEFENSES 17 DEFENSES OF BOSTON AND THE NAVY-YARD AT CHARLESTOWN- Continued. casemated keep and exterior earthen batteries. The mortar battery is intended for six or twelve mortars. All of the gun-platforms of this fort, with the exception of the eleven in the exterior tower battery, are now ready for their armament. The plans of this fort havebeen modi- fled by the Board of Engineers for Fortifications for the reception of modern ordnance, and they have been partially executed. No active operations have been in l)rogress, owing to the want of funds. The allotment from the general appropriation for the preservation and repair of fortifications for this work was expended in the general care and oversight of the property, in repairing and resodding about 600 square yards of earth-slopes, principally at the counterscarp of the tower ditch, and the traverse magazines of the south battery. Small sea-walls are required for the protection of the sites of the east and south batteries. For the one planned for the east battery $30,000 will probably be sufficient, but the last year has shown that the south battery site requires still further protection, at least as much again as formerly estimated for. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the cur- rent fiscal year for the same reason. Appropriation asked for next fiscal year....................... ...... $100, 000 00 Fort Independence, Boston Harbor, Massachusetts, in charge of Col. Henry W. Benham, Corps of Engineers.-This casemated work, situated on Castle Island, is one of the inner line of defenses for the harbor of Boston. The present work was commenced in 1833. During the entire year active operations have again been suspended from a want of sufficient funds, but the work is in essentially as good order as at the date of my last report. An allotment from the general appropriation for the repair and pres- ervation of fortifications was made and expended in the repairing of the earth-slopes of the parapet of the enciente, and in partially resod- ding them, as also in replastering the unfinished masonry of the breast- height wall of the east exterior battery, and in protecting this new plastering with a temporary cover of earth. The plans of this work have been modified by the Board of Engineers for Fortifications for the reception of modern heavy ordnance, and they have been partially executed, but no work has been done since the fiscal year 1875-'76, on account of want of appropriations. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year................................ $50, 000 00 DEFENSES OF NEW BEDFORD. Fort at Clark's Point, New Bedford Harbor,Massachusetts, in charge of Lieut. Col. G. K. Warren, Corps of Engineers.--This casemated work, commenced il 1857, commands the entrance of the harbor of New Bed- ford. Plans for new earthen batteries for modern heavy guns have been corn- 2 E 18 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW BEDFORD-Continued. pleted by the Board of Engineers for Fortifications, and work can be begun as soon as money is appropriated. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation male for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ................................. $30, 000 00 DEFENSES OF NARRAGANSETT BAY. Fort Adams, Newport Harbor, Rhode Island, in charge of Lieut. Col- G. K. Warren, Corps of Engineers.-This large and important work, commenced in 1824, defends the harbor and city of Newport, and coin- mands the principal passage to Narragansett Bay, one of the best road- steads on the coast. The preparatory work for the construction of the new exterior earthen battery for modern ordnance (such as opening roads, draining the grounds, &c.) having been all completed, rapid progress can be made in construction when the necessary funds are appropriated. This impor- tant battery at the end of the fiscal year 1875-'76 had but recently been commenced, in accordance with plans approved by the Secretary of War, and no work has been done since that year for want of appropria- tions. An allotment of $10,000 was made to this work from the appropria- tion for protection, preservation, and repair of fortifications approved March 3, 1881, for repair of the permanent wharf. With this, the west wall, with the exception of 25 feet near the head, has been entirely rebuilt. In doing this the slatestone used in the backing of the old wall was discarded, and granite only was used. About one hundred headers, weighing from two to five tons, were purchased and used in the wall. The length of wall rebuilt was 370 feet. The head of the pier which forms the east side of the basin which had never been finished was built up to above high-water. The covering of casemate quarters with concrete, commenced last year as an experiment, having proved very satisfactory in keeping te water out, and having withstood the winter's frosts, was continued this sea- son. With the $1,000 allotted, the casemates on the east front were covered and leaks on the north front stopped. The bridges leading from the parade to the upper casemate battery on the west front have been rebuilt, and some needed repairs have been made to the Engineer buildings. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ............................... $40, 000 00 Defenses of Dutch Island, western entrance to NarragansettBay, Rhode Island, in charge of Lieut. Col. G. K. Warren, Corps of Engineers.-These earthworks, commenced in 1863, command the western passages to Narragansett Bay. The appropriation asked is for continuing the construction of barbette SEA-COAST DEFENSES. 19 DEFENSES OF NARRAGANSETT BAY-Continued. earthen batteries for modern ordnance, in accordance with plans ap- proved by the Secretary of War. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year...... ............ ...... .... .... $30, 000 00 DEFENSES OF NEW LONDON HARBOR AND NAVY-YARD. Fort Trumbull, New London Harbor, Connecticut, in charge of Maj. J. TV. Barlow, Corps of Engineers.-This fort, commenced in 1838, is lo- cated on "Fort Point," a promontory on the west side of the Thames River, about 2 miles above Long Island Sound. With Battery Gris- wold, on the opposite side of the river, it was intended to protect the city of New London from attack and the harbor from invasion and oc- cupation by a hostile fleet. This fort, built from 1838 to 1848, when completed consisted of a granite casemated work, with brick arches and two exterior batteries. In '1874 the Board of Engineers for Fortifications submitted a plan for rebuilding both exterior batteries. Under two appropriations made for the purpose the north exterior battery was rebuilt in accordance with the plans, and is now completed, except the placing of the traverse iron and pintles for the guns; these are in hand and could be put in place in a very short time. It was proposed to rebuild the south bat- tery under plans submitted at the same time, but no money for the purpose has since been available. In case of a foreign war it would be of the utmost importance that the harbor of New London should be securely protected. Its occupation by an enemy would give.him actical control of Long Island Sound,. with facilities for landing and embarking troops, and a fleet once fairly in possession could be dislodged with great difficulty. At the time the fort was built it was undoubtedly sufficient to prevent such occupation ;, in the present state of the defenses the capture of this harbor would be an easy matter. With an allotment from the. general appropriation for the preserva- tion and repair of fortifications, the latrines and sewers in the main work, which had become clogged and foul in such a way as to be offen- sive and to endanger the health of the post, were thoroughly cleaned out; the opportunity was taken to make careful measurements and drawings of the latrines. Slight repairs have also been made upon the slopes and sea-walls. The recommendation heretofore made that 840,000 be appropriated for the construction of the south exterior battery, in accordance with plans already approved, is renewed for the next fiscal year. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ......................... .. $40, 000 00 Fort Griswold, New London Harbor, Connecticut, in charge of -Maj.J. TV. Barlow, Corps of Engineers.-This fort is on the east side of the Thames River, opposite and above Fort Trumbull, and with it commands New 20 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW LONDON HARBOR AND NAVY-YARD-Continued. London Harbor. It is a barbette earthwork battery, commenced in 1840. The site is an important one, directly opposite the city of New London, and from its elevation, 80 feet above tide-water, overlooks every part of the harbor. In 1874 plans for modifying the defenses of New London Harbor were submitted and approved. These include the rebuilding of this battery in order to prepare it to receive eight of the heaviest modern guns mounted in double position. So modified, it would be a very effective defense to the harbor. The sum of $25,000 is asked for with which to begin the work. With the exception of slight repairs to the magazine door, no work was done at this fort during the last fiscal year. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ........................... .... $25, 000 00 DEFENSES OF NEW HAVEN. Fort Hale, New Haven Harbor, Connecticut, in charge of Maj. J. IV Bar- low, Corps of Engineers.-This is a temporary structure, built near the close of the late war, mainly of earth. The nature of the work is such that it cannot be converted into a permanent one to advantage without rebuilding. It is the only defense of New Haven Harbor, and occupies an important position, a prominent point on the east shore, about two miles below the city. It would not be desirable to expend any large sum of money in repairs of the old work, but the advantages of the position for permanent fortification should not be overlooked. The proper protection of New Have Harbor would demand addi- tional works of defense on Five-Mile P1int, in the vicinity of the old light-house tower, to prevent a hostile fleet anchoring in the mouth of the harbor. New Haven is a city whose commercial importance warrants the erec- tion of some system of permanent.harbor defense. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN. Fort Schuyler, East River, New York, in charge of Lieut. Col. H. L. Abbot, Corps of Engineers.-This is an important work for the defense of the entrance to the harbor of New York City through the East River. It was commenced in 1833. No progress has been made during the year, the available funds hav- ing been only sufficient to care for the public property, to remove an old Engineer building, formerly used as a store-house, and to make necessary repairs to a building formerly used as a boarding-house for the Engineer employds. Two small out-buildings connected with the boarding-house, one of brick, used as a meat-house, and the other used as a bake-house, have also been removed, the latter by the garrison. The condition of the several batteries, &c , remains the same as stated in the annual report of last year, since which time no change has oc- curred, except the gradual deterioration consequent upon exposing un- SEA-COAST DEFENSES. 21 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. finished work to the action of the weather. The completion of the bar- bette tier of the main work is greatly to be desired to check this progress and to put the fort into a condition to receive its new armament promptly in case of war. The completion of the parados of the 10-gun earthen battery-a work requiring time-for a like reason should not be delayed. The necessity of immediately resuming work at this place is suffi- ciently set forth in the remarks upon the fort on Willets Point, which co-operates with Fort Schuyler in the defense of the East River entrance of New York Harbor. The sum asked ($.150,000) is urgently needed to complete the exten- sion of the barbette tier of the main work and other modifications de- signed to give room for a modern armament, to repair the sea-wall, and to continue the parados of the 10-gun earthen battery as far as the funds will permit. Time is essential to this work, and if left until the breaking out of war the position could not be properly defended. The immense military im- portance of this site for the defense of New York City, and the present dilapidated and unfinished condition of the fortifications, has been often urged. The necessity for immediate action can hardly be stated in too strong language. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection. preservation, and repair, as far as was possible with the general appropriation made for this purpose, and* no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year........ .. .. $50, 000 00 Fort at Willets Point, eastern entrance to Xew York Harbor, in charge of Lieut. Col. H. L. Abbot, Corps of Engineers.--This fort, which was commnenced in 1863, is designed, together with Fort Schuyler, to close the harbor of New York City against the approach from Long Island Sound. In former years the natural obstructions at Hell Gate, the loca- tion of the navy-yard and of the great commercial interests near the southern end of Manhattan Island, and the limited range of artillery, all combined to make this channel of much less importance to the defense than that through the Narrows, and the armament and emplacements were accordingly planned on a smaller scale. The modern increase in range and power of artillery, the growth of the city toward the north, and the improvements at the Hell Gate Channel have thus done relatively more to uncover New York City on this side than on the other, and prompt attention is now demanded to prepare for even a respectable defense against any fleet likely to be used in attacking the city. In the present state of the defenses the torpedo lines could not be properly protected, nor could the works needful for the purpose be con- structed in haste. The site is contracted, .and the concrete needful for gun-platforms cannot be subjected to heavy shocks when newly laid. It requires time to harden, and it cannot be laid in freezing weather. Time is absolutely essential to proper preparation. It will be a fatal mistake to suppose either that the work can be done promptly at the beginning of a war or that the channel can be effectively closed by torpedoes in the present state of the forts. That the great commercial metropolis of the country should be left in a condition to inite attack from any third-rate power piratically in- clined can only be explained by a wide-spread popular misapprehension 22 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. of the actual condition of these defensive works and of the ease with which an armored fleet could lay the city under contribution. Fortunately, much work has already been done upon the new earth- works planned since the war, and a moderate sum would add greatly to their present value. The principal part of the grading and sodding is done, and all but three of the traverse magazines are serviceable. The stone fort, being in an unfinished condition, is gradually deteriora- ting from the exposure to the weather; and it is very desirable that the second tier arches should be turned and asphalted to protect the case- mates, which, in an emergency, would be of much value to the defense. This is doubly important since the armament has beeni placed in posi- tion and requires to be kept covered with paulins, on account of the leakage upon them. No progress has been made during the year in strengthening this fort, as the available funds have been only sufficient to keep the works in re- pair. The Engineer wharf, which was in a very decayed condition, has been thoroughly repaired; and necessary repairs have been made to the sea-wall, to temporary buildings, to inclined planes, tools and imple- ments. The large storage magazine in rear of the northeast curtain of the stone fort has been whitewashed, and material for flooring it with concrete, 1 foot in thickness, has been purchased. The torpedo casemate, shaft, and gallery are completed as planned by the Board of Engineers. An appropriation is desired to continue the construction of the pro- ject as now approved, beginning with the completion of the earthen par- apet, the gun emplacements, and the traverse magazines. A large ap- propriation is urgently needed to place the works in a condition to be of use in case of necessity. No appropriation having been made, no work was done at this fortification during the last fiscal year beyond its protection, preservation, and re- pair, as far as was possible with the general appropriation m.ade for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ...... ...... . .. ...... ....... $80, 000 00 Defenses of Governor's Island, New York Harbor, in charge of Col. Henry W. Benham, Corps of Engineers.-These works are Fort Colulmbus, Castle Williams, South Battery, and New Barbette Battery. They, with Fort Wood, on the opposite side of the channel, defend the en- trances to the East River and the Hudson River. The fortifications on Governor's Island were commenced in 1831. The exterior heavy earthen batteries are as yet unfinished. For years past no special appropriation has been made for any of the works on this island, and no operations therefore have been carried on during the past fiscal year. For the replacing of decayed and worn-out parts of the bridge across the ditch of Fort Columbus, the material was furnished to the post quartermaster, there being no funds to pay for the work of repairs also. A portion of the exterior slope of the parapet of the fort, especially that of the southeast bastion, requires rebuilding and resodding; and the making of a road to the post hospital-running along the foot of the glacis and now in progress of construction-will necessitate the regrad- ing of that part of the glacis at a small outlay-. The asphalted felting on the terreplein of Castle Williams appears to SEA-COAST DEFENSES. 23 'DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN--Con- tinued. be still in good condition, the casemates underneath showing little evi- dence of leakages, and if provided with a new coat of asphalt and gravel this water-l)roof cover will probably last for several years longer. Part of the wooden gallery of the Castle-forming the communication between the different casemates-is much decayed and requires repairing. Other- wise the condition of the works on the island appears to be about the same as for several years past. The appropriation asked is for continuing the construction of the ex- terior earthen battery for heavy ordnance designed by the Board of En- gineers for Fortifications for this important site, and approved by the Secretary of War. No appropriation having been made, no work was done at this fortification during the last fiscal year beyond its protection, preservation, and re- pair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year....... ............. ........ $75, 000 00 Fort Wood, Becdloe's Island, New York Harbor,in charge of Col. Henry W. Benham, Corps of Engineers.-This work, commenced in 1841, forms one of the inner line of defenses for New York Harbor, and with those on Governor's Island is designed to close the entrances to the East River and the Hudson River, and to protect New York, part of Brook- lyn, and Jersey City from bombardment. No operations have been under way during the year. A heavy mod- ern earthen battery designed by the Board of Engineers for Fortifica- tions is partially built, and its completion would finish all that is planned for this island. No appropriations having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as thr as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.. -..... ...-- . .-.- . $40, 000 00 Fort Hamilton and additional batteries, New York Harbor,in charge of Col. Henry TVW.Benham, Corps of Engineers.-These works, commenced in 1824, are situated at the Narrows of New York Harbor, upon the Long Island side. No specific appropriation having been made for the past fiscal year, the operations have been confined to such small repairs as were deemed most necessary for the preservation of these works, and as far as the allotment from the general appropriation for that purpose would permit. These repairs on the fort itself consisted in the repointing of the upper part of the channel front's scarp wall-especially its coping-the joints of which, formerly filled with asphalt, had opened to a great extent. The defective brick-work of the 14 emrbrasures on this front has been cut out and renewed, and then plastered with Portland cement mortar, which coat, conforming more with the general color of the other stone- work, gives this part of the fort an improved appearance, besides pro- tectin g the brick-work against irregular and premature decay. The cover of asphalted felting with which the terreplein had been provided in the previous year appears to be in good order still, and to serve its purpose, that of a waterproof covering, very well. On the south and east fronts a large number of breaks or frost cracks around and near the scarp-wall chimneys have been carefully filled 24 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. with Portland cement, to stop leakages to the casemates below; defects especially evident on the south front during the earlier part of spring. On both of these fronts a separation of the scarp wall from the arches seems to have occurred, and either the winter frosts or the concussion from the practice-firing of heavy ordnance in the adjoining batteries appears to open new cracks from time to time, causing the casemates to leak during heavy rainstorms or from the melting of the snow. On the inside of the fort the brick-work immediately underneath the coping of the parade walls of the south, east, and north fronts has been relaid, part of the coping itself reset, and its open joints filled, and defective stone replaced by new ones. The open drain of the parade, with its broken-down brick cesspools, has been repaired, and a part of the sustaining wall on the north entrance to the fort rebuilt. Two sets of steps of the counterscarp of the ditch have also been pro- vided with iron railings to prevent accidents. In the 15-inch gun-battery, and in the mortar-batteries, the slopes have been rebuilt and sodded, and the surface drain in the latter bat- tery has been repaired, as also the drainage of its north traverse mag- azine. Extensive repairs have been made to the dry sea-wall running along the shore line of the reservation for some 1,100 feet, and it is now, with its outlets of drains, in good condition. The sea-wall of the battery No. 1, and the one north of the road leading to the wharf, have also been repaired, and additional protection provided for their foundations. For some necessary repairs and the completion of earthen batteries now in part constructed, in accordance with plans designed by the Board of Engineers for Fortifications, and approved by the Secretary of War, an appropriation for the next fiscal year is recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ................................ $50, 000 00 Mortar Battery at Fort Hamilton, New York Harbor, in charge of Col. Henry W. Benham, Corps of Engineers.--o operations were carried on during the past fiscal year. Some little work yet remains to be done on this battery (which was commenced in 1871) to place it in a condition to receive its full armament, as projected by the Board of Engineers for Fortifications. The cost to finish this battery, amounting to about $1,100, is included in the estimate for Fort Hamilton and additional batteries. No separate appropriation is asked for this work. Fort Lafayette, New York Harbor.-Thisold work, commenced in 1812, and situated on a shoal at the Narrows entrance, occupies the best of all the positions for the defense of New York Harbor. It was injured by fire in December, 1868, to such a degree as to make it practically worth- less, unless repaired at a very considerable outlay ; and as it was adapted to guns of small caliber only, it was not thought worth while to restore it, but to replace it by an iron construction which should meet the de- mands of modern armaments. The plans for this have been prepared. The defense of New York Harbor requires a new work on this shoal SEA-COAST DEFENSES. 25 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. which will admit of the mounting of 80 to 100 ton guns. It will require several years in building, and should be undertaken without delay. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year................................. $200, 000 00 Fort Wadsworth, Staten Island, New York HBarbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This fort, commenced in 1847, is situated on the west side of the Narrows, and constitutes a part of the second line of defense of the southern water approach to New York. It is an inclosed work, built of granite, containing three tiers of guns in casemates, and one en barbette, the lower tier being only a few feet above the water-level. The work, in connection with those adjacent to it on either side, Fort Tompkins and the two Glacis Batteries on the hill in rear, is designed to throw a heavy concentrated fire on vessels approaching or attempt- ing to pass through the Narrows, crossing its fire with that from Fort Hamilton and batteries on the opposite side of the channel. A concrete arch was built over the reservoir, which is situated in the ditch of the fort, and which supplies the works with fresh water. Tl e arch was covered with earth to the grade of the counterscarp coping. The masonry at the north end of the sea-wall, which had been displace(' by storms and ice, has een rebuilt and made secure with iron anchors. The masonry of the sea-wAll opposite the east curtain was pointed. Permanent stone steps wtre constructed at the wharf; the barbette railing, and the iron-work cf the embrasures, portcullis, &c., were painted, and two concrete shot beds were constructed in the parade of the fort. An appropriation of $9,000 is a:ked for next fiscal year, to be ex- pended in clearing the ditch of the sand washed in from the slope of the hill in rear, in painting the iron-work iu the embrasures, in pointing the masonry of the whole work, and in replacing 25 old pintles in the bar- bette gun-platform with new 4-inch pintles. No appropriation having been made, no work was Jone at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year............................... $9, 000 00 Fort on site of Fort Tompkins, New York Harbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-Thiswork, commenced in 1858, with the earthen Glacis Gun Battery on its left, and the Glacis Mortar Battery on its right, crowns the hill in rear of Fort Wadsworth and the earthen batteries known as North Cliff Battery, South Cliff Battery, Battery Hudson, and the South Mortar Battery. It is an inclosed pentagonal work, having on its four land faces two tiers of casemate quarters, a deep, dry ditch, and a heavy battery to resist a land attack, and on its channel front seventeen large casemates for storage and other purposes. It mounts its channel-bearing guns enr 26 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Conl- tinued. barbette. It is intended to supply quarters for the garrison and act as a keep for all the defensive works occupying this position. Properly armed, this work will be able to throw a heavy fire from a commanding position upon vessels attempting to pass through the Narrows. The four land faces were, for all defensive purposes, finished in 1865. In December, 1869, a plan giving such increased depth t to the casemates that heavy rifled guns could be mounted over them en barbette was adopted and carried into execution. Since 1876 the work has been in readiness to receive, on temporary platforms, all the heavy guns intended for channel defense. Twenty-four communication arches of the casemates of the channel front were closed up with brick walls. Five additional casemates of the same front were prepared for the storage of torpedo cases by closing their fronts facing the parade. The iron balcony of the channel front and the iron-work of the flanking embrasures in the counterscarp gallery were painted. To prevent the damp air entering the casemates where the torpedo cases are stored, sliding wooden shutters have been fitted to the inner faces of two loopholes in each casemate. All the torpedo cases have been thoroughly cleaned off and repainted. The road leading from the north sallyport to the officers' quarters has been repaired and top-dressed with gravel. The grass on the parade, exterior slope, and traverse magazines has been cut several times during the year. Three hundred and ninety linear feet of boundary fence were rebuilt. All the timber gun-platforms require more or ess extensive repairs, several of the parts being rotten. The estimates for the completion of Fort Tompkins comprise 10 per- manent gun-platforms in place of the present wooden ones, 4 bonnets on the traverses for the better protection of guns and gunners, andfinishing off 26 casemates for quarters, and 11 large casemates on the channel front for storage purposes. The appropriations for the Glacis Battery and the North Cliff and South Cliff batteries are included in that for Fort Tompkins. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplatedl during the current fiscal year for the same reason. Appropriation asked for next fiscal year.......---- .....--...... .... .... $75, 000 00 Glacis Gun Battery (northof fort on site of Fort Tompkins), Staten Island, New IYork Harbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engi- neers.-This earthen barbette battery, built in 1872, is designed to sup- plement the barbette fire of Fort Tompkins. It has been in readiness to receive its armament on temporary platforms for the last six years, and may be reported as finished, although some little work remains to be done to the magazine doors and lamp closets. It is provided with tim- ber gun-platforms and ample magazine room. The cost of substituting stone for the timber gun-platforms, andrais- ing them breast high, in all amounting to $8,250, is included in the esti- mate for fort on site of Fort Tompkins. No separate appropriation asked for this work. SEA-COAST DEFENSES. 27 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. All the timber gun-platforms require more or less repair. some of the pieces in each being rotten. No appropria ion having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Glacis Mortar Battery (south offort on site of Fort Tompkins), Staten Island, New York Harbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This battery, built in 1872 and 1873, is intended to throw a powerful vertical fire upon vessels approaching or attempting to pass through the Narrows. It is provided with ample storage and service magazine room, and is ready for service, although a little work yet re- mains to be done to the magazine lamp closets, and the principal maga- zine requires to be lined with wood. All the mortar-platforms require moreor less repairs, the upper tier of oak pieces being rotten at the heart. The pine timber of lower tier is in good condition. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year in the estimates under the general head of sea-coast mortar-batteries. Battery Hudson, Staten Island. New York Harbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This work, built in 1841 to 1843, and the North Cliff and South Cliff batteries occupy the slope of the hill between the fort on site of Fort Tompkins and the water, and are able to bring a powerful direct fire upon the channel leading up to and through the Narrows. For want of funds no work except that of preservation and repair has been done since the close of the fiscal year ending June 30, 1876. One of the new platforms was constructed for King's depressing carriage and a 15-inch smooth-bore gun mounted thereon. The work necessary for the completion of this battery comprises twelve new permanent gun-platforms in place of old ones, the construction of a new breast-height wall in front of some of the platforms, and raising the wall to a higher level in front of others, the construction of bonnets on the traverses, and the placing of a wooden lining in one of the prin- cipal magazines. Three concrete shot-beds were constructed in rear of the battery. All the timber gun-platforms require more or less repairs, some pieces in each being rotten. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year .-..--..-....................... $20,000 00 South Mortar Battery (in rear of Battery Hudson Extension), Staten Island, New York Harbor, in charge Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This battery, commenced in 1872, is situated south of Fort Tompkins and directly in rear of Battery Hudson Extension. It is de- signed to throw a heavy vertical fire upon vessels approaching the 28 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. Narrows from the lower bay. Since 1873 no appropriation has been made for it, The work necessary for its completion consists in construct- ing and laying eight timber mortar-platforms, and in fitting up the inner magazines with doors and lamp closets. Estimated cost of completing the work, $9,000. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year in the estimates under the gen- eral head of sea-coast mortar-batteries. North Cliff Battery, Staten Island, New York Harbor, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-Thisearthen gun-battery, which was commenced in 1862, is located north of Fort Wadsworth, on the slope of the hill between Fort Tompkins and the water. It is designed to throw a direct fire upon vessels attempting to pass through the Narrows. It was intended for an armament of 15-inch smooth-bore guns or corresponding rifles, and was provided with two storage maga- zines, one large bomb-proof shelter, and five traverses between guns, two of them containing service magazines. Under a modification ap- proved December 8, 1869, the bomb-proof shelter was suppressed and some traverses and service magazines between the guns were added, the number of guns being necessarily reduced thereby. The four timber gun-platforms appear to be in good condition. The cost of finishing this battery, by substituting six stone gun-plat- forms for those of timber, constructing six breast-height walls, two bon- nets on the traverses, lining the two principal magazines with wood, thickening the parapet, and constructing a, rough sea-wall at the foot of the exterior slope, amounting in the aggregate to $35,000, is included in the estimate for fort on site of i]ort Tompkins. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. South Cliff Battery, Staten Island, New York Harbor,in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-Thisearthen gunbattery, occu- pying the slope of the hill between Fort Tompkins and the water directly south of Fort Wadsworth, was built in 1858 to 1861 for 15-inch guns or corresponding rifles, and was provided with two storage and two service magazines. In December, 1869, modifications were ordered, adding four new traverses, including two traverse magazines, by which the number of guns was necessarily reduced. All the gun-platforms required by the new plan are in serviceable con- dition, although only two of them are supplied with 6-inch pintles. All the other pintles are 5 inches in diameter. Much work remains to be done on the magazines and traverses. The cost of finishing the battery, comprising the completion of four traverses, the construction of one new traverse magazine, adding to the thickness of the parapet, building a rough sea-wall at the foot of the exterior slope, lining the two principal nmagazines, and putting in new 6-inch pintles, amounting in the aggregate to $37,000, is included in the estimate for fort on site of Fort Tompkins. SEA-COAST DEFENSES. 29 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. At the south end of this work, near the entrance to the principal mag- azine, a retaining wall has been built. The large slope in rear of the battery was repaired and regraded. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Fort at Sandy Hook, New Jersey, in charge of Col. Henry . Benham, Corps of Engineers.-This casemated work, commenced in 1857, com- mands the southern approaches by sea to the harbor and city of New York, and is also designed to prevent the occupation of the Lower New York Bay as a annchorage by an enemy's fleet. No operations have been carried on for several years past, and the work remains in essentially the same condition as at the date of last annual report. No regular appropriation having been made for the completion or alteration of this work, the allotment from the general appropriation for the preservation and repair of fortifications has been mainly expended in the care and oversight of the military reservation and the property stored there, and such small repairs to buildings and shore protections as could be made by the watchmen employed, without the hire of extra labor. The condition of the fort itself remains essentially the same as for years past, with the exception, of course, of such injuries as are due to the never-ceasing influence of the atmosphere, storms, &c. As to the shore-line east and north of the fort no great changes are apparent, excepting, perhaps, the removal of. the bluff-line, just north of the ordnance instrument-house, by some 30 feet nearer to the fort (the former sites of the Western Union telegraph tower and of the Signal Service building having been washed away), and an abrasion on that part of the beach formerly occupied by the east beacon, where all the jetties and protections built by the Light-House Department have been washed away. The point of the shore west or northwest of the fort seems to have a tendency to prolpg itself in that direction, having increased during the last three or Thur years by some 300 feet above high-water line. Of the jetties on the eastern shore, with the exception of No. 1, built of canal-boats, and filled with concrete, nothing remains now of much value as a shore protection. The sand-box bulkhead, some 500 feet, remaining in position in front and south of the ordnance instrument. house, as reported already in 1881, appears to have been little affected by last year's storms. The question of the necessity and the means of protecting the Hook, which has recently been seriously encroached upon by the sea near the fort, was in August last referred to the Board of Engineers for Fortifications and River and Harbor Improvements, and its interesting and valuable report, which contains an historical account of the vary- ing movement of the shores of the Hook since 1819, will be found in Appendix No. 1, page 403. No attempt has yet been made to carry into effect the recommenda- tions of the Board for want of adequate'funds, but it is hoped that a commencement at least may be made during this fiscal year by means 30 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con- tinued. of the current appropriation for protection, preservation, and repair of fortifications. This work is the most advanced of all the defenses of the southern approaches by sea to the harbor and city of New York. The channel of entrance opposite the Hook is more than a mile wide, and of depth sufficient for the largest and most powerful armored vessels yet built or designed. The occupation by an enemy's fleet of the capacious bay just within the Hook would prevent all egress from the harbor south- ward to the sea, and effectually seal up the main outlet from the city. The modification and completion of this important work for the recep- tion of the heaviest modern rifled guns, protected by impenetrable iron armor, and the protection of the site against encroachments by the sea, are of very great importance, and an appropriation therefor is urgently recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year: For modification of the work ...................................... $150, 000 00 For preservation of the site--. ...--- ..... ...... ...... ........ ...... 50, 000 00 200, 000 00 DEFENSES OF PHILADELPHIA, AND LEAGUE ISLAND NAVY-YARD. Fort MiJtiin, Delaware River, Pennslyvania, in charge of Col. J. N. Ma- comb, Corps of Engineers, until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers.-This barbette work, origin- ally established in 1779, is situated on the west bank of the Delaware River, within the territorial boundaries of the city of Philadelphia, and constitutes a part of the inner line of works for the defense of the city and the League Island naval station. No specific appropriation has been made for this fort since 1875, when the operations which were in progress in the construction of exterior earthworks for the mounting of heavy guns, under the approved plans of the Board of Engineers for Fortifications, terminated. During the fiscal year ending June 30, 1882, with the funds allotted for the maintenance of this work, the following repairs, &c., were made: Four hundred linear feet of the main dike fronting the Delaware River adjacent to the fort were put in good order. The height was increased about 1 foot, to ref. (11.00) above low-water, and the exterior stone revetment, which had slipped from its original position along the base, was taken up, the slope regulated, and the stones replaced. About 80 linear feet of the front wall of the dike north of the fort, in the immediate vicinity of the United States Naval Reservation, were also well repaired. The plank apron at the outer end of the main sluice was extended along the sluice-race about 12 feet; slight repairs were made to the earth parapet along the interior crest, and to the covering of the main magazine. The foot-bridges were also repaired. Necessary repairs were made to the wall on the river-front of north face of demilune, also to the 4banquette in front of breast-height wall SEA-COAST DEFENSES. 31 DEFENSES OF PHILADELPHIA, AND LEAGUE ISLAND NAVY-YARD- Continued. of the same face ; the temporary wooden coverings over the 12 gun-plat- forms were painted; a portion of the inner slope of Delaware River dike north of fort was dressed off to form a proper slope; the Engineer Department stable was repaired and raised about 15 inches above its original position; a portion of the buildings was cleaned and white- washed, and the grass in main work and demilune was cut and cured. During September, 1881, the Light-House Establishment erected a fog-bell tower at the west end of the bridge leading to the fort wharf. During the current fiscal year it is proposed to make repairs to outer pier at the fort landing; to construct a bridge over the moat, so as to connect the main works with the demilune ; repair commandant's quar- ters and soldiers' barracks ; repair breast-height wall on the east, west, and south fronts, main works; make needed repairs over the main en- trance to fort ; to shed adjoiinng the Engineer Department stable; and to the hospital building, occupied by the fort-keeper. Should adequate appropriation be made for 1883-'84, the plans al- ready prepared would be pursued as follows: Constructing torpedo casemate gallery; completing exterior earthen battery; constructing earthen battery on north face of demilune; constructing an earthen battery on south face, with two traverses; commencing storage maga- zine for exterior earthen battery. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ........................... ...... $75, 000 00 Mortar-Battery at Fort lThflin, Pennsylvania, in charge of Col. J. N. Macomb, Corps of Engineers, until June 29, 1882; since that date in charge of iMaj. William Ludlow, Corps of Engineers.--This work is situ- ated west of the main work and in rear of the unfinished gun-battery. It was commenced in 1871, under the approved plans of the Board of Engineers for Fortifications, and has remained in its present unfinished state since 1874, no appropriation having been made for continuing its dbnstruction. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year in the estimates under the general head of sea-coast mortar-batteries. Site for defenses at Red Bank, New Jersey, in charge of Col. J. N. Ma- comb, Corps of Engineers, until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers.-This site is on a bluff on the east (New Jersey) shore of the Delaware River, and covers about 100 acres. It was purchased in 1872, with the view of erecting thereon an earthen barbette work for heavy guns, which, with the works at Fort Mifflin, nearly opposite, would constitute the inner line of defenses of the Delaware River. No appropriation has been made for this work. The site is an im- portant one, the occupation of the bluff by a suitable armament, which would command the channel at short range, being indispensable to any 32 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PHILADELPHIA, AND LEAGUE ISLAND NAVY-YARD- Continued. attempt to defend the port of Philadelphia and the League Island navy- yard. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal sear. Fort Delaware, Delaware River, Delaware, in charge of Col. J. N. Macomb, Corps of Engineers, until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers.-FortDelaware is on Pea Patch Island, and with the batteries on the opposite shores of Dela- ware and New Jersey, forms the outer line of defenses of Delaware River. It is about 42 miles below Philadelphia, Pa., and 12 below Wilmington, Del. The main ship channel is to the eastward of the island, and passes within 1,000 yards of the fort. The masonry of this work, which is a casemated fort, was begun in 1852. No appropriations have been made for it since 1876, and the modi- cations then in progress to adapt it to the greater size and power of modern ordnance remain suspended. The dikes around the island have proved inadequate for its protec- tion against severe storms, and should be raised at least 2 feet and pro- portionately strengthened. During the past year the removal of the mud from the moat has been completed, the ditches cleaned, and minor repairs made to the tempo- rary buildings. The necessity for extensive repairs to the fort and buildings still exists, the work and island remaining in the same condition reported last year. Fort Delaware was designed to be, and is, the main defense of the Delaware River, but it is in no condition to cope with modern ships of war. Extensive modifications are imperatively necessary, and an appro- priation therefor is urgently recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, apd repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year...... .... ... ............. .$55, 000 00 Battery at Finn's Point, Delaware River, New Jersey, in charge of Col. J. 1\. Macomb, Corps of Engineers, until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers-This is an earthen barbette battery, and forms the left of the lower line of defense of the Delaware River. Its construction, which was commenced in 1872, under the approved plans of the Board of Engineers for Fortifications has been suspended since 1876 for want of appropriations, and it remains in an unfinished condition. For this reason, and in consequence of the damage done to the sea wall by the storm of October, 1878, the unprotected embankments have suffered much from abrasion during storms and high tides. Owing to the absence of severe storms during the past year the deterioration has been less than usual, but the need of adequate protection is as great as ever. The condition of this battery is the same as last year. During the year a new sluice has been put in the dike north of the battery, the crane on the wharf and the fort-keeper's dwelling have been painted, and the other temporary buildings have been whitewashed. The appropriation asked for the next fiscal year would be applied to SEA-COAST DEFENSES. 33 DEFENSES OF PHILADELPHIA, AND LEAGUE ISLAND NAVY-YARD-- Continued. repairing the dike and sea-wall, to constructing four gun-platforms, with breast-height wall, two magazines, and three traverses, and to continu- ing the embankment of the battery. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation,and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year -...... -......- .......... - .. . $75, 000 00 Mortar-Battery at Finn's Point, Delaware River, New Jersey, in charge of Col. J. N. ,Macomb, Corps of J Engineers.until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers.-This work was commenced in 1872, under the approved plans of the Board of En- gineers for Fortifications, and forms a p)art of the earthen battery at Finn's Point. No appropriations having been made for it since 1874, it remains in its then incomplete condition. Since then the embankments have been washed away to a great extent by severe storms, which badly damaged the sea-wall at their foot. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year in the estimates under the general head of sea-coast mortar-batteries. Fort opposite Fort Delaware, Delaware shore, in charge of Col. J. N. Macomb, Corps of Engineers, until June 29, 1882 ; since that date in charge of Maj. William Ludlow, Corps of Engineers.-This is an earthen bar- bette battery, forming the right of the lower line of defense for the Del- aware River. Its construction was commenced in 1873, and continued until 1876, since which time work has been suspended, no appropriations having been made. During the past year a new kitchen has been attached to the fort- keeper's quarters, the outside of the dwelling painted, and the other buildings and workshops whitewashed. An appropriation is recommended for continuing the construction of the battery under the plans of the Board of Engineers for Fortifications, and the protection of its site, to be applied as follows: Rebuilding the river (like; completion of torpedo cable gallery; construction of six addi- tional gun platforms, with the necessary breast-height wall; three mag- azines and three traverses; and continuing the embankment of the battery. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ........................... $75, 000 00 Mortar Battery opposite Fort Delaware, near Delaware City, Delaware, in charge of Col. J. N. Macomb, Corps of Engineers, until June 29, 1882; since that date in charge of Maj. William Ludlow, Corps of Engineers.- The construction of this battery was commenced in 1872, according to plans prepared by the Board of Engineers for Fortifications, and in the next year two magazines were nearly completed, the terreplein was 3E 34 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PHILADELPHIA, AND LEAGUE ISLAND NAVY-YARD- Continued. formed, and the parapet embanked about 7 feet above that level. Nothing more was done until 1876, when a small balance of an old ap- propriation was applied to completing the two magazines and embank- ing the two traverses, with the parapet in front of them, to nearly their full height. The work is in an unfinished condition. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this parpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year in the estimates under the general head of sea-coast mortar-batteries. DEFENSES OF BALTIMORE. Fort McHenry, Baltimore Harbor, Maryland, in charge of Lieut. Col. William P. Craighill, Corps of Engineers.-This fort forms part of the inner line of defense for Baltimore and its dependent interests, and com mands with its fire the interior waters of the harbor and the channel of approach thereto, in which latter a depth of 24 feet exists at mean low- water. The fortifications at this place were commenced in 1775, and in 1794 the present work was built. Although the original fort has become almost useless as a defensive work, the site is still an important one, and the water-front should be occupied by a battery of modern guns, mounted behind an earthen para- pet of the most .approved dimensions, and provided with bomb-proof cover for ammunition and gunners. Such a battery, the plans of which were prepared by the Board of Engineers for Fortifications, was com- menced in 1872, and is partly constructed, although all work upon it has been suspended for want of funds since July, 1876. A bulkhead of ballast having been made by the United States, with- -out expense, along a line in front of the site, and at a distance from the authorized pier line of 375 feet, and a line having also been established in the rear of the site at the same distance from the pier line, it is pro- posed to fill in the whole area thus defined with ballast from ships com- ing to the port. The available limits of the site will thus be largely increased without expense to the United States. Little progress has been made in this filling during the past year, as but few vessels have applied to deposit ballast upon the area. - A sea-wall should be built along the liie of the temporary bulkheads referred to above, and the present wharf should be removed and a new one built near the new dry-dock. The temporary sod revetment of the interior slope of the unfinished battery having deteriorated throughout, and fallen down in places, this slope, which had been originally built about 4 on 1, was re-embanked to a a slope of 1 on 1 and sodded. The slopes of the large magazine in the covered way of the main work were repaired and resodded in part. The drain from the parade of the main work to the water was cleaned out. The southern end of the wall along the west boundary of the reserva- tion had fallen down, and to keep animals out a fence was built out to beyond the line of extreme low-water. To continue work on the new earthen battery the sum of $50,000 is asked for the next fiscal year, which would nearly complete the parapet SEA-COAST DEFENSES. 35 DEFENSES OF BALTIMORE-Continued. and terreplein of the unfinished battery, including magazines, but not the gun-platforms. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year_ ...--.--...- -- ---. - ----. $50, 000 00 Fort Carroll, Baltimore Harbor, Maryland, in charge of Lieut. Col. William P. Craighill, Corps of Engineers.-This fortification, commenced in 1847, is situated upon an exterior line of defense for the harbor of Baltimore. It is proposed to modify this important casemated work so as to ena- ble it to receive the heaviest modern rifled guns, protected by iron armor of such form and thickness as to be impenetrable by any guns which may be brought to our coasts. Its completion is indispensable to the safety of the rich city of Baltimore in time of foreign war, and the work to be done cannot safely be left until the approach of hostili- ties. It will require several years and liberal appropriations to accom- plish it, and it should be commenced without delay. Operations during the past year have been confined to the general care and preservation of the work and the public property stored thereat. A new boat was purchased for the use of the employds to provide com- munication with the city. A considerable portion of the roof built to preserve the unfinished work was blown off in a gale; this roofing has been replaced. Repairs of little extent have been made to the quar- ters for the ordnance sergeant and the fortkeeper. The roof over the unfinished casenmates on the west half of front 2 had become dilapidated. This portion was covered by 8,335 square feet of graveled felt roofing, the old material being used for support. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year--- --..----. ..-.. ..-...--..--........ -- $100, 000 00 DEFENSES OF WASHINGTON. Fort Foote, Potomac River, Maryland, in charge of Lieut. Col. William P. Craighill, Corps of Engineers.-This earthwork, commenced in 1862, is on the inner line of defense of the channel of approach by water to Alexandria and the capital of the United States. The site is command- ing and very favorable. Projects for the modification of this fort and for an additional battery for the use of the heaviest modern guns have been prepared by the Board of Engineers for Fortifications. They were partially executed when work was suspended by reason of failure of appropriations, the last of which was for the fiscal year ending June 30, 1874. Attention is again urged to the fact that the fort in its present unfinished condition is daily becoming much deteriorated. The modification of the work should be resumed and completed as soon as possible. Very little work was done during the year; the mowing of the slopes, cutting of young trees sprouting upon the parapet, repairs to the road- way leading from the wharf to the plateau on which the fort stands, 36 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF WASHINGTON -Continued. and to the well-curb near the fort, to preserve it, being all there is to report. No appropriatibn having been made, no work was (lone at this fortfica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal yeas for the same reason. Appropriation asked for next fiscal year............... ---------.............. 50, 000 00 Fort Washington, Potomac River, Maryland, in charge of Lieut. Col. William P. Craighill, Corps of Engineers.-This fort occupies a very im- portant position on the outer line of defense of the cities of Alexandria, Washington, and Georgetown, and the interests connected with them. The importance of this site has been fully set forth in previous annual reports. The casemated fort, commenced in 1816, is of very little value, and the new earthen batteries, which have been devised in accordance with the latest ideas of defensive arrangement, have been barely begun. There has been no specific appropriation for this place since that for the fiscal year 1873-'74. The unfinished work is constantly suffering dete- rioration. The slopes of the parapets and traverses in the demilune battery have been mowed and young trees sprouting upon them have been eradi- cated. Attention is again earnestly asked to the need of continuing and fin- ishing the new batteries. No appropriation having been made, no work was (lone t this fortifica- tion during the last fiscal year kbeyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. - Appropriation asked for next fiscal year...... ......- ...... .... . ...... $50, 000 00 Obstructions of the Potomac, in charge of Lieut. Col. William P. Craig- hill, Corps of Enyineers.-The material pertaining to these obstructions has continued in store at Fort Foote, in charge of a watchman. The timber portion is very much (lecayed and is rapidly becoming worthless. The irons are in good condition. DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD. Fort Monroe, Old Point Comfort, Virginia, in charge of Lieut.* Col. Q. A. Gillmore, Corps of Engineers.-This extensive work, commenced in 1817, occupies an important position, covering, in co-operation with Fort Wool, on the opposite side of the channel, the only approach from the sea to Hampton Roads, the cities of Norfolk and Portsmouth, the Gosport navy-yard, and the James River. These works, also, in offering a safe rendezvous for our own vessels of war, afford indirect protection to Baltimore, Annapolis, and Wash- ington, and all the harbors and towns on the Chesapeake Bay and Potomac River. The work covers an area of 86 acres, and the distance around it is 14 miles. The modifications that have been planned and approved for adapting Fort Monroe to the requirements of efficient defense against war vessels of recent type contemplate arming the channel front of the advanced redoubt with heavy barbette guns, provided with suitable traverses and traverse magazines; mounting a similar armament in the re-entering place of arms, located on the right of the redoubt in advance of Front SEA-COAST DEFENSES. 37 DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD-Continued. No. 5; constructing a new open battery for barbette guns to the right of the old casemnated water-battery; and placing a few heavy guns in the salients of the main work and covered way. There is plenty of room for mortar-batteries both within and without the work. The work of making the requisite modifications has been suspended for several years past for want of appropriations. In the advanced earthen redoubt the two traverse magazines are finished, except the earth covering to one of them, and six gun-plat- forms are nearly completed. Most of the earthwork of the redoubt is also finished. In the place of arms, the concrete service magazine is finished, but not covered with earth, and the concrete foundations for the gun-platforms have been laid. The new 10 gun earthen battery has not been commenced. The operations during the last fiscal year were confined to the repairs necessary for the protection and preservation of the work. The bridges and draws at sallyports on Fronts 4 and 6 were entirely rebuilt; 550 linear feet of new rail was made and placed in position on the bridges; the brick piers were repaired and pointed; 1,300 linear feet of paling fence was built at the foot of the glacis in advance of Fronts 2 and 3 to protect it from injury; 300 linear feet of fencing was built inclosing Engineer grounds in rear of hotel tract; 2,000 linear feet of paling fence extending from the main sallyport to the east end Engineer cottages was repaired and painted. Repairs have been made to the slopes and parapets of the main work, and also in front of three 15-inch gun-platforms, east end of water-bat- tery. The ramps leading from the parade have been repaired from time to time as required. The Engineer storehouses, shops, stables, quarters, and fences have been white and yellow washed and the necessary repairs made. Contracts to build a breakwater between hotel tract and Engineers' wharf, and to store certain stone on the beach, have been awarded. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal y'ear. ..--......... .... ............ -- $75, 000 00 Artesian Well at Fort Monroe, Virginia, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-No work was done during the last fiscal year and none is contemplated during the present fiscal year for want of funds. The inadequate and uncertain supply of water at Fort Mon- roe is an evil which, it is conceded on all sides, may at any time arise to serious magnitude. The present depth of the well is about 900 feet. It is recommended that provision be made to increase this depth to 1,200 or evenl 1,500 feet before abandoning the project of obtaining a water supply by this method. No appropriation was made for the fiscal year ending June 30, 1833. Appropriation asked for next fiscal year-.. ----...-.---...--- .--.- .. $10, 000 00 Fort Wool, Hampton Roads, Virginia, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This work unites with Fort Monroe in closing the sea approach to Hampton Roads, being located on the oppo- site side of the channel from that work, and therefore crossing its fire with it. Fort Wool is an inclosed casenmated fort. It was begun in 1818 by 38 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD-Continued. forming an artificial foundation with stone of random sizes, unloaded upon a 10-foot shoal selected as the site of the work. When the scarp wall and piers had reached a height to include the lintels of the lower tier of embrasures settlement began, and work was stopped after piling a quantity of stone upon the walls sufficient to bring upon the foun- dation a pressure somewhat exceeding that of the finished work. The work of construction was resumed in 1858, and when it was sus- pended 52 casemates of the lower tier, with iron-throated embrasures, were finished and ready for the guns. On the second tier the scarp wall and piers of those portions of the work bearing on the channel had reached nearly to the height of the embrasure lintels, the embrasure irons had been set, and the floors of most of the casemates paved. On the gorge faces very little work had been done. It is designed to modify this important work so that it may receive the heaviest modern rifled guns, protected by impenetrable iron armor. The work to be done, which will require several years for its execution, cannot be left until the near approach of war, and a liberal appropria- tion for it is urgently recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year........ ....... .. .. .. .... $150, 000 00 DEFENSES OF BEAUFORT HARBOR, NORTH CAROLINA. Fort Macon, Beaufort Harbor. North Carolina. in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This barbette work, commenced in 1826, is situated at the mouth of the harbor, on the south side, and de- fends the approach thereto from the sea. More than twenty years ago five short spur jetties, formed of stone of random sizes, and extending a little beyond the low-water mark, were built to the east and south of the fort, for the security of the site. Until quite recently they thoroughly subserved their purpose. The two on the left or inner end of the line have settled so that their shore ends are at the low-water level. The next two have apparently remained in- tact, while the outer one (No. 5) has altogether disappeared from sight. A storm which occurred in August, 1879, produced such extensive changes in the vicinity of the fort that recourse was had to a board sand-catch, with a view, if possible, of restoring the beach to its former area and height. The results have been satisfactory, and the sand is gradually accumulating in several localities where most needed. Quite recently a spring tide of unusual height swept away a consid- erable portion of the sand hills that had been formed between the spur jetties Nos. 2 and 3, and left the shore ends of Nos. 1 and 2 exposed. It is now considered necessary to extend jetties Nos. 1, 2, and 3 by means of log mattresses, covered with riprap stone. This will be done during the present fiscal year with funds allotted from the appropria- tion for the preservation and repair of fortifications. A project for adapting this work to the requirements of modern de- fense is under consideration. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. 39 DEFENSES OF WILMINGTON. Fort Caswell, mouth of Cape Fear River, North Carolina, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.--This barbette work, commenced in 1826, covers the entrance into Cape Fear River, and hence the water approach to the city of Wilmington, and constitutes the only defense of that locality. Upon its evacuation by the Confederate forces in January, 1865, im- mediately after the fall of Fort Fisher, an attempt was made to blow it up. All the scarp-wall of the southeast face was overturned by a mine exploded in the scarp-gallery of that face; a portion of the scarp-wall of the north and west fronts was so badly shattered by the explosion of a magazine on the covered way near northwest salient that it will have to be rebuilt, and the citadel on the parade of the work was burned. There is now neither armament nor quarters for a garrison at the place. The subject of its modification is now under consideration. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF CHARLESTON. Fort Moultrie, Chqrleston Harbor, South Carolina, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This work is located on Sul- livan's Island, and co-operates with Fort Sumter in defending the water approach from the sea to the city and harbor of Charleston. It is an earthen barbette work, and was commenced in 1841. The completion of the work comprises the construction of eleven per- manent gun-platforms and breast-height walls, bonnets on the traverses, a portion of the masonry and all the earth covering of the bomb-proof shelter, the postern gallery, a part of the earth covering of the maga- zines, and an earthen cover face on the channel front. Nothing was done at this place during the last fiscal year beyond placing a wooden covering on the principal magazine, cleaning up the grounds in and about the fort, and making some slight repairs to the fort-keeper's house. Every one of the nine wooden platforms for 15-inch guns in the fort contains some more or less rotten members, which should be removed and replaced by sound timbers to render the platforms fit for service. No appropriation having been made, no work was done at this fortification duriug the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this pur- pose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year .... --.......-...-- ..--- ..-- . $50, 000 00 Fort Sumter, Charleston Harbor, South Carolina, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This casemated work is located on a shoal on the south side of the entrance into the harbor, and its guns, crossing their fire with those of Fort Moultrie, on Sullivan's Island, command the only channel of approach thereto practicable for vessels of war. Its construction was begun in 1829, and was nearly finished, although still wanting most of its armament, when, in April, 1861, it was captured by the Confederate forces. It was held by them until February 18, 1865. The reconstruction of the work with the view of adapting it to the conditions of modern defense was begun in 1870, and is now well ad- vanced. Of the barbette gun-platforms required, eight have been laid. 40 REPORT OF 'THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF CHARLESTON-Continued. Three of these eight are permanent, and five are of timber, four of the latter being occupied by two 15-inch guns and two 200-pounder Parrott rifles. By replacing two platforms on the southeast face now occupied by light guns with heavy platforms, timber for which has already been provided, the work would be ready for its barbette armament. Eight casemates on the northwest face are ready for the guns, except the traverse circles, and the nine casemates on the northeast face, one in the pan coupe between the northeast and north faces, and one adjacent thereto on the north face (eleven in all) are armed. The completion of this work comprises the construction of seven per- manent gun-platforms and their breast-height walls, placing bonnets on the traverses, most of the earthwork on the gorge face and the parades and magazines adjacent thereto, the arrangement of a room for torpedo defense, and the repair and extension of the wharf and other matters of detail. In the gale of August 27, 1881, some damage was done to the parapet upon the southeast face, and the remaining portion of the wharf was entirely torn away. At the height of the tide the water was three feet deep in the parade. During the last fiscal year the parapet was re- paired, and some filling done at the temporary breast-height wall on the northeast and southeast faces. The storage magazine was covered with marsh grass to protect the concrete. A new wharf was built, about 350 feet in length, and steamers can now land at the fort. A few members in each of the five wooden platforms for 15-inch guns at this fort are rotten and should be replaced; all the other timbers re- main sound. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ......--................ .--...... $50, 000 00 Fort Johnson, Charleston Harbor, South Carolina,in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This old work, situated on James Island, a little more than 14 miles west of Fort Sumter, should constitute one of the inner works in the system of defense for this lo- cality. It is a fort only in name, having neither armament nor magazines, but only some irregular mounds of earth, representing what remains of the battery found there at the close of the civil war. The project for reconstructing this old work contemplates making it a battery for heavy guns and sea-coast mortars. Timber platforms for the mortars have been procured. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ...----... - ---.. .-- - -.. $20, 000 00 Castle Pinckney, Charleston Harbor, South Carolina,in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This work, situated on Shute's Folly Island, about one mile east of the city of Charleston, is one of the interior works in the system of defense of the harbor. The work was SEA-COAST DEFENSES. 41 DEFENSES OF CHARLESTON-Continued. commenced in 1829. In its present condition it is useless for defensive purposes, and is now in charge of the Light-House Board for light- house purposes. An expenditure of about $10,000 will be required to adapt this work to the reception of an armament. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF SAVANNAH. Fort Jackson, Savannah River, Georgia, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This work, commenced in 1842, is situated about four miles from the city of Savannah, and forms the inner line of defense for that city. Modifications of this work, approved January 11, 1870, so as to fit it for the reception of heavy guns, were commenced in the fiscal year end- ing June 30, 1873, but they were suspended some years since for want of appropriations. The heavy gale of August 27, 1881, caused some damage at this work. The bridge across the ditch was carried away and the doors to the main entrance blown down. The necessary repairs have been made. The four wooden platforms for 15-inch guns at this fort are rotten and unserviceable. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.. .........-.. ......... ...... . $10, 000 00 Fort Pulaski, mouth of Savannah River, Georgia, in chargeof Lieut. Col. Q. A. Gillmore, Corps of Engineers.-This casenmated work, commenced in 1829, is located on Cockspur Island, covers the ship-channel leading from Tybee Roads into the Savannah River, and constitutes the principal defense of the city of Savannah against naval attack. From 1872 to 1875 the work of remodeling the demiluna was carried on at intervals and nearly completed. Its gun-platforms were built of timber, and two 15-inch guns were mounted on the north face. All these platforms are more or less decayed. Nothing has been done as yet toward making the required modifica- tions of the main work except to lay the foundations of nearly all the piers for extending the casemates on the north face. As at other places on the Southern Atlantic coast, the gale of August 27, 1881, was here rather destructive. The fortkeeper's house was de- mnolished, the shops and other buildings belonging to the Engineer De- partment were destroyed, the bridges leading to the fort and demilune carried away, and twenty-one wooden casemate fronts torn off their hinges, and some broken. The parade was overflowed 2) feet deep, and the cisterns were filled with salt water. The wharf was also injured to some extent. The bridges were replaced by temporary structures, casemate quarters prepared for the fortkeeper, the cisterns cleared out, and the wharf suf- ficiently prepared for use. The seven wooden platforms for 15-inch guns in the deimlune are practically unserviceable. Each of them contains a large proportion of 42 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF SAVANNAH-Continued. rotten timbers; the oaken pintle blocks are nearly all thoroughly decayed. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, aul repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year------.. ----- _..---------------.. $75, 000 00 New fort-on Tybee Island, mouth of Savannah River., Georgia, in charge of Lieut. Col. Q. A. Gillmore, Corps of Engineers.-Planshave been pre- pared for defensive earthen works to be constructed on the north point of Tybee Island, for the double purpose of preventing the occupation of Tybee Roads by hostile vessels and defending the channel of approach to the Savannah River. The land necessary for the work was acquired by the United States in 1875. For several years past the northeast end of Tybee Island has been washing away. The heavy gale towards the end of August, 1881, aggravated the evil, and considerably cut away the shore of the gov- ernment property. The depth of water over the bar at the entrance to Tybee Roads was liable to be reduced by the sand removed from this portion of the shore and by the enlargement of the throat of the harbor. For the protection of this shore three substantial spur-jetties, com- posed of log mattresses overlaid with brush and covered with rip rap, stone were constructed during the last fiscal year. Their shore ends are placed near the high-water line of spring tides, and their heads project beyond the low-water line. Spur No. 2, the central jetty, is located near the old martello tower; its length is 590 feet. No. 1, 1,000 feet west of it, was made 750 feet long; and spur No. 3, 1,650 feet east of No. 2, is 650 feet long. They were completed at the end of the last fiscal year, and they are already beginning to show good effects. It seems to be advisable, however, to build another jetty west of No. 1. No appropriation for their construction has yet been made. Appropriation asked for next fiscal year.....-..- . ... ....--.-..-- ...... $50, 000 00 DEFENSES OF CUMBERLAND SOUND. Fort Clinch, Amelia Island, Florida, in charge of Lieut. Col. Q. A. Gill- more, Corps of Engineers.-This casemated work, commenced in 1847, defends the entrance into Cumberland Sound, and is in an unfinished condition. A plan for modifying the work has been prepared by the Board of Engineers for Fortifications, which contemplates an armament of rifled guns and the construction of an exterior earthen battery for 12-inch rifled guns. The work of roofing over the five tower-bastions, fixing new leaders to quarters, boarding up windows, doors, and embrasures, repairing roof on barracks, &c., for protection against the weather, which was in progress on June 30, 1881, was completed during the last fiscal year. A new roof was also put on the building near the sallyport designed for a guard-house and office. The five spur-jetties, designed for protecting the site of Fort Clinch, the construction of which was begun toward the latter part of the fiscal year ending June 30, 1881, were completed. The severe gales of August and September, 1881, somewhat damaged the most westerly jetty. To the west of that spur the beach has been SEA-COAST DEFENSES. 43 DEFENSES OF CUMBERLAND SOUND-Continued. washing away lately. The central jetty and the two jetties east of it are well covered up with sand on both sides and on top; the two west- erly jetties have accumulated sand on their eastern sides, but none on the opposite side. The high-water line has generally advanced seaward between the several jetties, but high spring tides still wash the foot of the seawall of the fort. During the present fiscal year these jetties will be strengthened and extended to a length of about 300 feet, and a new spur-jetty of that length will be built about 600 feet west of the most westerly spur. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year............ ..................... $50, 000 00 DEFENSES OF SAINT AUGUSTINE. Fort Marion, Saint Augustine, Florida, in charge of Lieut. Col. Q. A' Gillmore, Corps of Engineers.-This work is intended to defend the har- bor and city of San Augustine. It was built by the Spaniards, and was called by them San Marco. It was essentially completed in the year 1756, its construction having extended through a period of more than one hundred years. It is built of coquina, a natural shell concrete found in the vicinity. No money has been expended by the United States for the maintenance of the work, or in arresting the progress of ordinary deterioration and decay, for the reason, doubtless, that the water battery constructed in front of it in 1842-'43 will, if suitably armed, furnish a sufficient defense for this locality. The main work is not suitable for an efficient defense. Should it be desired to restore old Fort San Marco, both main work and demilune, to the condition substantially in which it was left by the Spaniards, it can be done, so far as it is possible to attain this object, and omitting all preparations for an armament, for from $10,000 to $12,000. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF KEY WEST. Fort Taylor and batteries, Key West, Florida,in charge of Capt. W. H. Heuer, Corps of Engineers.-These works, comprising the main case- mated work on a submarine foundation and earthen batteries on the island, are for the defense of the important harbor of Key West. The main work was commenced in 1844. The exterior earthen batteries for heavy guns, projected by the Board of Engineers for Fortifications, and commenced in 1872, were left incom- plete at the close of the last fiscal year, for which an appropriation for this work was made (1875-'76). During the year, for want of any appropriations, no work was done to the fort proper or batteries. The barracks and quarters within the fort are in bad order. To put them in good order will cost about $15,000. The two Martello Towers are in fair condition. They were constructed in the early part of the war on private land, the title to which has never been acquired by the United States. 44 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF KEY WEST-Continued. For certain necessary repairs to the main work and buildings, for continuing the construction of the exterior batteries for modern guns of large caliber, and for purchasing the land on which the Martello Towers stand, an appropriation is recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year : For repairs of buildings, and continuing the construction of the exterior batteries............--------------------- ----.....--..------------- $67,000 00 For acquisition of sites of the two Martello Towers, by purchase or con- denation -----..--...---................ .......---------......--- ......--------....----....... 9, 000 00 76,000 00 DEFENSES OF THE HARBOR OF DRY TORTUGAS. Fort Jefferson, Garden Key, Tortugas, Florida, in charge of Capt. W. H. Heuer, Corps of Engineers.-This casemated work, commenced in 1846, perfectly commands the admirable harbor lying in the heart of this group of keys. During the past fiscal year operations were restricted to caring for the public property and buildings. The modifications of this work, designed by the Board of Engineers for Fortifications, are in an incomplete condition. It is, however, desired to mount some heavier guns than those for which the work was origin- ally planned, for use in case of emergency, and it is proposed to erect a few stone platforms for them. For this and some necessary repairs an estimate is submitted. - No appropy ,n having been made, no work was done at this fortifica- tion du- , the last fiscal year beyond its protection, preservation, and repair as far as was possible with the general appropriation made for this . .rpose, and no other work is contemplated during the current fiscal ye,. for the same reason. Ap- opriation asked for next fiscal year.......................... .. .. . $28, 000 00 DEFENSES OF PENSACOLA HARBOR AND NAVY-YARD. Fort Pickens, Pensacola Harbor, Florida,in charge of Capt. A. N. Dam- rell, Corps of Engineers--This casemated work, commenced in 1828, with Fort Barrancas and the proposed new batteries near the site of Fort McRee, constitute the defenses of the town and harbor of Pensacola, and the navy-yard at Warrington. It is situated near the west end of Santa Rosa Island, and is, at present, the only work of defense to the entrance and main channel to Pensacola Harbor. From 1869, when a new platform for a 15-inch gun in west bastion was completed, until 1873, operations were confined to general repairs. In December, 1873, operations were commenced to change the center pintle platforms into front pintle platforms for mounting new arma- ment; after the completion of eight of these, work was suspended (in February, 1874) for want of funds, and operations were again confined to general repairs until January, 1876, when a kitchen and mess-hall were built, preparatory to commencing work on the modification of the fort, according to an approved plan of the Board of Engineers for Forti- fications. Work on the bastions C and D was carried on until August, 1876, when, funds being again exhausted, operations had to be sus- SEA-COAST DEFENSES. 45 DEFENSES OF PENSACOLA HARBOR AND NAVY-YARD.-Continued. pended. With the exception of the gun-platform on bastion C, both bastions were completed. The importance of this work, on account of its location, makes it de- sirable that the modifications to the fort and the construction of sand batteries, as recommended by the Board of Engineers for Fortifications, should be carried out at an early day; and an appropriation of seventy- five thousand dollars could be profitably expended on these works dur- ing the fiscal year ending June 30, 1884. No appropriation having been made, no work was done at this fortifica- during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose and no ot her work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.....--..... -....-.......... .$75, 000 00 Fort Barrancas and redoubt, Pensacola Harbor, Florida, in charge of Capt. A. N. Damrell, Corps of Engineers.-These works, commenced in 1839, are situated on the north bank of the entrance of Pensacola Har- bor, opposite to Fort Pickens, and are intended for defense of this en- trance and protection from land attacks. For many years operations at this work were confined to necessary repairs to masonry, slopes, and wood-work, until 1874, when the construc- tion of four front pintle platforms for mounting new ordnance was com- menced; but work was suspended before much progress was made, none of the platforms having been completed. Since that time operations have again been confined to ordinary repairs. Portions of the fencing around the fort and redoubt have been rebuilt during the past fiscal year. Plans and estimates for the construction of an exterior battery on the bluff west of the fort have been prepared by the Board of Engineers for Forltifications, but so far no appropriations have been made and no work has been done. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year$ .... .......... .............. $50, 000 00 Fort McRee, Pensacola Harbor, Florida, in charge of Capt. A. N. Danm- rell, Corps of Engineers.-This fort, situated on the west side of the main ship-channel to Pensa'ola Harbor, commenced in 1836, has been a ruin since the late war; and the greater portion has been washed away by the encroachment of the se' upon its site. Plans for the construction of batteries for the heaviest modern guns and mortars near the site of the old fort, to co-operate with Fort Pick- ens and the works at Barrancas in the defense of this important harbor, have been prepared by the Board of Engineers for Fortifications, but as no appropriation has been made for them no work was done upon them. Under an appropriation for the improvement of the harbor of Pen- sacola a substantial jetty is under construction in front of this fort, which to a great extent will protect its site. No appropriation having been made, no work was done at this fortifica- tion during the lat fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.................... .. . $50, 000 00, 46 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF MOBILE. Fort Morgan, eastern entrance to Mobile Bay, Alabama, in charge of Capt. A. N. Damrnrell, Corps of Engineers.-This casemated fort, com- menced in 1819 and completed in 1833, is situated at Mobile Point, on the east side of the main ship-channel to Mobile Bay, and as it com- mands this channel from the outer bar to the lower anchorage, and forms with Fort Gaines on the west side of the channel the outer line of de- fenses to the harbor and port of Mobile, its site is of great importance, but will not be of much value as a defensive work until the contemplated water batteries for heavy ordnance, along the western and southern shore, are completed. As stated in last year's report, the construction of these batteries was commenced in September, 1875; but work had to be suspended in April, 1876, the amount appropriated being exhausted; and as no appropriations have been made since, this work has not been resumed. During the winter of 1873-'74, twelve of the old-barbette gun-plat- forms on the channel front of the fort were changed for 200-pound Par- rott gun-platforms; and the guns mounted on these are the only guns now serviceable. The sea-wall, completed to a distance of 1,300 feet south of the wharf, in 1878, for the protection of the site of the fort, was badly injured by the heavy storms in December, 1879, by being partially undermined near its southern end; and a brush apron, with stone bal- last, was put in front of that section of the wall. After a heavy gale during February, 1881, it was found that the water almost along the entire length of the wall had deepened to such an extent as to threaten its destruction by undermining, and during the fiscal year 1880-'81 an apron, constructed of brush mattresses sunk with rock ballast, was put in front of the wall at points where the greatest wash had taken place. An allotment of $5,570 was made from the general appropriation for preservation and repair of fortifications, for the extension and com- pletion of the brush and stone revetment in front of the sea-wall for the protection of the site of the fort, and this work was carried on during the months of April, May, and June, 1882, but on account of the scarcity of suitable ballast, operations had to be suspended before the revetment could be carried along the whole length of the sea-wall; about 400 feet remain to be completed. One thousand nine hundred and eighteen tons of ballast and about 350 cords of brush were expended, new fender piles were driven at the head of the wharf, and some repairs made to the main dirain from the fort. With the exception of the above wck, operations during the year were confined to preservation and repairs of buildings and wharf, and the care of public property. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year.....----..---.....--................. $75, 000 00 Fort Gaines, Dauphin Island, Alabama, in charge of Capt. A. N. Dam- rell, Corps of Engineers.-This work, commenced in 1818, is, with Fort Morgan, on the opposite side of the main entrance to Mobile Harbor, designed to command that entrance and the lower fleet-anchorage. It needs complete modification to adapt it to the use of modern heavy guns, and plans therefor have been prepared by the Board of Engineers for SEA-COAST DEFENSES. 47 DEFENSES OF MOBILE-Continued. Fortifications; but no appropriations having been made for this work, the fort remains in the condition as reported last year. The palmetto jetties erected for the protection of the site of this fort from abrasion by the sea have been very much damaged by floating logs during the past year, and the officer in charge designs to submit a plan for a more permanent protection as soon as necessary surveys can be made. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated (luring the current fiscal year for the same reason. Appropriation asked for next fiscal year......--......---.... ............ $50, 000 00 DEFENSES OF MISSISSIPPI SOUND. Fort on Ship Island, in charge of Capt. A. N. )Damrell,Corps of En- gineers.-This casemated fort, commenced in 1862, is located at the west end of Ship Island, on the east side of Ship Island channel, and is designed for the defense of a maritime depot of coal, provisions, &c.; of the navigation of Mississippi Sound, and of the approaches to New Orleans from the eastward. Operations up to the present fiscal year consisted in ordinary repairs to the fort and buildings, and care and preservation of public property. During heavy southeasterly gales in the months of September and October the sea encroached upon the beach around this fort to such an extent that 1 feet of water was found all along the southern and western exposure of the fort. A report of this fact having been made, an allot- ment of $5,584 from the appropriation for preservation and repair of fortifications was made for the construction of three jetties for the pro- tection of the fort, and work was commenced in April, 1882, and con- tinued to the close of the fiscal year. The three proposed jetties were completed to 220 feet, 152 feet, and 218 feet, respectively, and in addi- tion a plank bulkhead, 714 feet long, was constructed along the beach east of the fort, to prevent the sea from washing across the island at that point. The effect of the jetties has so far been entirely satisfac- tory, but in order to prevent further encroachment by the sea either to the eastward or westward of the fort, the construction of two additional jetties has been recommended by the officer in charge. The jetties were built with heavy rock ballast, laid on brush mattresses, with a height varying from 3 to 5 feet; 483 cords of brush and 1,439 tons of rock ballast were expended in their construction. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF NEW ORLEANS. Fort Pike, Rigolets Pass, Louisiana, in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This casemated work, com- menced in 1819, is located on the south side of the Rigolets, a pass connecting Lake Pontchartrain with Mississippi Sound and the Gulf of Mexico. It was designed to guard the extreme eastern approach to New Orleans available for vessels drawing seven feet or less. During the late civil war, while in the possession of the Confederates, 48 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW ORLEANS-Continued. with the aid of obstructions in channel, it served to prevent predatory incursions of light-draught steam gunboats of the United States Navy into Lake Pontchartrain, which, no doubt, but for it, would have cut off direct communication by the lake and by rail between New Orleans and the country east of the Mississippi River. Since 1862 the work has been kept in about the same condition it was then, except as to armament and garrison, both of which have since been removed. A project for the modification of this work, to adapt it for the recep- tion of modern ordnance, was prepared by the Board of Engineers for Fortifications in 1870, but no appropriation has been made therefor. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ._ _....._.... -....--... ........... $24, 000 00 Fort Macomb, Chef Menteur Pass, Louisiana, in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This work, com- menced in 1822, is located on the south side of the "COhef Menteur," a pass connecting Lake Pontchartrain with Lake Borgne and the Gulf of Mexico. It covers the approach to New Orleans of vessels drawing four feet or less via the pass and Lake Pontchartrain, and also the practicable approach of a land force from the pass via the " Gentilly Ridge" and the line of the New Orleans, Mobile and Chattanooga Rail- road, which crosses the pass but a few hundred yards from the fort. A project for the modification of this work, to adapt it for the recep- tion of modern ordnance, was prepared by the Board of Engineers for Fortifications in 1870, but no appropriation has been made therefor. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year .................--...-.. ....... $24, 000 00 Tower Duprd, Lake Borgne, Louisiana, in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This tower, commenced in 1830, is located at the mouth of Bayou Dupre, a bayou connected with Lake Borgne and heading near the Mississippi River, about 12 miles below the city of'New Orleans. It is one of the system of works de- signed to command the approaches to New Orleans from Mississippi Sound. It was mainly through this bayou that the British forces approached New Orleans in 1814. About 1873 and 1874 the bayou was converted into a canal by widen- ing and straightening it in places, and by excavation extending to within a few hundred feet of the Mississippi River. A pier was also extended into the lake. Vessels drawing 4 feet or less can now easily pass from the Gulf of Mexico via this canal to its end near the river. Since the late civil war but little has been done to this work, and for the past few years nothing has been done. The tower is at present in a fair state of preservation. The parapet of the battery has nearly all been removed, and there is no armament. In case of necessity the work SEA-COAST DEFENSES. DEFENSES OF NEW ORLEANS-Continued. can be put in condition in a few days to receive a section of a battery of rifled field guns and a suitable garrison. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Battery Bienvenue, Lake Borgne, Louisiana,in charge of Maj. C..W. How- ell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This battery, commenced in 1826, is situated in the sea marsh at the junction of the two main branches of Bayou Bienvenue, and about three miles from the mouth of the bayou. It was designed to guard against boat expeditions from Lake Borgne via this bayou to attack New Orleans in the rear of the lower portion of the city. No appropriation was made for the fiscal year ending June 30, 1383. No appropriation asked for next fiscal year. Tower at Proctorsille,Lake Borgne, Louisiana, in chargeof iMaj. C. WV Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This work, com- menced in 1856, is one of the system of works designed to command the approaches to New Orleans from Mississippi Sound. No work was done during the past fisscal year. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Fort Jackson, Mississippi River, Louisiana, in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This work, com minenced in 1822, is situated on the right (west) bank of the Mississippi River, at what is known as the Plaquemine Bend, about 70 miles below the city of N ew Orleans. Together with Fort Saint Philip, situated on the opposite bank of the river, it was intended to serve in the defense of the very important port of New Orleans and its surrounding country against attack of a hostile fleet attempting their capture by way of the river. It is an inclosed casemated work, with masonry scarps and new exte- rior earthen batteries, which are in an incomplete condition. The levees for the protection of the fort and the reservation being in- efficient, fro!n lack of height, damage by overflow, and boring of craw- fish, the fort and surrounding ground was flooded during the high water. A survey to ascertain necessary work for complete repair of levees will be made as soon as the water subsides. For needful repairs to the work, completing new earthen batteries, and for continuing preparations for mounting an armament of heaviest caliber, the modifications of this work, designed by the Board of Engi- neers for Fortifications, to adapt it for the use of modern heavy ordnance, being incomplete, an appropriation is asked. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year. ......--....- .. .....-....-.. .... $25, 000 00 Fort Saint Philip, Mississippi River, Louisiana,in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1881; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-The location and pur- 4E 50 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW ORLEANS-Continued. pose of this work, which was commenced in 1841, are sufficiently de- scribed in the preceding report on Fort Jackson. It is fully as important to be maintained and properly armed as Fort Jackson. Although the latter is the larger work, the position of the former is more advantageous. It is an inclosed barbette work, with masonry scarp and new exterior earthen batteries, which are in an incomplete condition. The levees for the protection of the fort and reservation from river floods are inefficient. A survey will be made as soon as practicable to ascertain necessary work to put them in good order. For needful repairs to the main work, and for continuing the construc- tion of the exterior earthen batteries of heavy guns which have been designed by the Board of Engineers for Fortifiations, and which are yet incomplete, an appropriation is recommended. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year............................... $25, 000 00 Fort Livingston, Barataria Bay, Louisiana, in charge of Maj. C. W. Howell, Corps of Engineers, until December 1, 1831; since that date in charge of Maj. Amos Stickney, Corps of Engineers.-This work, com- menced in 1842, is located on the west end of Grande Terre Island, at the entrance to Barataria Bay, and guards the western line of approach to New Orleans offered by the bay, and the bayous and canals connect- ing the bay with the Mississippi River opposite New Orleans. It also secures the anchorage in the bay as a harbor of refuge for coasting or other light-draught vessels in time of war. The location is likely to be given even greater importance than in the past, because of the projected Barataria ship-canal, and the canal already far advanced connecting the bay with Bayous Lafourche and Terrebonne and the Atchafalaya. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. DEFENSES OF GALVESTON. Batteriesat the entrance to the harbor of Galveston, Texas.-The object of the earthen batteries of heavy guns, recently designed by the Board of Engineers for Fortifications, to be placed on Pelican Spit, Galveston Island, and Bolivar Point, is for the defense of the entrance to the har- bor of Galveston, a harbor rapidly increasing in commercial importance. No appropriation for the construction of these works has yet been made. -----.--.......... $50, 000 00 Appropriation asked for next fiscal year .-----.---............... DEFENSES OF SAN DIEGO HARBOR. a Fort at S n Diego, California, in charge of Lieut. Col. C. S. Stewart, Corps of Engineers.-This earthwork, situated in rear of Ballast Point, commands the channel at the entrance to the bay and harbor of San Diego. The first and only appropriation for it was an approplriatio l of $50,000 for the fiscal year 1873-'74; under it work was commenced in 1873, and considerable progress was made, but in its present unfinished state this battery is utterly worthless for defensive purposes. Its position wholly SEA-COAST DEFENSES. 51 DEFENSES OF SAN DIEGO HARBOR-Continued. controls the entrance to the important harbor and bay of San Diego, every vessel going in necessarily passing close to the work. The embankment of the faces of the battery was raised to the level of the parade, and the concrete masonry of the walls of one service mag- azine built to the spring of the arch. The watchman in charge of the public property has made the repairs to embankments which have been required. To complete this work so that it may receive its armament of fifteen heavy guns requires the construction of everything above the level of the parade; that is, of parapets, magazines, terrepleins, breast-height walls, platforms, and communication. It is estimated about $135,000 will be required for these. An appropriation of $70,000, to be applied to the masonry of magazines, breast-height walls, and gun-platforms, and so much of the earthwork connected therewith as possible, is asked for the year ending June 30, 1884. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservaticn, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ............-------- .............. $70, 000 00 DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND TIHE ARSENAL AT BENICIA. Fort at Fort Point, entrance to San Francisco Harbor, California, in charge of Lie(t. Col. C. S. Stewart, Corps of Engineers.-This casemated work, commenced in 1853, and its exterior earthen barbette batteries, commenced in 1870, form the defenses of the south side of the Golden Gate, the entrance to San Francisco Harbor. The main casemated work is occupied by a garrison. A few slight repairs have been made, and the iron-work of embrasures has been kept painted by the watchman. The disintegration of the mortar in joints of scarps and facings of piers and saffits of arches is still going on. At some future day the whole of the brick-work will have to be repointed. Many of the bricks in scarps are being eate away by the influence of weather and of the sand driven against them by the strong and continuous winds prevailing here. Each year makes more apparent the progress of deterioration. The casemates are in fair condition. The sea-wall is in good order. Though the large stones of the apron at the foot of this wall have, as heretofore reported, been moved at some points, no great change seems to have taken place in it during the past year, and none is likely to occur unless from the action of a series of ex- traordinarily heavy gales with powerful seas. The magazines are in as good condition as heretofore. Annual wear and tear excepted, the general state of the work is essentially as it has been for the past few years. Earthen barbette batteries exterior to the fort.-There being no special appropriation for these, the watchman has made such repairs as prac- ticable, having now and then received assistance through the courtesy of tile commanding officer of the garrison. The magazine doors have been painted and the iron-work of the mortar )latforms lacquered. A portion of the slopes has been miowed; parts of the sodding replaced; 52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND THE ARSENAL AT BENICIA-Continued. drains and fences repaired; sills of some buildings renewed and frame- work thereof braced and tied to prevent spreading. The buildings are now nearly all very old and much decayed. Some labor has been expended on the water supply, and in the course of a year or so a new tank will be needed. During the present year it will probably be necessary to replace some of the piles of the wharf now much injured by marine worms. Early in the winter season a portion of the timber bulkhead support- ing the road-way leading to the fort was damaged during a heavy gale by the sea, and it was feared it might be carried away. However, the storms since having happened at favorable moments when tides were not running high, no further damage has been done. The general con- dition of these batteries, after remaining six years unfinished, is as good as can be expected. Two platforms in addition to those which are mounted are ready to receive their guns. Six others have been constructed, but owing to the settlement of the terreplein, in deep filling, two of these are not in con- dition to have the guns mounted. The pIintle-blocks for eight platforms are in position, and the concrete foundations for six more have been built. Three positions for heavy guns are ready for platforms, and four- teen more have been begun. Thirteen traverse magazines are ready, and sixteen more can be used when needed. Twelve timber platforms for heavy mortars are in position. The timber of these is decaying. To complete the batteries for their armament of heavy guns will re- quire, it is estimated, about $120,000. An appropriation of $100,000 is asked for the fiscal year ending June 30, 1854, to be applied toward the finishing of thirty platforms for heavy guns, and the parapets, traverses, magazines, terrepleins, and communications pertaining thereto. No work upon these batteries has been done since 1876, for want of funds, and the importance of an efficient protection of the city of San Francisco, the navy-yard at Mare Island, and the United States arsenal at Benicia warrants an early and adequate appropriation therefor. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ..................------------------------........ $100,000, 00 Fort at Lime Point, San Francisco Harbor, California, in charge of Lieut. Col. George H. ]Men dell, Corps of Engineers.-The system of works projected for the defense of the Golden Gate from the northern shore consists of a casemated work to be built at Lime Point, and detached earthen barbette batteries on Point Cavallo, on Lime Point Ridge, at Gravelly Beach, and on Point Diablo. Some work was done in 1867 and 1868 on the excavation of the site of the casemated work, but it remains incomplete. The Point Diablo Battery was never begun. The other barbette batteries were under construction from 1870 to 1876, but are incomplete, with the exception of the Gravelly Beach Battery. The works have been cared for by keepers during the year. The operations have been merely those of preservation and repair. They consisted of caring for the parapets cutting the grass, washing with SEA-COAST DEFENSES. 53 DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND THE ARSENAL AT BENICIA- Continued. lime the buildings and wood breast-height revetment, and painting and puttying the wood platforms. The wood revetment and platforms in the Gravelly Beach Battery remain in fair condition, there being no noticeable deterioration during the year. The magazines in each of the batteries are dry and in good condition. Twenty-four gun-platforms and breast-height walls for seven guns are required to complete the batteries already built. It is estimated that it will require $100,000 to do this work and to rebuild the wharf and water-tank, with other repairs. Eighty thousand dollars can be profitably used in the coming year. This estimate does not include the Point Diablo Battery, approved by the Secretary of War, which battery has never been commenced. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. Appropriation asked for next fiscal year ...... ..... ..... ...... --...... $80, 000 00 Fort on Alcatraz Island, San Francisco Harbor, California, in charge of Lieut. Col. George H. Mendell, Corps of Engineers.-Alcatraz Island lies in the harbor of San Francisco, two miles inside its entrance, in a very advantageous position for the defense of the channels on every side of it. In 1870 the work of remodeling the defenses of this island to adapt them to modern ordnance-this work consisting of the construction of heavy earthen batteries-was commenced and carried on for a few years, when it was suspended for want of funds. The last appropria- tion ($25,000) was for the fiscal year 1875-'76, although there was some work done, mostly by the military prisoners confined on the island, in 1877. During the year the embrasure irons of the unfinished casemated work, including twelve sets not in place, were painted. The iron-work on the wharf crane, magazine doors, and ventilators were painted. All the en- gineer buildings were washed with lime. Repairs were made on the fence of the office building, laborers' quarters, and boat-house. The grass on parapets and slopes was cut, the batteries policed, and drains cleaned. The Quartermaster's Department has built two sets of quarters and a hospital on the east side of the island. It also built an extension of the wharf, upon which a storehouse was placed. The old hospital was taken down. The defensive barracks has been altered very materially. Six separate sets of quarters have been made; three openings for doors have been made in the main exterior walls; the loop-holes on the lower floor have been converted into windows. All of these operations have been conducted by the Quartermaster's Department. The batteries and magazines remain in good order. The appropriation asked for will be applied to the construction of gun- platforms for earthen batteries ready to receive them, and to the con- struction of earthen batteries not yet commenced. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year beyond its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year forthe same reason. Appropriation asked for next fiscal year ......------ ....--....----......---....-....---. $50, 000 00 54 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND THE ARSENAL AT BENICIA-Continued. Batteries at Point San Josd, San FranciscoHarbor, California, in charge of Lieut. Col. C. S. Stewart, Corps of Engineers.-Duringthe late civil war two temporary earthen batteries were built on this point. In the east battery the timber platforms are decayed as well as the wood-work of the magazines, part of which has caved in. This battery is unserviceable. Projects for new earthen batteries of heavy guns and mortars for the occupation of this important point in the second line of defense for the bay and harbor of San Francisco have been prepared by the Board of Engineers for the Pacific Coast. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. Batteries on Angel Island, San Francisco Harbor, California,in charge of Lieut. Col. C. S. Stewart, Corps of Engineers.-The three earthen bat- teries on this island were built during the late civil war for temporary use. The timber platforms and the timber magazines are decayed, and nearly all the gun-carriages have been condemned. The batteries are practically unserviceable. Barbette earthen batteries for the heaviest guns have been planned by the Board of Engineers for the Pacific Coast, to occupy the most val- uable positions on the island which bear on the channels leading to the upper part of the bay, to the navy-yard at Mare Island, and to the arse- nal at Benicia. No appropriation was made for the fiscal year ending June 30, 1883. No appopriation asked for next fiscal year. DEFENSES OF THE COLUMBIA. Defenses at the mouth of the Columbia River, Oregon, and Washington Territory, in charge of Maj. G. L. Gillespie, Corps of Engineers, until July 27, 1881; since that elate in charge of Capt. C. F. Powell, Corps of Engi- neers.-The defenses consist of Fort Stevens, an inclosed earthwork at Point Adams, Oregon, on the south side, commanding the entrance to the Columbia River by the south channel, which, after passing the outer or northern end of Clatsop Spit, skirts the eastern shore of Point Adams on the approach to Astoria; and the earthen batteries at Fort Canby, Cape Disappointment, Washington Territory, on the north side, com- manding the entrance by the north channel, which passes in close to the headland, leaving Sand Island to the southward. These earthworks were built during the late civil war in anticipation of complications with foreign powers. The walls and roofs supporting the earth coverings of magazines, which are commonly built of masonry in permanent earthworks, were, in this case, necessarily built of wood, for want of time and money, and they are subject to rapid decay in the climate of the mouth of the Columbia. Fort Stevens.-During September and October, 1881, 400 feet of the plank walls of the interior slope of the parapet of the unarmed land front, and 450 feet of similar revetment on the right of the channel salient, which had become badly decayed and partly fallen down, were removed. That on the land front was replaced by marsh sod, which, at the end of seven months, stands well, and answers the purpose excel- lently. On the other front, where the old revetment was removed, a new plank one was constructed of cedar posts and anchors, and a double wall of fir planks. The space between the two parts of the wall was SEA-COAST DEFENSES. 55 DEFENSES OF THE COLUMBIA-Continued. left open for circulation of air, and not filled with earth, as in the former revetment. Dauring October and November an inexpensive shore protection of brush-work was placed on the beach in front of the channel salient for assistance against erosion; wings and spurs of brush were laid, at favora- ble times, in shallow trenches, and pinned to the ground or weighted with bags of sand. The part of the brush above the beach surface served to catch sand drifting under prevailing winds, and thus build up and extend the shore. Two thousand and fifty feet of brush-lines were planted. Only a small part has been destroyed or swept away by drift or sea; the shore line has been advanced somewhat, and the level of the beach raised in height about two feet over the whole area. - The mouth of the slough on the western side of the fort was closed by raising its surface by means of similar brush-work; 860 feet of lines of brush were placed across the outlet. This slough receives the drainage of adjacent low lands and swamps. The entrance of high tides by the natural outlet created fears that Clatsop Spit would be cut through, and a permanent channel formed, to the danger of the fort. The outflow of drainage and tidal water caused erosion on the fort side of the outlet. These were the reasons for closing the mouth of the slough, as done dur- ing neap tides and preceding the rainy season. To furnish escape for drainage water, a plank flume was made leading from the slough, and in a direction as nearly opposite to the fort as practicable. The flume was 350 feet long; its inside dimensions were 18 inches by 8 feet, Proper gates were made for the flume, and an apron placed at the mouth. The flume was completely destroyed during the winter, and a natural outlet formed near its line: This outlet may be forced back by seas gradually to the position along the channel faces of the fort, when some' protection against erosion will again be necessary. During June the Engineer storehouse was rebuilt, minor repairs made to the magazine, and the drain from the fort ditch, which had been stopped up, was cleaned out. Fort Canby.-A 12 inch rifle was furnished the fort last fall, and the com- manding officer desired an additional platform made on which to mount it. After consultation with him it was decided to enlarge the center battery. During May and June the rampart was therefore extended on the left, and the platform placed at that end for the rifle. The gun has not yet been mounted. Extensive repairs were made to the breast-high plank walls of the parapets of both the center and east batteries. As at Fort Stevens, the space between the two parts, where new walls were added, was left open. In the new gun-platform the openings between the timbers were covered by a movable grillage, instead of planks closely jointed and battened, as in the old platforms. The platform and plank breast-high walls were painted with two coats of paint. At the west or light-house battery the breast-high parapet walls of plank were badly decayed and in a falling condition, except on the north flank. The useless portion was entirely removed, and a marsh sod revetment built in its place. The guns of the battery are notfired on account of danger to the light-house adjoining. At the powder-house a new sill was placed under the north end, and new steps at the entrance; the doors were rehung, and a coat of mineral paint applied to the exterior of the building. No appropriation was made for the fiscal year ending June 30, 1883. No appropriation asked for next fiscal year. 56 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. BOARDS OF ENGINEERS. THE BOARD OF ENGINEERS. The Board of Engineers stationed at New York City, consisting of Col. Z. B. Tower, Col. John Newton, Lieut. Col. Henry L. Abbott, and, when so ordered, the officer in charge of the work under consideration, has been engaged in the duties which have from time to time been re- ferred to it, and it has submitted the following report of its operations: Coast defenses.-The views of the Board upon the question of sea-coast defense and the leading measures needed to secure the harbors of the United States against maritime attack have been set forth with more or less completeness in various reports for the past fourteen years. It does not, therefore, seem necessary to enter into any exposition of this subject here farther than to state: First, that our defense for many years must depend up the finishing of barbette batteries designed long since, but with such modifications as will adapt them to the reception of the 12-inch rifled gun recently proposed, with its enlarged carriage, and at the same time give greater security to the magazines. Second, to make ready, without delay, to apply our system of torpedoes to all harbors by preparing bomb-proof electrical operating-rooms and deep- masonry galleries, extending therefrom to the low-water line, needed for that purpose. The above are the two prominent features of our system of defensive works requiring prompt attention, a system which, though a preliminary one in part, has the merit of being comparatively inexpensive. Reviewing the designs of batteries prepared from twelve to fourteen years ago, in the light of the present armaments of ships of war and of the penetrating power of projectiles now used on those ships, the neces- sity alluded to above for modifying the plans of our unfinished batteries is very apparent. By the introduction of a single gun between traverses, instead of two, something may be gained in the way of earth cover for the magazines; but from studies made in that direction, it seems prob- able that when the exposure is great new service magazines, sunk below the terreplein for security, will be required at many localities. Much time has been given to this subject during the past year, and it will doubtless engage the attention of the Board in the future until the plans of all the batteries hitherto designed for our sea-coast defense are thor- oughly examined and adapted to such armaments as will be provided for them when the gun problem shall have been solved. As plans of electrical operating-rooms and cable-galleries for the most prominent of our sea-coast works have been prepared, their construction must await appropriations for that purpose. This Board adapted its preliminary system of harbor defense to the necessities of the day, and has advocated it from year to year as a means of arriving, in the shortest time possible, at some security for the im- portant commercial and manufacturing centers of the sea-coast of the United States. There can be no doubt that the future of our defensive system must look to the use of iron in some form, probably as a revolving turret, to cover emplacements for the largest and most powerful guns known to any service. The studies of the Board have been directed to this sub- ject for more than three years, and plans have been prepared for two double-turreted iron forts, one for each shore of the Narrows at the south- ern entrance to New York Harbor. Each turret is intended to receive two 100-ton guns. THE BOARD OF ENGINEERS. 57 It is essential that our more important harbors should be made so secure as to relieve the nation of all apprehension in respect to them. It is with this view that the two double-turreted iron forts have been planned for the defense of the Narrows, for no naval ship yet built or designed could remain under their close fire long enough to do them any damage. The extending of this turret system to Boston, as sug- gested in our report of last year, and to other harbors of leading com- mercial interest, will doubtless engage the attention of the Board, in common with the revision of the barbette batteries, during the coming year. Reports submitted on subjects of fortifications, &c.: 1881, July 25. Views of Board as to information which it would be desirable to obtain in reference to the practice of leading foreign na- tions in the use of iron for forts, and especially for revolving iron tur- rets; with the latest improvements in carriages for depressing the gun so as admit of high elevations of the piece. August 8. Views of Board as to what amounts should be asked of Congress for the next fiscal year for new works of fortification under existing plans not yet commenced; and for continuation of old works, &c. November 18. Upon question of encroachment of the sea at Sandy Hook, N. J., and, in this connection, what protection to the shore line is necessary to protect the site of the fort at that locality. November 30. History and progressive changes of our fortifications; in accordance with act of Congress calling for statement of their present condition and what number of them can be dispensed with. 1882, January 13. Upon question of acquiring a tract of land in rear of Fort Tompkins, Staten Island, New York, for the purpose of addi- tional fortifications. January 17. In reference to diminishing the recoil of guns and length of chassis, and thence to the improvements in the construction of bar- bette batteries which would result thereform. February 15. Upon defensive arrangements necessary to protect our torpedo lines. June 30. Report, with drawings, upon the iron revolving turret for two 100-ton guns, adapted to any locality, somewhat modifying the plans submitted June 30, 1881. June 30. Upon a two turreted fort for the site of Fort Lafayette and for the shore opposite, just south of Light-House Battery, Staten Island, New York. June 30. Upon a modification of barbette battery on Gerrish Island, mouth of Portsmouth Harbor, New Hampshire. Studies not reported upon: Drawings have been prepared somewhat changing plans for barbette batteries previously designed for Cow Island, and for the two eastern spurs of Great Hog Island, Portland Harbor, Maine. These modifications have reference to the adaptation of these batteries, like those on Gerrish Island, to the recent 12-inch carriage de- signed by the Ordnance Department, and to additional cover for the serv- ice magazines. The drawings have not, however, been forwarded. Studies have been made changing essentially former designs of service magazines for barbette batteries. By reason of the increased weights and improved forms of projectiles, the greater lengths of guns and much enlarged powder charges, penetration by shot and shell into iron, ma- sonry, and earth has been more than doubled since our sea-coast bat- teries were planned. To meet these changed conditions so large an in- creased cover for magazines is demanded as to require that they should 58 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be sunk quite below the terreplein for protection. This great depth, of course, necessitates some method of raising the powder charges to the platform level. Devices to that end have been worked out in con- nection with new plans for magazines, and drawings thereof prepared. They are not, however, forwarded, as the investigation of this subject and the results obtained are not as yet regarded as final. Torpedo defense.-The annual appropriation ($50,000) made for the fiscal year 1881-'82 for providing materials to defend our coasts with submarine mines and for continuing trials to perfect the system was allotted, upon the recommendation of this board, chiefly to the purchase of torpedo cases and junction boxes, to be stored for use in the channels leading to Philadelphia and Boston. These cities and New York are now provided with a minimum supply of the parts which would be most difficult to procure in haste, but nothing has been done for any other of our great sea-ports. The materials are not liable to deteriorate in store, and not less than $100,000 should be expended annually for sev- eral years to come in providing these most necessary supplies. The debate in Congress upon the bill making provision for the current year renders it evident that the vast importance of preparing our forts for successfully operating and defending the torpedoes was not under- stood. Without such preparation it would be of little use to have them in readiness. They are all controlled by electricity. To convey the electrical current, insulated wires must extend from a secure bomb-proof to each torpedo. If these wires are not buried so deeply in the earth as to be out of the reach of hostile artillery fire, a single lucky shot may destroy the power of exploding all the mines, and hence may open the channel to the enemy. Very few of our forts are provided with these bomb-proof operating-rooms and cable shafts and galleries, and a special appropriation is required for constructing them. After the breakinlg out of war the needful time would be lacking, and this matter cannot be urged in too strong language. The cost will be small-probably $200,000 would cover the more important stations on the Atlantic coast- and it is recommended that a special item for this purpose be inserted in the bill for the coming year. These preparations are as necessary to our torpedoes as triggers are to our rifled muskets; in fact, they per- form a like function. Before any reasonable expectation of successfully defending our c(oast with torpedoes can be entertained, another matter should receive at- tention. Torpedoes will not plant and operate themselves. This must be done by soldiers specially trained in the use of electricity and in- structed in certain difficult and delicate mechanical operations. In every nation this duty is devolved upon the engineer troops, and Con- gress has made the same provision for our service. The battalion organ- ization provided by law is sufficient for the purpose; but the restriction of the total enlisted force of the Arumy to 25,000 men, and the pressing need of troops to perform I)olice duty among the Indians on the plains, have so reduced the authorized strength of the battalion that only about 100 men are under instruction for defending our whole sea-coast and lake frontier. This difficulty is best met by the plan suggested by the General of the Army in 1879, viz, to place the Engineer troops upon the same footing as to recruiting as the Signal Service men. The latter are not included in the 25,000 men to which the strength of the Army is re- stricted by law. A provision to this effect would allow the President to recruit the battalion to a maximum strength of 752 men, which would be sufficient for present needs. These men are excellent soldiers, thor- oughly instructed and disciplined, and inferior to no others in the serv- THE BOARD OF ENGINEERS. 59 ice. In the competition last year for the Nevada trophy, offered for excellence in markmanship, and open to the entire Army, one of the Engineer companies took the second place. These troops are as avail- able as any others for use as infantry in any sudden emergency, while their special training and knowledge as the Torpedo Corps of the Army would make them of inestimable value should our coasts be attacked by a maritime power. This increase would be restricted entirely to enlisted men, and would involve an expense insignificant in proportion to the interests involved. The investigations connected with the subject of torpedo defense have been continued at Willets Point by Lieutenant-Colonel Abbot, as here- tofore. The most laborious work has been the continuation of the study of the principles involved in the working of Sims' electrical fish torpedo, which includes the whole subject of electrical transmission of power. All needful appliances have been provided for'measuring the work ap- plied to the armature shaft of the dynamo machine, the work returned by the motor, the current generated under varying conditions of the latter as to speed, the constants of the dynamo (Weston No. 5), and of the motor, and many other matters tending to throw light upon the subject, and to indicate in what direction improvement can most judi- ciously be sought. Seventy elaborate dock trials and three runs of the fish were made during the working season of 1881. The various im- provements suggested have been introduced into the machine during the past winter, and will soon be subjected to a new set of tests. As heretofore, the general result has been to confirm the good opinion al- ready formed of this invention, and to strengthen the belief that it admits of being developed into an effective auxiliary to our system of channel-obstruction torpedoes. Experiments upon a large scale have been carried out with a grand group of torpedoes planted in the channel off Willets Point in last Oc- tober, and subjected to daily tests since that date. This work still con- tinues, and can hardly fail to yield useful information of a practical character. An improved pattern of cut-off box has been devised and perfected during the winter. In the matter of explosives less has been accomplished than usual. Some preliminary trials with a new variety-Rock-a-rock-have been made, and will be completed during the summer. A supply of tonite has been procured from California (two varieties), and is awaiting test. The Giant Powder Company, although holding the patents for explosive gelatine, has failed as yet to place it on the market, and has thus de- layed a set of trials very important for our purposes. It may be re- marked that a small sample, about a year old, underwent marked dete- rioration at Willets Point last winter, thus suggesting a new subject for study in connection with that explosive. In the matter of insulated torpedo cable, much work has been done. The old samples purchased at various dates, beginning in 1873, with a view to try their endurance under wet and dry storage, have all been carefully tested and the conclusions formulated. Two miles of single conductor insulated with the latest dielectric, ozo-kerited India rubber, have been imported from England and subjected to the usual tests ; thus far with very promising results. A single mile of wire insulated with vulcanized India rubber by a new American firm in Bristol, Pa., has also been placed under test. Various new electrical apparatus, such as a sample Faur6 battery, an Ayrton & Perry galvanometer, (&c., have been procured for labora- 60 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tory trials; and a new portable machine for firing mines, put on the market by Laflin & Rand under the name of Magneto No. 4, has been carefully tested. It is a more powerful machine than their No. 3, re- quiring both hands to operate. Its equation appears to be the follow- ing, in which C denotes the instantaneous firing current, and R,, the ex- terior resistance. It will explode about twenty of our service fuses in series with certainty, and is worthy of attention of officers engaged upon works involving blasting. 32 5.4+ R,, The writing and the proof edition of his report to the Board covering in detail the ground of the various researches in connection with subma- rine mining has been continued by Lieutenant-Colonel Abbot; and the subjects of torpedo material, electrical operating apparatus, and torpedo insulated cable are completed to date, in addition to the three chapters made public in Professional Papers No. 23, Corps of Engineers, which was published last winter. The chapter on fish torpedoes is now in hand and well advanced. River and Harbor Improvements, &c.-The Board during the year has also prepared and forwarded reports upon the following projects referred to it: 1881. July 25. Upon project of Major Mansfield for improving the harbor of Brazos Santiago, Texas. August 6. Supplementary report upon project of Colonel Macomb for improving Christiana River, Delaware. December 6. Upon question of improvement of Beaufort Harbor, North Carolina, and project of Captain Mercur for application of appro- priation for same object. 1882. March 11. Upon project of Captain Hener for improvement of Sabine Pass, Texas. March 14. Upon plan of Major Barlow for improving the navigation of the Thames River from Norwich to Easter's Point, Connecticut. In addition to their duties with this Board, the several members have been engaged upon special Boards and various duties, viz: General Tower has served during a great part of the year upon the Board authorized by Congress to examine inventions of heavy ordnance and improvements of heavy ordnance and projectiles. By direction of the Secretary of War he also made an examination, during the summer of 1881, of various works on the New England coast. General Newton has been engaged upon the important works of river and harbor improvement under his charge, and has also served during most of the year as a member of the Warren Court of Inquiry. General Abbot has continued in command of the Engineer School of Application at Willet's Point, Long Island, and has served on special Board for examination of candidates for promotion in the Corps of En- gineers. BOARD OF ENGINEERS FOR THE PACIFIC COAST. This Board has consisted of the following officers of the Corps: Lieut Col. C. S. Stewart; Lieut. Col. R. S. Williamson, until retired, June 23, 1882; Lieut. Col. G. H. Mendell; and Capt. A. H. Payson, recorder. No special subjects have, during the past fiscal year, been referred to this Board for consideration and report. BATTALION OF ENGINEERS. 61 BATTALION OF ENGINEERS AND SCHOOL OF APPLICATION. The strength of the Battalion of Engineers on June 30, 1882, was 14 commissioned officers and 193 enlisted men. The legal organization authorized 752 enlisted men, but at present only 200 are allowed to be recruited. The Battalion is commanded by Lieut. Col. Henry L. Abbot, and is stationed as follows: The field, staff, and band, and companies A, B, and C, at Willets Point, New York Harbor; Company D exists only on paper; Company E, at West Point, N. Y. During the past year recruiting has been limited to re-enlistments and to men applying at Willets Point, and to occasional assignments of selected men from the General Depot, at David's Island. The re- cruiting for Company E has been removed from the charge of Engineer officers and devolved upon the adjutant of the Military Academy. The changes in personnel during the year have consisted of 2 deaths, 51 discharges, 8 desertions, 34 re-enlistments, 7 enlistments, 11 recruits joined from depot, 2 deserters apprehended, and 1 transfer from other arms of service. As heretofore, the troops have guarded the post and depot at Willets Point, where public property exceeding $3,000,000 in value is entrusted to their care. They have also performed much skilled labor, such as printing and photolithographing confidential documents pertaining to the torpedo service, executing the practical trials needful for developing our defensive torpedo system, instructing cadets at the Military Academy in sapping, mining, pontoniering, and military signaling, &c. The great reason, however, why these troops are a necessity, and why their authorized strength should be largely increased, is to afford a nucleus of well-disciplined soldiers thoroughly instructed in the mili- tary duties of their special arm of service always ready for war with a civilized enemy. These duties are of the most important character, involving military reconnaissance, the duplication of maps in the field by photography and photolithography, the defense of our coasts by torpedoes, the attack and defense of fortified positions, the building of military bridges, the construction of land-mines, &c. Rapid progress is making in all these branches of the art of war, and we cannot afford as a nation to neglect them. The School of Application for officers has made steady progress dur- ing the past year. It includes not only the strictly military branches of the engineering profession, but many civil branches as well, such as practical astronomy, meteorology, and barometric hypsometry, surveys, tidal and current measurements, electricity in its practical applications, and other similar work involving familiarity with the use and the hand- ling of delicate instruments and with refined modern methods. This school is the only place in this country where close and systematic study is given to the various problems involved in submarine mining for coast and harbor defense. A class of two artillery officers has been permitted to take this course during the past season with a view to qualifying for detail in this branch of the Engineering Service; and all the young officers assigned to the Corps of Engineers are now required to make themselves thoroughly familiar with the subject before going to other duty. The enlisted men of Engineers receive theoretical as well as practical instruction at Willets Point, and I desire to again urge the importance of increasing their numbers sufficiently to meet the military need of the country for a larger number of soldiers trained in their responsible 62 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. duties. The cost will be trifling in comparison with the interests at stake. (See Appendix No. 4.) ENGINEER POST AND DEPOT OF WILLETS POINT, NEW YORK HARBOR. This post is the School of Application for the Engineer branch of the service, where officers newly assigned to the Corps of Engineers com- plete the purely theoretical course of instruction received at Willets Point, and where the enlisted men of the Battalion are trained in sub- marine mining, p ontonierin g, sapping and mining, military-map-making, and other duties pertaining to this arm of the service. The depot contains the more delicate parts of the submarine mining material purchased for the defense of the coast; the bridge equipage of the Army; the Engineer trains for field service; the astronomical, geodetic, and surveying instruments in store for the general use of the Corps of Engineers. The enlisted men of the Battalion guard and care for all this property. The usual appropriation of $4,000 for the current expenses of the depot, including repair of instruments, and of $1,000 for the purchase of materials for the instruction of the troops in their special duties is requested. Also the sum of $3,000 for continuing the construction of the needful public buildings which are now nearly completed. Statement of funds. Amount expended and pledged for fiscal year 1881-'82 ....... .......... $5, 000 Amount available for fiscal year 1882-'83 ....-....... 10,000 -....................... Amount desired for fiscal year 1883-'84, as above ........-..... ............. 8, 000 (See Appendix No. 5.) UNITED STATES MASTIC WORKS ON GOVERNOR'S ISLAND, NEW YORK HARBOR. These works are in charge of Col. John Newton, Corps of Engineers. Statement of mastic and bitumen stored with post quartermasterat Gorernor's Island, New York Harbor. Mastic : Pounds. On hand July 1, 1881 .------.....----......------...... - -----..----........ .---............... 34, 17 Sold to officers for public works.... - ................................ 9, 447 On hand July 1, 1882 ................... ----- ----------- ......----- ----...----.... -...... 224, 740 Bitumen : On hand July, 1881 -------------------------------....... ...... --------......----.. 61, 485 S.old to officers for public works......-----...----------...........----..----------------............. 1,669 On hand July 1, 1882 .......................... . ..... ................. 59 816 RIVER AND HARBOR IMPROVEMENTS. The funds with which the works for the improvement of rivers and harbors were prosecuted du.ring the past fiscal year were derived fromn the appropriations of the act of March 3, 1881, together with such bal- ances as were on hand from previous appropriations. A brief statement is given below, setting forth the condition of each improvement, the extent of the work performed during the year, the amount of money expended, and an estimate of the probable cost of com- RIVER AND HARBOR IMPROVEMENTS. 63 pletion, together with an estimate of the amount that can be profitably expended during the year ending June 30, 1884. The reports of the officers in charge of the various improvements will be found in the Appendix, and to these reports special reference should be made whenever detailed information is desired concerning the pro- gress and condition of each work. The examinations and surveys at one hundred and forty-five localities required and provided for in the river and harbor act of August 2, 1882, have been distributed and assigned to the officers in charge of the sev- eral river and harbor districts. The act provides that no survey shall be made of any of the harbors or rivers therein enumerated until the Chief of Engineers shall have directed a preliminary examination of the same by the local engineer in charge of the district, and then only when said local engineer shall have made such examination, and shall have reported to the Chief of Engineers that, in his judgment, said harbor or river is worthy of improvement, and the work is a public necessity. These preliminary examinations are now in progress, and when their results have been acted upon by this office, an allotment will be made of funds required for such surveys as may come within the above pro- vision of the act, and the surveys at once undertaken. The reports thereon will be submitted to Congress from time to time during the en- suing session as far as received. ATLANTIC COAST. IMPROVEMENT OF RIVERS AND HARBORS IN THIE STATES OF MAINE, NEW HAMPSHIRE, AND MASSACHUSETTS. Officer in charge, Col. George Thon, Corps of Engineers, who had under his immediate orders until March 18, 1882, First Lieut. William T. Rossell, Corps of Engineers, U. S. Army. 1. Breakwater in Saint Croix River, near Calais, Maiee.-This break- water was built by the United States Government in 1856 upon the c'Ledge," which is situated in mid-river, about 5 miles below the bridge at Calais, Me. It consists of three crib-work piers, ballasted with stone, and is so located as to prevent vessels in descending on the ebb-tide from being thrown upon the ledge by the strong tidal current which sets directly upon it. This work having been nearly destroyed by freshets, floating ice, and decay, an appropriation of $4,001) was made by the river and harbor act of March 3, 1881, for rebuilding the work. Under a contract made therefor it was completed in December, 1881. July 1, 1881, amount available ................. ............... .......... $3,975 41 July 1, 1882, amount expended during fiscal year. exclusive of outstanding liabilities July 1, 1881 ....---.--------...---..............----...-----------......---....----------- 3,975 41 (See Appendix A 1.) 2. Lubec Channel, Maeine.-The following appropriations have been made for the improvement of this channmel, viz: By the river and harbor act of March 3, 1879---..- -....----...- $44,000 --.......----...------------....... By the river and harbor act of June 14, 10.. 20,000 ----------------..................... By the river and harbor act of March 3. 1881. --............-- .......-- --- ...... 45, 000 By the river and harbor act of August 2, 1882---.... ..................--.... 20, 000 --------.....-------.....-----................--.-- Total..--.........----... ---------------..... 129, 000 The project for the iml)rovement of this channel was based upon a survey made in 1878, the olject beingo to make it navigable in all stages 64 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the tide by giving it depth of not less than 12 feet at mean low-water, or about 9 feet at low-water of spring tides. This required the deepen- ing of several bars situated between the head of "The Narrows" and 'Western Bar Beacon" (a distance of about 2- miles), the shoalest of which have a depth of not more than 5 feet at mean low-water. Under the appropriation of March 3, 1879, a contract was made in September, 1879, for the partial dredging of this channel. Under that contract the removal of the spit off Leadurney Point was completed, and some dredging was done at the lower end of the bar near the " Western Bar Beacon," after which (in March, 1880) the contracting party aban- doned the work. On the 2d of September, 1880, a new contract was made for prosecuting the work under the two appropriations of 1879 and 1880, then available, under which contract dredging operations were commenced June 1, 1881, and continued up to the end of June, 1882, during which period the following work has been done, viz, 41,330 cubic yards of dredging done at the lower end of the bar near the " Western Bar Beacon," and all the dredging completed at the shoals at and near the head of " The Narrows" above Leadurney Point. Under the appropriation of March, 3, 1881, a contract was made Decem- ber 31, 1881, for 100,000 cubic yards, more or less, of dredging at the lower shoal below Leadurney Point, the same to be completed on or be- fore the 31st of December, 1882. The appropriation of $20,000, made by the river and harbor act of August 2, 1882, it is proposed to apply to improving the channel below Leadurney Point. The officer in charge asks that $25,000 be appropriated for the fiscal year ending June 30, 1884, for completing the projected improvement of Lubec Channel. July 1, 1881, amount available $102,209 15 ---------------.................................... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----......_... ........ $25, 257 20 ..-- July 1, 1882, outstanding liabilities....... ... .............. 9,108 80 - - 34, 366 00 67, 843 15 July 1, 1882, amount available.......------......--------------......--......----......... Amount appropriated by act passed August 2, 1882 ................ ..... 20, 000 00 Amount available for fiscal year ending June 30, 1883................... 87,843 15 Amount (estimated) required for completiou of existing project...- ..... 25,000 00 Amount that can bo profitably expended in fiscal year ending June 30, 1884. 25,000 00 (See Appendix A 2.) 3. Moose-a-bee Bar at Jonesport, Maine.-The project for the improve- ment of the channel at this place was adopted in 1881, the object being to afford a safe and direct channel of not less than 200 feet in width and 14 feet in depth at mean low-water, or 114 feet at low-water of spring tides, the mean fall of the tides being 111 feet. The main channel is very narrow and tortuous, and so much obstructed by sunken ledges as to make navigation very unsafe. The estimated cost of this improvement, as amended, is $40,000. By the river and harbor act of March 3, 1881, the sum of $10,000 was appropriated for this work. Under this appropriation a contract was made for 28,000 cubic yards, more or less, of dredging on the bar, at 32J cents per cubic yard, meas- ured in scows, which was completed on the 30th of June, 1882, whereby a channel has been opened through the bar to a depth of 14 feet at mean low-water, for a width of about 85 feet. It is also expected that under RIVER AND HARBOR IMPROVEMENTS. 65 the appropriation of August 2, 1882, this channel will be opened to an additional width of 65 feet. An additional amount of $20,000 will be required for completing this improvement, viz, $14,000 for dredging, and $6,000 for the removal of the sunken ledge. July 1, 1881, amount available ..............--.......----........... . $9, 991 25. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..--...... ............................-----........ 9, 476 1 7 July 1, 1882, amount available..................... .................... 514 28 Amount appropriated by act passed August 2, 1882 ....................-- 10, 000 00 Amount available for fiscal year ending June 30, 1883................---.... 10,514 28 Amount (estimated) required for completion of existing project........... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix A 3.) 4. Belfast Harbor, Maine.-The project for the improvement of this harbor was adopted in 1876, the object being to give a depth in front of the wharves sufficient to enable steamers and other vessels to arrive and depart in all stages of the tide. In the upper part of the harbor, in front of Lane's wharf, there was not more than 4 feet of water at mean low-water, when surveyed in 1875, and this depth increased downwards to about midway between Sanford's Boston steamer wharf, and McGil- very's ship-yard, where there was 12 feet of water at mean low-water. Under the several appropriations, aggregating $22,000, made in the years 1876, 1878, and 1879, this harbor has been excavated to a depth of 10 to 12 feet at mean low-water from the wharf-lines out to deep water, in completion of the project adopted, leaving unexpended the appro- priation of $3,000, made therefor by the river and harbor act of June 14, 1880. July 1, 1881, amount available -- .......... ...... ..... . $3, 000 00 ............--... July 1, 1882, amount available....-- ....... ........-..... - -....--. 3, 000 00 -......... (See Appendix A 4.) 5. Rockland Harbor, Maine.-The project for the improvement of this harbor was adopted in January, 1881, the object being to afford a safe and convenient harber of refuge at this place, by means of two rubble- stone breakwaters, one to be built out from Jameson Point in a direction of about south 16o° east for a distance of 1,900 feet from high-water mark, and the other to commence at South Ledge and extend in a direction about north 90 east for a distance of 2,640 feet. 'The estimated cost of these breakwaters is as follows: Jameson Point Breakwate-.. .............. ............................ $135, 000 South Ledge Breakwater..........---------.......---------....--.... -------........ 415, 000 By the river and harbor act of June 14, 1880, the sum of $20,000 was appropriated for this harbor, under which a contract was made for furnishing and placing in the Jameson Point Breakwater 24,000 tons of rubble-stone, which contract was completed on the 23d of November, 1881. The amount expended during the fiscal year ending June 30, 1882, is $9,048.88, whereby the breakwater has been built out for an aggregate length of 663 feet to a point distant about 783 feet from high-water mark. The appropriation of $40,000 made for the fiscal year ending June 30, 1883, it is proposed to apply to continuing the construction of the Jame- son Point breakwater. 5E 66 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. The officer in charge asks that $75,000 be appropriated for the fiscal year ending June 30, 1884, for completing the breakwater at Jameson Point. July 1, 1881, amount available-----...---.....-....----------------.............. $9,176 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--............ ..................... ........... 9,048 88 July 1, 1882, amount available.-.. ...... ..... ................... ...... 127 20 Amount appropriated by act passed August 2, 1882..... . .....----.--. 40, 000 00 Amount available for fiscal year ending June 30, 1883.................... 40, 127 20 - Amount (estimated) required for completion of existing project......-... .. 490, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 75, 000 00 (See Appendix A 5.) 6. Richmond Harbor, Kennebec River, Maine.-The project for the im- provement of this harbor was adopted in 1881, the object being to afford a channel of navigable width and of not less than 10 feet in depth at mean low-water at the shoals at the upper end of Swan Island and at Hatch's Rocks, 2 miles below; and not less than 11 feet at mean low- water at the foot of Swan Island. The channel at the first two places is narrow, and not more than 84 feet in depth at mean low-water, whilst at the foot of the island it is not more than 30 feet in width for a depth of 11 feet at mean low-water. Under the appropriation made for the improvement of this harbor by the river and harbor act of March 3, 1881, the projected wing-dam at the head of Swan Island was completed in October last, and some progress has been made in improving the shoal at the foot of Swan Island, with a probability of its completion about the middle of August, 1882. Under the appropriation of $10,000 made by the river and harbor act of August 2, 1882, it is proposed to complete all the work projected for the improvement of this harbor. July 1, 1881, amount available ...................... .................... $9, 980 98 July 1, 1882, amount expended during fiscal year, exclusive of outstanding *liabilities July 1, 1881 ................. .......... ..... ..... ........ 3, 449 95 July 1, 1882, amount available ... .......... ............ 6, 531 03 .......--.....-- Amount appropriated by act passed August 2, 1882 ....................... 10, 000 00 Amount available for fiscal year ending June 30, 1883... ................ 16,531 03 (See Appendix A 6.) 7. Cathance River, Maine.-The project for the improvement of this river was based upon the survey made in 1879, the object being to afford a channel of navigable width and of not less than 10 feet depth at mean low-water (or 15) feet at mean high-water) from the outlet of the river into Merrymeeting Bay to the channel of Kennebec River near " The Chops," a distance of about 2* miles. The natural channel was crooked and had but 6 feet of water at mean low-water in its shoalest part. By the river and harbor act of June 14, 1880, the sum of $10,000 was appropriated for the improvement of this river, of which there was ex- pended during the fiscal year ending June 30, 1881, the sum of $9,459.69, which was applied to the completion of the channel by dredging through "the outer bar" (near "The Chops"), and to its completion at the lower part of the Bar III, for a width of 100 feet. By the river and harbor act of March 3, 1881, the additional sum of $6,000 was appropriated for this river, under which a contract was made for widening the channel at the lower part of Bar III to a width of about 130 feet, and to opening a channel to a width of about 125 feet through RIVER AND HARBOR IMPROVEMENTS. 67 the upper part of this bar, which was completed on the 22d of October, 1881. It is proposed to apply the appropriation of $5,000 made for the fiscal year ending June 30, 1883, to the completion of this work by the further improvement of the channel at the "outer bar" near " The Chops." July 1, 1881, amount available . ... ............ .....- .... ....... ...... . $6, 540 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....................... ......................... 6, 481 64 July 1, 1882, amount available................................... ........ 58 67 Amount appropriated by act passed August 2, 1882..--.--.................. 5, 000 00 Amount available for fiscal year ending June 30, 1883.................... 5, 058 67 (See Appendix A 7.) 8. " Gut" opposite Bath, Maine.-The project for the improvement of the channel at this place was adopted in 1870, and modified in 1878, the object being to afford a navigable channel not less than 90 feet in width at and near " Upper Hell Gate," in Back River, and of not less than 11 feet in depth at mean low-water above the gate, and 12 feet in depth below it. The channel was originally very crooked and narrow, and much obstructed by dangerous sunken ledges, the shoalest of which had not more than 3 feet of water on it at mean low-water. The total amount expended to the 30th of June, 1881, on the project now being executed was $34,801.08, whereby the channel above the gate had been opened to the projected width (110 feet) and depth, and in the gate and below it to a depth of 12 feet at mean low-water for a part of its extent only. Under the appropriation of $7,000 made by the river and harbor act of June 14, 1880, a contract was made for breaking up and removing about 175 cubic yards of the remaining sunken ledges, which has been com- pleted during the past year. Under the appropriation of $5,000 made by the river and harbor act of March 3, 1881, a contract was made for breaking up and removing all the remaining sunken ledges in completion of all the work projected for the improvement of this channel, of which 62.8 cubic yards have been removed during the past year, leaving about 57 cubic yards to be done under said contract, which will probably be finished in August next. July 1, 1881, amount available--. --..-.........---........................--.... $10, 348 92 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..----.. ..-------. $7, 141 09 July 1, 1882, outstanding liabilities ..-.--.-----....-.-.-.--. 226 08 7, 367 17 July 1, 1882, amount available...---... ............. ........--...... .....--. 2, 981 75 (See Appendix A 8.) 9. PortlandHarbor, Maine.--The project for the improvement of this harbor by building a breakwater on Stanford's Ledge was adopted in 1833-'36, and was modified in 1866, 1872, and 1881 as to the plan for the completion of the breakwater and the improvement of the harbor by dredging. The amount expended thereon up to the close of the fiscal year ending June 30, 1881, was about $263,000, by which the following work had been done, to wit: 1. The breakwater extended and completed for a total length of 2,005 feet, including the granite pier, 25 feet in diameter, at its outer extremity. 2. A channel dredged through the Middle Ground Bar to a width of 500 feet and to a depth of 20 to 22 feet at mean low-water, on the 68 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. shoalest part of which there was originally but 15 feet at mean low- water. 3. The area in front of the Grand Trunk Railway dredged wharves to a depth of 20 feet at mean low-water, and all that in front of the Harbor Commissioner's Line, from Atlantic Wharf up to Merrill's Wharf, to a depth of 16 feet, where before, on its shoalest part, there was but 4 feet of water at mean low-water. 4. The channel in Back Bay, from Tukey's Bridge up to the stone- shed wharves, dredged to a width of not less than 100 feet and for a depth of 8 feet, where before, on its shoalest part, there was but 2 feet of water at mean-low water. 5. Sunken rocks and a wreck removed from the harbor. During the fiscal year ending June 30, 1882, the additional sum of $45,851.04 has been expended, whereby about 250,000 cubic yards of dredging has been done at the " Middle Ground" in the lower part of the harbor, giving an additional width of about 400 feet to the main channel, making its aggregate width about 900 feet for a depth of about 21 feet at mean low-water. To complete this channel will require about 500,000 cubic yards of dredging additional, the estimated cost of which is $110,000, of which $35,000 has been appropriated by the river and harbor act of August 2, 1882. The officer in charge asks that $75,000 be appropriated for the fiscal year ending June 30, 1884, for completing the dredging at the " Middle Ground." July 1, 1881, amount available. ............. ....... ......... ... ...... $46, 700 69 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ... ........- .. .................. ..-.... 45, 519 23 July 1,1882, amount available .......................................... 1,181 46 Amount appropriated by act passed August 2, 1882 ...... . ............ 35, 000 00 Amount available for fiscal year ending June 30, 1883.................... 36, 181 46 Amount (estimated) required for completion of existing project.......... 75, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 75, 000 00 (See appendix A 9.) 10. Richmond's Island Harbor, Maine.-The project for the improve ment of this harbor was adopted in 1872, the object being to afford a harbor of refuge by means of a rubble-stone breakwater about 2,000 feet in length, which connects the island with the mainland. The total amount expended thereon up to the close of the fiscal year ending June 30, 1882, was $110,000, whereby the breakwater has been built to the projected length in completion of same. July 1, 1881, amount available .... ...... ..... .......... ...... $3,092 82 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........ ............ ........ ... 3, 092 82 (See Appendix A 10.) 11. Kennebunk River, Maine.-The project originally adopted for the improvement of this river consisted in the erection, in 1829-'52, of two granite piers at its mouth to afford a permanent entrance to the river, and of a wharf a short distance above for the security of vessels when detained by tides and storms. With the appropriations made in 1870 and 1871, aggregating $10,000, these piers were extended and repaired, and the wharf above was also repaired. This project was modified in 1876, the object being to afford a channel of navigable width from the RIVER AND HARBOR IMPROVEMENTS. 69 mouth of the river up to Kennebunkport, a distance of about 1 mile, and of not less than 4 feet in depth at mean low-water, or 13 feet at mean high-water. The amount expended from 1870 to June 30, 1881, is $19,004.64, and has resulted, in addition to the extension and repairs of the piers and wharf, in the completed improvement of the channel as projected. During the fiscal year ending June 30, 1882, the sum of $966.61 has been expended on this work, which has resulted in the completion of the repairs on the government wharf and of the piers at the mouth of the river. The amount now available is to be applied to such repairs of the wharf and piers as hereafter may be found necessary. July 1, 1881, amount available ...... ...... .. .................... .. . $1, 995 36 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .-.--------..... ---..---.....-----..--..-..- 966 51 July 1, 1882, amount available............... ........................... 1,028 85 (See Appendix A 11.) 12. Winnipiseogee Lake, New Haimpshire.- The project for the im- provement of this lake was adopted in 1879, the object being to afford at its outlet into Long Bay a channel 50 feet in width and not less than 5 feet in depth in the lowest known stage of the water, the estimated cost of which was $7,500. For completing this improvement the following sums have been ap- propriated by Congress, viz : By the river and harbor act of June 14, 1880.-.-..-. -...... ............. ... $5, 000 By the river and harbor act of March 3, 1881 . .......... ................. .. 2, 500 Total.... .................. ...... ..... . .... . ............. .. .... . .. 7, 500 Under the appropriation of June 14, 1880, a contract was made for 4,450 cubic yards, more or less, of dredging, which was commenced in June, 1881, and finished in October, whereby the channel above the bridge at Weir's was completed. Under the appropriation of March 3, 1881, a contract was made for 2,800 cubic yards, more or less, of dredging below the bridge, under which 1,540 cubic yards of dredging has been done, with a probability that it will be completed not later than the 31st of August next. -- July 1, 1881, amount available..----.......... --................ ..... $7, 395 65 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 . . . .................. . .... ............. 4, 129 60 July 1, 1882, amount available...................... .............. 3, 266 05 (See Appendix A 12.) 13. Lamprey River, below New Market, New Hampshire.-Theproject for the improvement of this river was adopted in 1874, the object being to afford a channel of navigable width and not less than 11 feet in depth at mean high-water from its mouth to the head of tide-water at New Market, a distance of about 2- miles. The natural channel is in places narrow and crooked, and much obstructed by sunken rocks and shoals, with not more than 9 feet of Water upon them at mean high-water. By the river and harbor act of March 3, 1881, the sum of $10,000 was appropriated for the improvement of this river, which has been applied in part during the past year to the removal of sunken rocks, and the 70 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. unexpended balance is to be applied to the further improvement of the channel up to the head of the Upper Narrows. The amount appropriated by the river and harbor act of August 2, 1882 (viz, $10,000) it is proposed to apply to the completion of the work projected for the improvement in front of New Market wharves, and to the removal of some of the sunken rocks from the channel below. The officer in charge asks that $4,000 be appropriated for the fiscal year ending June 30, 1884, for completing the projected improvement of this river: July 1, 1881, amount available ........ :.. . -....-........................ $9, 991 25 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.. ......... ................................. 4,316 50 July 1, 1882, amount available--... .. ..-.... .... ..... ...... ..... ...... 5,674 75 Amount appropriated by act passed August 2, 1882 ..-.............. ... 10,000 00 Amount available for fiscal year ending June 30, 1883--..-------..........----------.... 15, 674 75. Amount (estimated) required for completion of existing project .......... 4,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 4, 000 00 (See Appendix A 13.) 14. Exeter River, New Hampshire.-The project for the improvement of this river was adopted in 1880; the object being to afford a channel of navigable width from the mouth of the river up to the head of tide- water at Exeter, and of not less than 10 to 12 feet in depth at mean high- water. The natural channel was narrow and crooked, and obstructed by sunken rocks, and in its shoalest part,*in Exeter, it had not more than 71 feet at mean high-water. The following appropriations have been made by Congress for com- pleting all the work projected for the improvement of this river, to wit: By the river and harbor act of June 14, 1880....------..----------------------...................... $20, 000 By the river and harbor act of March 3, 1881............................... 15, 000 ................---.......---.........----...---------------------................ Total..--..----....- 35,000 The amount expended on this work during the fiscal year ending June 30, 1882, is $32,927.08, including outstanding liabilities, which has resulted in the completion of all the work projected for the improve- ment of this river. July 1, 1881, amount available...................................... $31, 973 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ..... .......... .. ............ ..... . 31,973 08 (See Appendix A 14.) 15. PortsmouthHarbor, New Hampshire.-The project for the improve- ment of this harbor was adopted in 1879, the object being- 1. To close, by means of a rubble-stone breakwater, the channel be- tween Great Island and Goat Island, so as to prevent the strong current of flood-tide from passing through that channel, as by it vessels in going up the harbor have often been thrown upon Goat Island Ledge, which projects into the channel, here very narrow. 2. The removal of Gangway Rock to a depth of 20 feet at mean low- water, or 281 feet at mean high-water, which lies in the channel between South Beacon Shoal and the navy-yard, the shoalest part of which has but 12 feet of water on it at mean low-water, and 9.7 feet at extreme low-water of spring-tides. 3. The removal, in part, to a depth of 10 feet at mean low-water, of the ledge at the southwest point of Badger's Island, upon which vessels RIVER AND HARBOR IMPROVEMENTS. 71 are liable to be, and often have been, thrown in coming down the harbor on the ebb-tide. The estimated cost of this improvement is $155,000, for which the fol- lowing appropriations have been made by Congress, to wit: By river and harbor act of March 3, 1879.......................-- .......... $10, 000 By river and harbor act of June 14, 1880 .- - --.......................--... 25, 000 . By river and harbor act of March 3, 1881 .............-- ......-- ...-----.... 20, 000 By river and harbor act of August 2, 1882. ................ ....--.......... 17, 000 Total--------.. ......------.....------...-------.......-- ...--..-------.....--.......--....-----.......... 72,000 The total amount expended up to July 1, 1881, on this project was $14,590.15, whereby the breakwater between Great Island and Goat Island was completed, and about 100 cubic yards of Gangway Rock had been broken up and removed to a depth of 20 feet at mean low- water. During the fiscal year ending June 30, 1882, about 260 cubic yards of Gangway Rock have been broken up and removed to grade, making a total of 360 cubic yards to that date. It is probable that the remaining 340 cubic yards to be removed under the existing contract will be com- pleted before the 1st of December, 1882. On the 15th of April, 1882, a contract was made for the removal of 600 cubic yards, more or less, of the sunken ledge on the southwest point of Badger's Island to a depth of 10 feet at mean low-water, at $18 per cubic yard, measured in situ, the same to be completed on or before the 30th of June, 1883. Operations were commenced on the 5th of May under this contract, and have been continued up to the 30th of June, resulting in the removal to grade of about 50 cubic yards. The balance of funds now available, together with the $17,000 appro- priated for the fiscal year ending June 30, 1883, it is proposed to apply to the completion of the removal of the ledge on the southwest point of Badger's Island, and to the further removal of Gangway Rock to the projected depth. The officer in charge asks that $50,000 be appropriated for the fiscal year ending June 30, 1884, for continuing the removal of Gangway Rock. July 1, 1881, amount available-....................- _...... ...... ...... $40, 409 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... --..................... $7,947 71 July 1, 1882, outstanding liabilities.- .................. ..... 2, 043 00 9, 990 71 July 1, 1882, amount available..--.......................... .............. 30, 419 14 Amount appropriated by act passed August 2, 1882..........--........... 17, 000 00 Amount available for fiscal year ending June 30, 1883 -.................. 47, 419 14 Amount (estimated) required for completion of existing project----....... 83, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix A 15.) 16. Newburyport Harbor, Massachusetts.-The project for the improve- ment of this harbor (at its entrance) was adopted in 1880, after a special survey, the object being to make a permanent channel of sufficient width and depth to enable vessels drawing 13 feet of water to enter it in safety at all times of tides and storms. The project consists of two converging rubble-stone jetties built out from the shores north and south of the entrance (the northern with a length of 2,910 feet, and the southern of 1,500 feet), so as to have between their outer ends an 72 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. entrance of about 1000 feet in width, and not less than 17 feet in depth at mean low-water, or 241 feet at mean high-water. The present estimated cost of nrthern jetty is . _............. ........- . $250, 000 And of the southern jetty ..-------------------------------------. 115, 000 -----------......-----------.... Total............-----....-----.........------..---------------.... 365,000 Under the appropriations made therefor by the river and harbor acts of June 14, 1880, and March 3, 1881, aggregating $90,000, a contract has been made for furnishing and placing in the northern jetty, at and "near its shore end, 60,000 tons, more or less, of rubble-stone, at $1.32 per ton of 2,240 pounds. The quantity of stone furnished and placed in the northern jetty during the past fiscal year is 30,366 tons of 2,240 pounds, and it is prob- able that the whole contract will be completed not later than the 31st of December next. This jetty has now been built out from high-water mark, in partial completion of same, for a distance of about 1,200 feet, and it is expected that on the completion of the present contract it will be extended out for an additional distance of about 600 feet. It is proposed to apply the appropriation made for the improvement of this harbor by the river and harbor act of August 2, 1882, to the commencement of the southern jetty at its shore end, and to such other work as a further survey shall show to be most necessary. The officer in charge asks that $70,000 be appropriated for the fiscal year ending June 30, 1884, for the extension of the northern and south- ern jetties. July 1, 1881, amount available---.........--------........---...................------. $87,414 18 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...--..---..-..---...-----......... $38,041 00 July 1, 1882, outstanding liabilities..--......-----...... ......--.. 3, 934 41 41, 975 41 July 1, 1882, amount available--------------------------------------.......................................... 45,438 77 Amount appropriated by act passed August 2, 1882 ...................... 40, 000 00 Amount available for fiscal year ending June 30, 1883-......-.... --..-.... 85, 438 77 Amount (estimated) required for completion of existing project---....---...... 235, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 70, 000 00 (See Appendix A 16.) 17. Merrimac River, Massachusetts.-The present project for the im- provement of this river was adopted in 1870, and modified in 1874; the object being to afford a channel of navigable width, with a depth of not less than 9 feet at mean low-water (or about 16 feet at mean high- water), from its mouth at the outlet of Newburyport Harbor up to Deer Island Bridge, a distance of about 5 miles; and thence up to Haverhill Bridge (an additional distance of 12 miles), a depth of 12 feet at ordi- nary high-water, the rise and fall of tides varying from 71 feet to 4 feet; and thence up to the head of the " Upper Falls" (an additional distance of 4 miles), a depth of not less than 4 feet in the ordinary stages of the river with the mill-water at Lawrence running; the rise and fall of the tide varying from 4 feet at Haverhill to 0 at the foot of the "'Upper Falls." The natural channel of this river was very narrow and crooked in several places, and much obstructed by sunken ledges, bowlders, and shoals, and especially at " The Falls," portions of which were covered with bowlders and ledges, more or less bare, and impassable for any RIVER AND HARBOR IMPROVEMENTS. 73 vessels or scows; whilst in Newburyport Harbor the channel was ob- structed by numerous sunken ledges, crib-work piers, and wrecks, seri- ously endangering navigation. The amount expended for the improvement of this river up to the 30th of June, 1881, was $149,027.47, and the work done for its improve- ment consisted in opening the channel above Haverhill and through " The Falls " to the projected width and depth, in places where abso- lutely necessary to make its navigation practicable; also in dredging at Haverhill between the bridges, and at Silsby's Island Shoals, as well as at Currier's Shoal (about 4 miles below Haverhill), and at Rock's Bridge and the head of Silsby's Island; also in Newburyport Harbor in the removal of Gangway Rock, and in the partial removal of North Rocks, and in the removal from the channel of several sunken wrecks and piers. During the fiscal year ending June 30, 1882, the suni of $5,618.74 has been expended in the improvement of this river, near its mouth, in New- buryport Harbor, by the removal of "South Gangway Rock" and of "North Rocks Spur," and the partial removal of " South Badger Ledge "; also in a survey of the river from Lawrence, Mass., up to Manchester, N. H. (a distance of about 50 miles), with a view to making it navigable. The amount availhible July 1, 1882 (to wit, $3,353.79), together with the appropriation of $9,000 made by the river and harbor act of Au- gust 2, 1882, it is proposed to apply to the completion of the removal of South Badger Ledge and North Rocks, in Newburyport Harbor, and to improving the channel at Rock's Bridge, below Haverhill, and at "The Falls," above Haverhill. The amount of $9,000, required for completing the improvement it is proposed to apply to t the removal of the ledge known as 1" The Boilers," in Newburyport Harbor, to a depth of o feet at mean low-water. July 1, 1881, amount available...... ....... ..................... $8, 972 53 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.---.......---- ......... $5,561 54 July 1,1882, outstanding liabilities .......... .............. 57 20 5,618 74 July 1, 1882, amount available .......... ----..... -- ............ ....---... 3, 353 79 Amount appropriated by act passed August 2. 1882........................ 9,000 00 Amount available for fiscal year ending June 30, 1883... ...----- .-..-. 12, 353 79 Amount (estimated) required for completion of existing project...... - - ... 9, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 9, 000 00 (See Appendix A 17.) 18. Boston Harbor, Massachusetts.-In 1866 a prqject was adopted for the improvement of this harbor, which has since been executed and modified as the interests of the harbor demanded. The objects of the improvement have been and are- 1. The preservation and protection by permanent sea-walls of all the principal headlands, which were being rapidly worn away by tides and storms, not only to the serious detriment of the channel, but also to that of navigation in the loss of guide-marks for sailing directions. 2. Widening, straightening, and deepening the main ship-channel by dredging and the removal of dangerous sunken rocks, so as to have a channel of not less than 600 feet in width and 23 feet in depth at mean low-water, and the removal of the sunken rocks and shoals in other parts of the harbor and in Broad Sound. 3. Widening and deepening the channel in Hingham Harbor by dredg- 74 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing and removing sunken ledges to a width of not less than 100 feet and a depth of 8 feet at mean low-water, in the shoalest part of which there was not more than 3 to 5 feet of water at mean low-water. 4. Opening a channel at the mouth of Mystic River, in the upper har- bor, to a width of 400 feet and a depth of 23 feet at mean low-water, in the shoalest part of which there was before not more than 16 feet at mean low-water. 5. Opening a navigable channel from the mouth of Charles River, in the upper harbor, up to the head of tide-water at Watertown. 6. Improving the channel leading from the harbor to Nantasket Beach, so as to have for a width of not less than 100 feet a depth of 9 feet at mean low-water. The total amount expended to June 30, 1881, on the projects executed since 1866 was $1,475,762.78 (including outstanding liabilities July 1, 1881), by which the following work has been done: Sea-walls built at Point Allerton, Great Brewster Island, LovelPs Island (north and southeast heads), Gallop's Island, and Long Island (north head), and those on Deer Island repaired. Sunken rocks broken up and removed, including Kelly's Rock and all the known ledges near it, Tower Rock, Corwin Rock, the ledges recently discovered at the west end of Great Brewster Spit and between there and George's Island, all in the main ship-channel at the "Narrows," to a depth of 23 feet at mean low-water; also to the same depth the sunken ledges and bowlders recently discovered in the main ship-channel at the Upper Middle; also Barrel Rock, in Broad Sound, and State and Palmyra Rocks, at the Lower Middle. Dredging in the main ship-channel at the west end of Great Brewster Spit, at the southeast and southwest points of Lovell's Island and "Cape Cod Shoal," at the Upper Middle, Lower Middle, and Man of War Shoals; some progress made in the projected dredging at Anchor- age and Mystic River Shoals; and the improvement in Hingham Har- bor and at Nash's Rock Shoal completed. The locations of all these improvements are shown on the sketch of Boston Harbor which accompanied the Annual Report of 1880. During the fiscal year ending June 30, 1882, the sum of $61,574.59 (including outstanding liabilities) has been expended for the improve- ment of this harbor, whereby the channel at Anchorage Shoal has been opened for an additional width of 350 feet, making a total width of 1,000 feet for a depth of 23 feet at mean low-water; and the channel in Mystic River for an additional average width of about 125 feet, making its total average width about 375 feet for a depth of 23 feet at mean low-water, and the channel in Charles River has been completed from its mouth up to Western Avenue Bridge (a distance of about 44 miles) to a depth of not less than 7 feet at mean low-water, or about 17 feet at mean high-water, for a width of 200 feet, and a commencement made in the channel above Western Avenue Bridge; and the channel leading from Boston Harbor up to Nantasket Beach wharves has been completed to a depth of 91 feet at mean low-water for an aggregate width of not less than 100 feet, and a sunken ledge removed from this channel; repairs have also been made, where most necessary, on the sea-walls on Long Island, Deer Island, and Lovell's Island. The sum of $96,500, appropriated for the fiscal year ending June 30, 1883, is proposed to be applied to the completion of the improvement of the channel of Charles River up to Watertown, and of the Nantasket Beach Channel, as well as all tbhe work now contemplated for the im- provement of Boston Harbor, with the exception of the rubble-stone RIVER AND HARBOR IMPROVEMENTS. aprons and jetties projected for the protection and preservation of the shores on Lovell's and Gallop's Islands; the estimated cost of which is $30,000. The officer in charge asks an appropriation for the fiscal year ending June 30, 1884. July 1, 1881, amount available.. ................. ..................... $130, 237 22 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. ............. $59, 080 59 July 1, 1882, outstanding liabilities ............ ............. 2, 494 00 61,574 59 July 1, 1882, amount available...........--.... --------........ .......-. 68, 662 63 Amount apprdpriated by act passed August 2, 1882 -....-- - --..-.-. 96,500 00 Amount available for fiscal year ending June 30, 1883 ................. 165, 162 63 Amount (estimated) required for completion of existing project ......... 30,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix A 18.) 19. Scituate Harbor,Massachusetts.-The project for the improvement of this harbor was adopted in 1880, the object being to make a harbor of refuge for vessels caught in easterly storms off this coast when un- able to find shelter elsewhere. The project consists of- 1. Building of two breakwaters out from the projecting points at the entrance to this harbor; that from Cedar Point, on the north side, for a length of 800 feet, and that from the " First Cliffs," on the south side, for a length of 730 feet, to be located so as to protect the harbor from all winds from the eastward; and 2. Dredging the harbor inside the breakwaters, as well as the chan- nel leading up to it, to depths varying from 10 to 15 feet at mean low- water, the mean rise and fall of the tides being about 9 feet. The estimated cost of this improvement is as follows, viz: $49, 000 --- ---......--..---..----...... 1. For the northern breakwater............ ........-----.. 2. For the southern breakwater....................................... ..... 51, 000 3. For dredging the harbor............--.........--......--...... 190,000 ............ ...--.............----........----........-----.... 290, 000 Total...--...------.....------..----........--- The following appropriations have been made by Congress for the improvement of this harbor, viz: By the river and harbor act of June 14, 1880 ...........--.................. $7,500 By the river and harbor act of March 3, 1881............................... 10,000 10, 000 By the river and harbor act of August 2, 1882. .-----------..........................-- Total............-...... ................ ..................... ......--- 27,500 Under the appropriations made by the river and harbor acts of 1880 and 1881, aggregating $17,500, a contract was made in May, 1881, for 10,000 tons of rubble-stone to be placed in the northern breakwater, which contract was completed on the 28th of June, 1882. The appropriation made by the river and harbor act of August 2, 1882, it is proposed to apply to the extension and enlargement of the northern jetty. The officer in charge asks that $72,500 be appropriated for the fiscal year ending June 30, 1884, for the completion of the two breakwaters. July 1, 1881, amount available. -....--....... ............-....-........... $17, 279,94 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...................---------..--.............--........ 17,076 40 July 1, 1882, amount available.--....---............----................--.... 203 54 Amount appropriated by act passed August 2, 1882 . ........ ......... 10, 000 00 Amount available for fiscal year ending June 30, 1883 ............--..... 10,203 54 76 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project.......--------... 262, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. - 72,500 00 (See Appendix A 19.) 20. Plymouth Harbor, Massachusetts.-The present project for the im- provement of this harbor was adopted in 1866 and modified in 1875 and 1882, the object being- 1. The protection and preservation of Long Beach, upon the exist- ence of which the harbor depends for its only shelter from easterly storms; and 2. Opening a channel 100 feet in width and of not less than 6 feet in depth at mean low-water (or 16 feet at mean high-water) from the Mid- dle Ground up to Long Wharf, and thence to near the mouth of Town Brook, not less than 150 feet in width, with a depth of 8 feet at mean low-water. The natural channel was very narrow and crooked, with not more than half a foot in depth at mean low-water in its shoalest part. The total amount expended from 1866 to the 30th of June, 1881, on the project being executed was $69,880.30; and resulted in the comple- tion of the works projected for the protection and preservation of Long Beach, with the exception of the stone bulkhead at its outer extremity, and a channel 100 feet in width from the Middle Ground up to Long Wharf, and the commencement of the 8-foot channel in front of the wharves. The amount expended during the fiscal year ending June 30, 1882, including outstanding liabilities, is $14,830.03, which has resulted in the completion of the main channel leading from the Middle Ground up to the wharves of Plymouth to its full width of 100 feet, and in the completion of the 8-foot channel in front of the wharves, and in repair- ing works on Long Beach. The only work that now remains to be done for the preservation and improvement of this harbor consists of the completion of the stone bulk- head near the outer extremity of Long Beach, the estimated cost of which is $14,000, for which an appropriation has been made by the river and harbor act of August 2, 1882. The officer in charge asks that $1,000 be appropriated for the fiscal year ending June 30, 1884, for such repairs as maybe required on the several works built for the protection and preservation of Long Beach. July 1, 1881, amount available ..- .... ..- ......... .... ................ . $14, 919 70 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. ............. .................. ..... .. .... 14, 830 03 July 1, 1882, amount available...............---..---.....---..-----.....----. 89 67 Amount appropriated by act passed August 2, 1882 ...................... 14, 000 00 Amount available for fiscal year ending June 30, 1883.................... 14, 089 67 Amount (estimated) required for completion of existing project .......... 1, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 1, 000 00 (See Appendix A 20.) 21. Provincetown Harbor, Massachusetts.-The present project for the improvement of this harbor was adopted in 1866, the object being the protection and preservation of Long Point and Beach Point and the beach at Cove Section, and closing the side channels at the head of Lancey's Harbor and at East Harbor Creek (at the Wading Place), near High Head. The amount expended to June 30, 1881, on the project being executed was $101,581.35, and resulted in the completion of all the bulkhead, RIVER AND HARBOR IMPROVEMENTS. 77 jetties, and dikes projected for the above localities, with the exception of the stone bulkhead on Long Point. All those works are generally in excellent condition and have fully answered the purpose for which they were designed. During the fiscal year ending June 30, 1882, the sum of $3,430.72 has been expended in raising and strengthening the stone bulkhead on Long Point where most necessary. The sum of $5,000, appropriated for the fiscal year ending June 30, 1883, together with the amount available July 1, 1882, is to be applied to the extension of the stone bulkhead on Long Point. The additional $1,000 asked for, for the year ending June 30, 1884, it is proposed to apply, if appropriated, to the necessary repairs of the works hitherto built. --...----...-..---........... July 1, 1881, amount available..........---......... $4, 987 09 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881L .-..---- ......... ....... $3,178 72 July 1, 1882, outstanding liabilities ........................ 252 02 3, 430 74 July 1, 1882, amount available .............. .......---........--- ---........ 1,556 35 Amount appropriated by act passed August 2, 1882 .......... ..... ... 5, 000 00 Amount available for fiscal year ending June 30, 1883--..-..---............. 6,556 35 Amount (estimated) required for completion of existing project ............ 1, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 1,000 00 (See Appendix A 21.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Colonel Thom was charged with, and has completed, the follow- ing, which were transmitted to Congress and printed in Senate Ex. Doc. No. 45, Forty-Seventh Congress, first session: 1. Harbor of Brunswick, on the Androscroggin River, Maine. (See Ap- pendix A 22.) 2. To deepen the channel of Harrisecket River from Weston's Point to Freeport Landing, in Freeport, Me. (See Appendix A 23.) 3. Merrimac River from Lawrence, Mass., to Manchester, N. H. (See Appendix A 24.) 4. Lynn Harbor, Massachusetts. (See Appendix A 25.) IMPROVEMENT OF HARBORS AND RIVERS ON THE SOUTHERN COAST OF MASSACHUSETTS AND IN RHODE ISLAND-IMPROVEMENT OF CONNECTICUT RIVER. Officer in charge, Lieut. Col. G. K. Warren, Corps of Engineers. 1. Hyannis Harbor, Massachusetts.-This harbor is on the northern shore of Nantucket Sound, and is sheltered by a breakwater 1,170 feet long. It has a depth of from 9 to 20 feet at mean low-water and an area of about 175 acres. The mean rise and fall of the tide is about 3.8 feet. It is accessible. to vessels drawing 16 feet at time of mean low-water. The breakwater was built in 1828-1837, at a cost of $70,931.82. In 1853 the sum of $5,000 was spent in repairs. Although the break- water has sustained injuries, it has always afforded effective shelter. In 1870 repairs were again made on it, and between that time and June 30, 1880, $42,500 have been expended in building up the founda- tion of the work and in removing a wreck. 78 REPORT OF THE CHIEF OF ENGINEERS? U. S. ARMY. No money was appropriated or expended during the yearending June .30 1881. The river and harbor act of March 3, 1881, appropriated $5,000, which was expended during the fiscal year in building up the slopes of the foundations of the breakwater in accordance with the approved project of 1874. This completes the repairs. The officer in charge suggests that the position of the light-house be changed from the shore to the east end of the breakwater. The capacity of the harbor could be greatly increased by dredging. Hyannis is a place of summer resort. A branch of the Old Colony Railroad, from Boston, terminates here. Considerable coal for Cape Cod is landed here. The harbor's chief importance is to general commerce as a harbor of refuge. The number of vessels seeking shelter here in 1878 was about 1,400. July 1, 1881, amount available......-.............. .. .......... ....... $4, 949 38 oJuly 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .4............. ..... .... ...... ..... ...... ..... 4, 670 75 .July 1, 1882, amount available ...................... .................... 278 63 (See Appendix B 1.) 2. Nantucket Harbor, Massachusetts.-Nantucket Harbor is on the north side of the island of Nantucket. The depth in the harbor ex- ceeds 12 feet at mean low-water, with a mean rise of tide of about 3 feet. The shoal across the entrance has a ruling depth of about 6 feet at mean low-water. This shoal is about 14 miles in width at the entrance and extends for several miles along the shore each way. The channel across it, or line of best water,'is very crooked and frequently changes in direction, but its limiting depths seem to have been about the same as far back as we have any record of it. In 1829 a project for dredging a channel through the shoal across the ,entrance was adopted, and in the years 1829, 1831, and 1832, $44,265 was expended in carrying it out. No permanent improvement resulted from this expenditure. The dredged channel was nearly obliterated by one storm. The present approved and adopted project consists in extending rip- rap jetties from the shore across the bar to deep water outside. The jetty on the west side is to be built first, the other one to be built as developments show its necessity. The first appropriation was $50,000, made June 114, 1880. During the year ending June 30, 1881, the jetty was built out from shore a distance of 850 feet. At that time it was too soon to see the effect on the shoal. During the last fiscal year the jetty was extended to 1,650 feet from shore. Frequent surveys have been made to show the effect of the work. The principal changes discovered have been the accumulation of sand on the west side of the jetty at the shore end ; an increased depth over a considerable area between the jetty and the deep channel at Brant Point, and a decreased depth on the west side of the jetty from its outer end toward shore. No marked results in the ruling depth of the channel are expected until the jetty is extended to the "outer bar." It is proposed with the appropriation of $25,000 by act of March 3, 1881, to continue building the west jetty. With the appropriation of $25,000 by act of August 2, 1882, it is pro- posed to begin the east jetty if it should be found to be advisable. RIVER AND HARBOR IMPROVEMENTS. 79 The estimated cost of the entire improvement is $224,000, of which amount $100,000 has been appropriated. There could be expended during the fiscal year ending June 30, 1884, $60,000 in prosecuting this work in accordance with the approved plan. July 1, 1881, amount available......----.. ........................--- ... $67, 084 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ... ...---..---.... --....$19, 256 87 July 1, 1882, outstanding liabilities ................... .... '2, 035 70 21, 292 57 July 1, 1882, amount available--........ ......--... ...... ......- ...... 45,792 15 Amount appropriated by act passed August 2, 1882 ................--- ...- -..- . 25, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 70, 792 15 Amount (estimated) required for completion of existing project--..-------...... 124, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 60, 000 00 (See Appendix B 2.) 3. Wood's Holl Harbor, Massachusetts.-The name Wood's Holl is here applied to the strait connecting the waters of Buzzard's Bay and Vine- yard Sound. It is badly obstructed by rocks and is subject to very strong currents, making dangerous navigation. Estimates for several improvements were submitted in 1873, varying in cost between $5,000 and $446,000. In 1878 an appropriation of $15,000 was made for clearing the strait of the rocks most in the way of existing steamboat navigation and for deepening the entrance to Little Harbor. The amount expended up to June 30, 1880, was $13,378, of which about $4,000 was expended in deepening the entrance to Little Wood's Holl Harbor to 10 feet at mean low-water for a width of 130 feet. The mean rise of the tide is 1.65 feet in Little Harbor. This latter work was mainly for the light-house depot located there, and it enabled light-ships to enter. The work done in the strait relieved the navigation through it of its worst obstructions. The amount expended during the year ending June 30, 1881, completed the removal of the rocks in the strait, which the existing steamboat lines desired removed, and the navigation is now regarded by their managers as safe, so that this partial project is complete. During the fiscal year ending June 30, 1882, a survey of the northern shore of "Great Harbor" was made, and in obedience to a resolution of the House of Representatives dated January 11, 1882, a report on, with estimates of the cost of, a breakwater in " Great Harbor" was submitted. Congress, by act of August 2, 1882, appropriated $52,000 for construc- tion of a harbor of refuge. This is the amount of the estimate submitted by the officer in charge, and it is proposed to apply the money in the current fiscal year in building the work. The project of 1873 did not include a harbor of refuge, but contem- plated improving the passage-way between Buzzard's Bay and Vine- yard Sound. This would require a further appropriation of $431,000. July 1, 1881, amount available ...... ...................... ........ ...... $905 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...- -........... -.. . ............ .......... 338 67 July 1, 1882, amount available ...-------..----......-----------........................ ---------------- 567 07 Amount appropriated by act passed August 2, 1882....................... 52, 000 00 Amount available for fiscal year ending June 30, 1883. .... ............... 52, 567 07 (See Appendix B 3.) 80 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Wareham Harbor,Massachusetts.-This harbor is an estuary of Buz- zard's Bay. It is about 13 miles east of the harbor of New Bedford. It is from 200 feet in width in the upper part to more than one-half mile in width in the lower part, and is separated from Buzzard's Bay by Long Beach, with a channel 500 feet wide to the west of it. Before any improvement was made, the ruling depth in the harbor was about 7 feet at mean low-water in a narrow and very crooked chan- nel. The mean rise of the tide is 4 feet. The original project adopted in 1.871 was to straighten the channel, widen it to 100 feet in the upper and to 300 feet in the lower part, and deepen it to 9 feet at mean low-water. It was modified so as to increase the depth of channel in the lower part to 10 feet at mean low-water. It was completed in 1876. The amount expended prior to June 30, 1880, was $40,000. This improvement allowed coasters of 13 feet draught to reach the wharves at high-water without the aid of steam-tugs. A plan with estimate of $44,050 for further improvement was trans- mitted to Congress to comply with requirements of the river and harbor act of June 14, 1880. This plan provided for making a channel 250 feet wide and 10 feet deep at mean low-water, from Barney's Point to the entrance of the harbor. Above Barney's Point the width of the pro- posed channel was to be 350 feet. The plan also included the strength- ening of the sand-catch fence on Long Beach, which had been built in 1877-'78. Congress, by act of March 3, 1881, appropriated $10,000 for this work. The money was expended in dredging under contract, through the upper bar, and in strengthening the sand-catch fence on Long Beach. The appropriation of $5,000 by act of August 2, 1882, will be expended during the fiscal year ending June 30, 1883, in further strengthening the sand-catch fence. Wareham is among the places earliest engaged in fabrication of iron, which still forms the principal business. July 1, 1881, amount available.......................................... $9, 886 81 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 18 1................................................ 9, 489 36 July 1, 1882, amount available--..--..------ ----....----....----....-------...........----........ 397 45 Amount appropriated by act passed August 2, 1882 ................. : .... 5, 000 00 Amount available for fiscal year ending June 30, 1883.-.... .... ........ 5,397 45 Amount (estimated) required for completion of existing project.... ...... 9, 050 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix B 4.) 5., Taunton River, Massachusetts.-This river rises in Norfolk County, Massachusetts, and empties into Mount Hope Bay, a name given to that part of Narragansett Bay lying mainly in Massachusetts. Taunton River is about 44 miles in length, measured along its course. The condition of the river, before its improvement was commenced, was as follows: Beginning at the mouth near the city of Fall River for 6 miles to Somerset, it had sufficient width and depth for the largest coasting vessels. At Somerset it is crossed by a railroad bridge with two very narrow draw openings. Thence to Dighton, a distance of 2 miles, the ruling depth was about 11 feet at mean high-water. From Dighton to Berkeley Bridge, about 1 mile, the channel-way was narrow and obstructed by bowlders, with a depth of not more than 74 or 8 feet at mean high-water. Berkeley Bridge has but one available draw- opening; this is 50 feet wide. From Berkeley Bridge to Weir, a dis- RIVER AND HARBOR IMPROVEMENTS. 81 tance of 5 miles, the channel depth was not in places more than 5 feet at mean high-water. A vessel of 30 tons burden was as large as could go up to Weir. Just above Weir a bridge, without a draw, crosses the river. In 1870 an appropriation was made by Congress to increase the depth by dredging to 4) feet at mean low-water, with the expectation that at high-water the depth would be 9 feet. This was based upon the rise of tide of 54 feet as determined at Dighton. In 1872 observations were made for rise of tide at various points on the river from Dighton to Weir. From these observations it was found that the rise of tide de- creased from 5), feet at Dighton to 3.4 feet at Weir. This difference in the rise of tide necessitated increased dredging in the upper part of the river to secure the desired-navigable depth of 9 feet at mean high-water. The first project was completed in the fiscal year ending June 30, 1880. Ip 1880 Congress made an appropriation of $17,500 to increase the depth from 9 feet to 11 feet at mean high-water. Amount expended to June 30, 1880, was $63,000. The river had at that time a navigable depth of 10 feet at mean high-water from Dighton to Berkeley Bridge, and thence to Weir 9 feet, with a channel width of 60 feet in its narrowest parts. There was expended during the fiscal year ending June 30, 1881, $7,925.68 in dredging a channel 11 feet deep at mean high-water from the bridge at Weir down river to 1"John R.'s" Shoal, a distance of about half a mile. This increased depth is not available in bringing in vessels of increased draught but it gives loaded vessels a greater depth to lie in, so that they are less liable to injury from grounding while waiting to be unloaded. During the fiscal year ending June 30, 1882, the dredging has been continued, and the channel 11 feet deep at mean high-water has been extended down river a distance of about 14 miles below Weir Bridge. With the appropriatien of $25,000 by act of August 2, 1882, it is pro- posed to continue dredging down river as far as the available funds will admit. An appropriation of $16,500 for the fiscal year ending June 30, 1884, will complete the projected improvement. July 1, 1881, amount available-----......................................... $34, 574 35 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-..................- _10, - ... 525 ,7 July 1, 1882, outstanding liabilities......-----....---..--..--........ 346 12 10,871 99 July 1, 1882, amount available-------- 23, 702 36 -..........---.-----------..................---........ Amount appropriated by act passed August 2, 1882....-.... .............. 25, 000 00 Amount available for fiscal year ending June 30, 1883-..- -..........-.... 48, 702 36 Amount (estimated) required for completion of existing project...... .... 16, 500 00 A mount that can be profitably expended in fiscal year ending June 30, 1884. 16, 500 00 (See Appendix B 5.) 6. Pawtucket (Seekonk) River, Rhode Island.-This is an estuary form- ing the continuation of Providence River from Providence to Pawtucket, a distance of 5 miles, and forms a shoal tidal basin of about 1, square miles. The ruling low-water channel depth before it was improved was about 5 feet. The mean rise of the tide is 4.8 feet at Pawtucket. The dredging was begun in 1867 to secure a ruling depth of 6 feet at mean low-water. It was found to silt up at places and the dredging was repeated. The project was modified to make a ruling mean low-water 6E 82 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth of 7 feet with a least channel width of 75 feet, and to include the clearing out of the east draw-span of the Red Bridge. This was practi- cally completed in 1875, leaving at that time an unexpended balance of about $2,000. In the season of 1879 observations for tides were repeated at several places and connected by lines of levels. (See annual report for 1880.) The amount expended up to June 30, 1880, was $51,470.72. The dredged channel was at that time available (with some slight shoaling at places), but the navigation is seriously obstructed by a badly arranged draw-bridge near its lower end at East Providence, for the modification of which efforts are being made by local authorities. No money was expended during the fiscal year ending June 30, 1882, and the condition of the navigation is substantially unchanged. The increase in the size and draught of vessels of late years makes it desirable that the ruling mean low-water depth should be increased to,9 feet. This could probably be done for an additional appropriation of $33,000, which could be profitably expended in one year. This dredged material would have to be towed out of the river, which could not be done at the rate above estimated unless the Washington Bridge is rebuilt. Pawtucket is a town of about 30,000 inhabitants, largely engaged in manufactures. The "project approved and adopted" is completed, and no further estimate is submitted. There is available for contingencies $529.58 out of the sum of all the appropriations, which was $52,000. July 1, 1881, amount available .................. ...... .. ... .... ..... . $529 58 July 1, 1882, amount available ------ ....--..-------........--- --.......... ....------.....----------......---- 529 58 (See Appendix B 6.) 7. Providence River and NarragansettBay, Rhode Island.-Providence River is an estuary of Narragansett Bay, extending from Nayat Point to the city of Providence. Its length is about 7 miles, with a width vary- ing from 1,000 feet to 2 miles, and a depth in the channel-way from 20 to 50 feet at mean low-water. Near its head this estuary is joined by another, called the Seekonk or Pawtucket River, extending 5 miles far- ther to the town of Pawtucket. The mean rise of the tide is 4.7 feet. Before any improvement was made, in 1853, the ruling low-water depths were as follows: By using the middle entrance to Narragansett Bay, the deepest draught vessels could ascend as far as Gaspee Point, where the water shoals to a depth of 21 feet at mean low-water. This is about 5 miles from Providence. Between Gaspee Shoal and Pawtuxet Shoal at Sabin's Light, a distance of about half a mile, the channel is from 23 to 37 feet deep and about500 feet wide. Pawtuxet Shoalhad but about 18 feet depth at mean low-water. Between Pawtuxet Shoal and Field's Point, a distance of about 1 miles, the depth varied from 23 to 45 feet at mean low-water, having a least width of 200 feet. This reach had in it Bulkhead Rock, with deep water around it but with only 7 to 8 feet at low-water upon it. Not far above Field's Point the channel depth shoaled to about 16 feet at mean low-water. Finally, on reaching the c' Crook," at the junction of the Seekonk with the Providence River just below the city wharves, the available low-water depth was reduced to about 44 feet. The original project was to deepen the channel at the Crook" to 9 feet at mean low-water. This was dredged in 1852-'53 under an appro- " priation of $5,000. The next project was, in 1867, to increase the depth at the " Crook" RIVER. AND HARBOR IMPROVEMENTS. 83 to 12 feet at mean low-water; $23,000 was then expended at this place in dredging to a depth of 12 feet and width of 200 feet, and $2,000 in removing a wreck from Sabin's Point. The next project was to increase the depth at the " Crook " to 14 feet at mean low-water. For this purpose an appropriation of $5,000 was used in 1870, making a channel having that depth for a least width of 130 feet. In 1872 an appropriation of $10,000 was made, which was all expended in widening the channel-way of 12 feet depth at the 1 Crook." In 1873 an appropriation of $10,000 was made to cut off the "Point of Long Bed," which projected into the channel from the east side, just below " Sassafras Point Light." With this the worst of the point was removed. The removal of Bulkhead Rock, in Providence River, was begun in 1870, and $2,500 was then expended in increasing the depth on it from about 8 feet to about 14 feet at mean low-water. The foregoing expenditures amounted in the aggregate to $59,000, and had all been directed toward improving the navigation for coasting vessels. In 1878 a project was adopted having in view the excavation of a capacious channel, suitable for large ocean steamers, and a much en- larged width for coasters. It is designed to secure a central depth of 23 feet at mean low-water for a width of 150 feet, a depth of 12 feet for a width of 940 feet, and a depth of 6 feet for a width of 1,060 feet. The depths are to increase gradually from the shoalest to the deepest water. The cost was estimated at $500,000. The work was begun in 1878 under an appropriation of $50,000 for dredging and $5,000 for increasing the depth on Bulkhead Rock. The dredging was begun, under contract, that year and abandoned by the contractor. In 1879 an additional appropriation of $60,000 was made. Up to June 30, 1880, there had been expended $61,757.79. By this expenditure the channel was made 23 feet deep for a width of 70 feet through the Pawtuxet shoal-not wide enough to be of practical value. A channel 20 feet deep and 200 feet wide was made through the shoals above Field's Point, which was immediately available. It was reserved till later to make the 23-foot channel depth above Field's Point. The amount expended during the fiscal year ending June 30, 1881, including the removal of Bulkhead Rock so as to give a depth over it of 20 feet at mean low-water, was $79,072.69. In this time the 23-foot low- water channel through the Pawtuxet Shoal was increased to a width of 200 feet, and the 20-foot channel through the shoals above Field's Point to a. width of about 450 feet. The city of Providence can now be reached at high-tides by vessels drawing about 25 feet. An additional appropriation was made in 1881 of $60,000, so that the balance on hand June 30, 1881, was $85,412.58. This has been expended during the fiscal year ending June 30, 1882, in increasing the width of channel 12 and 14 feet at mean low-water in accordance with the plan adopted and approved. Under date of March 17, 1882, the Senate passed a resolution calling on the Secretary of War for estimates of the cost of increasing the depth of the main ship-channel of Providence River and Harbor to 25 feet at mean low-water for a width of 300 feet, and also what portion of the estimated cost of said improvement could be expended to advantage during the next fiscal year. The engineer in charge reported the ad- ditional cost, over and above the already adopted project, as $175,000. To complete the adopted project required $270,000, making the amount 84 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. necessary to complete the entire improvement $445,000, of which amount it was thought $200,000 could be judiciously expended in one year. The act of August 2, 1882, appropriates $125,000, which will be ex- pended during the year ending June 30, 1883, in making a channel 25 feet deep at mean low-water as far as the available money will pay for. July 1, 1881, amount available.. ......---- ..... ........ ..... ............ $85, 412 58 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. --....... .... ...... ....... ....... ..... .......... 81, 948 09 July 1, 1882, amount available..........-....".................. ...... 3, 464 49 Amount appropriated by act passed August 2, 1882........... ...... 125, 000 00 Amount available for fiscal year ending June 30, 1883.. .................. 128, 464 49 Amount (estimated) required for completion of existing project ....--.... 320, 000 00 Amount that can be profitably oxpended in fiscal year ending June 30. 1884. 200, 000 00 (See Appendix B 7.) 8. Potowomut River, Rhode Island.--This river is a small estuary of Narragansett Bay, situated about 13 miles from Newport. In the original condition of the channel only 2.6 feet of water at mean low- water could be taken into the river, because of a bar that extended across the mouth of the channel. The originally adopted project for improvement provided for a chan- nel 150 feet wide and 5 feet deep at mean low-water across this bar, and the removal of a clump of rocks known as Euston's Rocks. The estimated cost of the whole improvement was $5,587.50. Up to June 30, 1881, there had been expended $48.99. There was no change in the condition of the channel at this time. During the year ending June 30, 1882, there was expended $4,951.01. The expenditure of this amount secured a channel 115 feet wide and 5 feet deep at mean low-water across the bar at the mouth of the river. Euston's Rocks were also removed; and several sharp points in the channel above the mouth of the river were dredged. No further appropriation is asked for this work. Although the full width of channel (150 feet) across the bar at the mouth of the river was not secured, the width obtained (115 feet) is deemed sufficient for the present wants of this place. July 1, 1881, amount available...... ..........-- .......... ................ $4, 951 01 July 1, 1882, amount expended during fiscal year exclusive of outstanding liabilities July 1, 1881 ..... .................... ....... .. .......... 4,951 01 (See Appendix B 8.) 9. Newport Harbor,Rhode Island.-This harbor is on the main entrance to Narragansett Bay, which is defended by Fort Adams. It is one of the most important harbors on the coast, furnishing a safe roadstead and anchorage for all classes of vessels. Newport itself is upon an inner harbor admitting the largest vessels, but its capacity is limited by shoals, so that it is no longer adequate for the convenience of the greatly increasing number of vessels seeking it. Prior to 1872 the general business wharves of the city did not admit of the approach of vessels at low-tide of greater draught than 8 feet. The mean rise of the tide is about 31 feet. The first projected improvement was to increase the depth of the approaches to the harbor-line for wharves to 12 feet at mean low-water, and to prevent the sand from being brought in around the south end of Goat Island. It was prepared to comply with requirement of the river and harbor act of June 10, 1872. The proqject, with some modifications, was completed in the fiscal year ending June 30, 1876. The amount RIVER AND HARBOR IMPROVEMENTS. 85 appropriated and expended up to that time was $28,500. The results obtained were satisfactory, and the work remains in good condition. In December, 1880, another project was estimated for, under resolu- tion of the House of Representatives, to increase the anchorage depth in the inner harbor down to 13 feet at mean low-water where hard ma- terial did not exist, to the extent of 327,000 cubic yards, at a cost of $72,000. For this purpose an appropriation was made in March, 1881, of $25,000. The work was commenced under contract in July, 1881, at the price of 11 cents per cubic yard. It was continued until December 17, 1881, when the contract was annulled by mutual consent, as the material to be excavated proved to be harder than the specifications contemplated. A new contract was made (after publicly advertising) at the price of 19.9 cents per cubic yard, and the work at this date (June 30, 1882) is in progress. The anchorage capacity of that part of the harbor between Commer- cial Wharf and Long Wharf has been increased about 16 acres, and in depth from 8 feet at mean low-water to from 11 to 13 feet. The engineer in charge has revised his estimate for this improvement, increasing the amount for new requirements about 80,000 cubic yards, and the cost from 14 and 18 cents per cubic yard to 21 and 27 cents per cubic yard, because of the hardness of the material to be dredged and the enhanced prices. First estimate for increase of anchorage-...........................-....-- . $72,000 New estimate for increase of anchorage .----..............---- ....---.......... ..-- 108,000 New estimate for widening and deepening entrance South Goat Island - ..... 24, 000 Total new estimate----.....--.--- ..............----..------......-----..-----......---.----...... -132, 000 Already provided--------........-------------....................--------------......-----.....------......----...... 45, 000 Amount required to complete. ---------.--.. ------ ..----...-----..--. 87, 000 July 1, 1881, amount available..--..........................---.............. $24, 832 85 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ------ -----....$16, 302 35 ing liabilities July 1, 1881 .......----.... July 1, 1882, outstanding liabilities .----------..----........ 489 45 16, 791 80 8,041 05 July 1, 1882, amount available ..........-------.-----....----.........--------..........- Amount appropriated by act passed August 2, 1882 ........ .......... 20, 000 00 Amount available foi fiscal year ending June 30, 1883............ ........ 28, 041 05 Amount (estimated) required for completion of existing project ...- - - ... 87, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1984. 50, 000 00 (Set Appendix B 9.) 10. Block Island Harbor, Rhode Island.-This island is a part of the State of Rhode Island, and its nearest point is about 10 miles south of the mainland. It is about 14 miles east of Montauk Point, on Long Island, and has deep water all around it. The "harbor" is an artificial one, built for local purposes by the United States, in the years 1870 to 1879 inclusive, at a cost of $285,000. It is on the east side of the island, towards the southern part, and is formed by a riprap jetty or breakwater, to intercept the waves from the east- ward, and has an "inner harbor" or wharf next the inside shore end of the breakwater, forming a basin about 250 feet by 300 feet, which was originally dredged to a depth of 7 feet at mean low-water. This latter in active seasons of the y)ear is crowded to its full capacity. The mean rise of the tide is about 3 feet. 86 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Before this work was built no decked vessels could find harbor on the island in a storm, and none were owned there. The local business so increased that in February, 1880, an estimate was called for to increase the entrance to and depth inside the inner harbor to 9 feet at mean low- water, to specially accommodate a small steamer belonging to the island. The act of June 14, 1880, appropriated $6,000 for this purpose and to remove a small wreck. The desired improvements were all completed during the fiscal year ending June 30, 1881, and included the removal of two large bowlders (then but recently discovered), within the shel- tered area. The small balance on hand is reserved for contingencies. This work may be considered as permanent (except that of the inner harbor, which is a timber crib-work), but it is probable that with the growth of commerce frequent extensions will be required. Its capacity is now hardly equal to the local wants. Besides the wants of the mack- erel-fishing fleet and the general coast navigation, the island is an im- portant point on our shores for ocean navigation. It has a signal station connected by submarine telegraph with the mainland. Vessels are pass- ing the island at all times and on all sides of it, and its position renders it of national importance. No work has been done here during the past fiscal year. In com- pliance with Senate resolution of December 14, 1881, an estimate of $19,000 was submitted to Congress for replacing the crib-work on the east side of the basin for protection of the cliffs, to preserve the area sheltered by the breakwater, and for patching the government wharf. The appropriation of $19,000 by act of August 2, 1882, will be expended during the fiscal year ending June 30, 1883, in making these repairs and the cliff protection. An appropriation of $35,000 could be expended in the fiscal year end- ing June 30, 1884, in extending the main breakwater to give increased shelter. July 1, 1881, amount available ......- .................. ...... ... ...... $126 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .---........ ...... ...... -...... ........ . ... .. 61 12 July 1, 1882, amount available- .........-- .. ....... ... _.............. .... 65 14 Amount appropriated by act passed August 2, 1882.... ...... ........... 19, 000 00 Amount available for fiscal year ending June 30, 1883 ....--..-............ 19, 065 14 Amount (estimated) required for completion of existing project...........----------. 35, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 35, 000 00 (See Appendix B 10.) 11. Little Narragansett Bay, Rhode Island and Connecticut.-Little Narragansett Bay is at the mouth of the Pawcatuck River, anti lies between Stonington and Watch Hill. The navigable draught of water before any improvements were made was 41 feet at mean low-water. The Pawcatuck River, which has been improved by the United States up to Westerly, and has now a channel 75 feet wide and 5 feet deep at mean low-water, can only be approached through this bay. The original project for improving the bay, adopted in 1878, provides for a channel across the bay 200 feet wide and 74 feet deep at mean low- water; also, for the removal of some rocks. The amount expended up to June 30, 1881, was $20,288.71. The work accomplished had made a channel through the hard material at the east end 185 feet wide, and through the rest of the channel 60 feet wide. The channel was as yet in part too narrow to be of much use to navigation. The width of channel was increased from 60 to 140 feet. RIVER AND HARBOR IMPROVEMENTS. 87 The rocks off the east entrance of the new channel, and the worst of those at the entrance to the inside landing at Watch Hill, were" re- moved. Work during the ensuing year, under the appropriation of $6,000 made by act of August 2, 1882, will be in continuance of the improve- ment under plans already adopted and in progress. Fifteen thousand dollars could be expended during the fiscal year ending June 30, 1884, in completing the projected improvement, making a channel 200 feet wide and 7 feet deep at mean low-water, and in re- moving the remaining rocks at the entrance to the inside landing of Watch Hill. July 1, 1881, amount available. ........ --....... --..--- --- .....------.. $9, 711 29 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--..........-----.----......---.........------.---------......---......--------....- .... 9, 433 41 July 1, 1882, amount available ............--- . . .......... ..... ....---.... 277 88 Amount appropriated by act passed August 2, 1882 ..................-.... 6,000 00 Amount available for fiscal year ending June 30, 1883 ...-..........-- .... 6, 277 88 Amount (estimated) required for completion of existing project ........... - 15,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix B 11.) 12. Connecticut River above Hartford, Connecticut, and below Holyoke, Massachusetts.-FromHartford to Windsor Locks at the foot of Enfield Falls, a distance of 104 miles, the river has a sedimentary bed and banks, and is naturally shoal at low-water, giving sometimes, where not im- proved, a depth of only 18 inches. Then Enfield Falls-a rock rapid- extending 5- miles, prevents all navigation at the present time; but vessels drawing 3.feet can pass around them by means of the canal, having locks 80 feet by 18 feet. This canal is owned by a corporation charging toll, and is mainly used to furnish water-power. From the head of the "Falls" to Holyoke the navigation is good, having a low- water depth of not less than 5 feet. There is seldom any useful tide from the ocean above Hartford. A history of the improvement is given in full, in the Annual Report for 1878, Part I, pp. 247-393, up to that date. (Surveys and estimates were begun in 1870.) The final object to be reached has been a per- manent improvement that would insure a low-water navigation through- out of at least 8 feet. In the mean time local wing-dams and dredging have been resorted to to relieve the part between Hartford and Enfield Falls, to secure 3 feet. The part of the river above Hartford and below Holyoke is fully re- ported upon in Appendix B, Annual Report for 1878. Revised estimates were submitted January 3, 1881. These estimates provide for a canal 17.3 miles long from below Hartford to the head of the Enfield Falls, with locks 200 feet by 50 feet by 8 feet, at an estimated cost of $1,322,805. Something in addition will have to be added to make a low-water navi- gation of 8 feet up to Holyoke. No work has yet been done upon this main project. Prior to June, 1880, the amount expended between Hartford and Holyoke for surveys and reports was about $32,000, and for works of improvement about $25,087.14. At points where local works of tem- porary relief had been done the results were satisfactory, but changes that have taken place left the river, at extreme low-water, in about the original unnavigable condition, and further temporary works have been planned at the Farmington River Shoals. 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year ending June 30, 1881, the work at Farmington River Shoals was completed at an expenditure of $4,919.70. Nothing was done during the fiscal year ending June 30, 1882. The means available are ample to continue the works of temporary alleviation, but not enough to even begin the permanent plan of im- provement. This latter will require at least three years, and should not be begun with less than one-third of the estimate-about $450.000. The benefit to be secured by the permanent work is to cheapen the transportation of bulky articles, such as coal, iron, and provisions, into a large manufacturing region now only reached by railroads. It in- cludes the city of Springfield (at which is a United States Armory) and Holyoke, on the Connecticut, and other smaller places, and will be bene- ficial to the works at Miller's Falls, and may eventually be extended further. No appropriation is, however, asked for the next fiscal year. Between Hartford, Connecticut, and Holyoke, Massachusetts. July 1, 1881, amount available-------------------------------------........................................ $13,669 80 July 1, 1882, amount available...----..---------------------------------............................... 13, 669 80 Amount (estimated) required for completion of existing project------......-1,322,805 00 Above Bartford and below Enfield Falls. July 1, 1881, amount available.---..-------------...........--- $3, 899 47 ----------------........................ July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 881 -------------------........................ -----.........----- ---- .............. 1,986 81 - ------ -.....-----------------.............. July 1, 1882, amount available...........----...--.. -- 1,912 66 On or above Enfield Falls and below Holyoke, Massachusetts. July 1, 1881, amount available-----------......................------------....--------...........----. -- $10, 702 92 _ July 1, 1882, amount available---------------------------............................ -- --------...........10,702 92 (See Appendix B 12.) 13. Connecticut River below Hartford, Connecticut.-The Connecticut River from Hartford to its mouth at Saybrook is about 50 miles in length. The tide, which at the mouth of the river rises about 3J feet, rises but about 1 foot at Hartford when the river is at its lowest stage; when the river is 5 feet above its lowest stage the rise of tide is not appreciable at Hartford. The chief obstacles to the free navigation of this river are, the bar at the mouth and the shoals between Middletown and Hartford, a dis- tance of 16 miles. The most troublesome shoals are between Rocky Hill and Hartford, a distance of 9 miles, where the river banks are alluvial. The depth on the bar at Saybrook was, before commencing jetties, about 6 feet at mean low-water. The shoals between Hartford and Rocky Hill form at every flood stage of the river, and require dredging to give the requisite 9 feet depth at low-water for the boats running between New York and Hartford. The subject of improving this part of the river proper has received attention from a very early period, and work has been done upon it of a temporary character by the United States since 1870. In 1872 a thor- ough survey was made at Saybrook Bar and jetties designed for its permanent improvement. (See Appendix W 16, Annual Report 1873, for a full account of this bar.) In 1879 an accurate survey was made for the first time between Hartford and Rocky Hill, and a plan was pro- posed for the permanent improvement of this portion. (See Annual Report 1880, Appendix B 12.) The amount expended since 1870 and prior to June 30, 1881, on surveys RIVER AND HARBOR IMPROVEMENTS. 89 and improvements are about as follows: At Saybrook bar, $122,493.58; between Middletown and Hartford, about $119,322.04. The results have been a steady improvement of the navigation at Say- brook Bar, where the jetties are so nearly complete as to produce bene- ficial effect, and the ruling low-water depth has been increased from 6 feet to 8 feet. Between Middletown and Saybrook the dredging of certain shoals has had to be annually repeated at low-water, and although this has afforded temporary relief, it was not possible often for it to be timely. Its unsat- isfactory character has led to the adoption of a permanent plan of im- provement, but the temporary dredging will have to be continued till the other is completed. During the fiscal year ending June 30, 1882, about $8,000 was ex- pended at Saybrook on the jetties in building up low places, and in dredging test pits to ascertain the character of the bottom. The temporary dredging done between Hartford and Rocky Hill in keeping the channel open during the low-water stage cost about $7,000. About $12,000 was expended in building a wing-dam at Glastenbury Bar. This dam forms a part of the permanent plan of improvement for this part of the river. The river since the dam has been completed has not been at a low enough stage, nor has time enough elapsed, to determine fully the effect of this dam, but examinations made show a slight increase of depth, and that the ice and freshets have not injured it. The permanentriver improvement requires for its completion $318,000, and until this is finished an annual appropriation of $6,000 is needed to keep the channel open. The appropriation of $45,000 made by act of August 2, 1882, will be expended in the fiscal year ending June 30, 1883, in building up the jetties at Saybrook, and in dredging bet- reen them; in dredging at Sal- mon River, and in dredging between Hartford and Middletown for tem- porary relief at low-water. July 1, 1881, amount available -----------------. ------.----- --- ...... $35, 696 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....................... $27, 201 16 July 1, 1882, outstanding liabilities...... ................ .... 131 88 -- 27, 333 04 July 1. 1882, amount available .......--.--............................---------...--. 8,363 00 Amount appropriated by act passed August 2, 1882 ...... .......... ...... 45, 000 00 Amount available for fiscal year ending June 30, 1883. ---....-.... ----........... ---- 53, 363 00 Amount (estimated) required for completion of existing project..........-- 273, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 100, 000 00 (See Appendix B 13.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Lieutenant-Colonel Warren was charged with and completed the following, the results of which were transmitted to Congress: 1. Edgartown Harbor and SAouth Beach, Massachusetts. Printed as Senate Ex. Doc. 98, Forty-seventh Congress, first session. (See Ap- pendix B 14.) 2. Buzzard's and Barnstable Bays, at the entrance of the proposed Cape Cod Canal. Printed as Senate Ex. Doc. 104, Forty-seventh Congress, first session. (See Appendix B 15.) 90 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. And to comply with a resolution of the House of Representatives of January 24, 1882: 3. Vineyard Haven Harbor, Massachusetts. Printed as House Ex. Doc. 112, Forty-seventh Congress, first session. (See Appendix B 16.) IMPROVEMENT OF HARBORS AND RIVERS ON LONG ISLAND SOUND. Officer in charge, Maj. J. W. Barlow, Corps of Engineers. 1. Stonington Harbor, Connecticut.-Originally this harbor was an open bay, unprotected from southerly storms and obstructed by a, mid- dle ground having at low-water a depth of but 6 feet at the shoalest part. This middle ground nearly filled the harbor and left but a narrow channel on either side of insufficient depth to permit vessels of 12 feet draught to reach the upper wharves at low-water. A small breakwater, or pier, costing $36,753 was built in 1828-'30 from the east shore about half way up the harbor, to protect the commerce of the'village. Plans for more extensive improvements were considered in 1872, the object being to afford by means of additional breakwaters a large an- chorage to serve as a harbor of refuge for general commerce, and also, by dredging, to secure an increased depth in the upper harbor for the accommodation of the local shipping interest. During the season of 1873-'74, $45,000 was expended in *dredging, which resulted in the enlargement of the channel to the steamboat wharf by removing the northern portion of the middle ground to a depth of 12 feet. Subsequently a breakwater 2,025 feet in length, costing $103,190, was built off Wamphassuck Point, the southwestern limit of the harbor, and a sipilar work has been commenced on Bartlett's Reef as a protection from southeast storms. The completion of the latter will afford a harbor of refuge of large dimensions, thoroughly sheltered, and an available anchorage for vessels drawing 18 feet of water. The total amount appropriated for the improvement of this harbor to the present date is $240,620.49, of which 210,594.17 had been expended June 30, 1881, with result as described above, the length of the Bart- lett's Reef breakwater built at that time being 535 feet. Operations diring the year ending June 30, 1882, have consisted in continuing the construction of the Bartlett's Reef breakwater, the amount expended being $29,345.88, the length built 535 feet. The total length of the work now built is 1,070 feet. It is designed to be at least 2,000 feet long, and will cost about $50 per linear foot. July 1, 1881, amount available..............----..-----..--...------.............---------...-------- $30, 026 32 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.........-------------.......-------...-----------..........----..........-----..---- 29,345 88 July 1, 1882, amount available--- ----..-------- ----------------------- 680 44 Amount appropriated by act passed August '2, 1882 --.---------...-------. 25, 000 00 Amount available for fiscal year ending June 30, 1883-- ---- .----..... ----......--.... 25,680 44 Amount (estimated) required for completion of existing project. ..--.... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 20, 000 00 (See Appendix C 1.) 2. New London Harbor, Connecticut.-This harbor is by nature the finest on Long Island Sound and one of the best in the United States. It is accessible for all classes of vessels at all seasons, and is extensively used as a harbor of refuge. The improvement now in progress consists in removing a shoal in the upper part of the harbor above the city of New London, which obstructs the approach to the large receiving and shipping wharf of the New London Northern Railroad Company. The project for the removal of RIVER AND HARBOR IMPROVEMENTS. 91- this shoal was adopted to comply with the river and harbor act of June 14, 1880, which directed that the sum of $2,500 from the appro- priation for improving the Thames River be applied to that object. The operations have consisted in dredging, the material removed being sand and gravel mixed with large bowlders. The total amount appropriated for this work to the present date is $6,800, of which $2,500 had been expended June 30, 1881, in making a depth of 16 feet at mean low-water over the extreme southern part of the shoal. Operations during the past fiscal year have consisted in dredging from the southern part of the shoal, removing 6,619 cubic yards of stones and sand and 140 tons of bowlders, making the depth 14 feet at mean low-water; the amount expended was $4,141.11. It is estimated that the sum of $8,200 will be required to complete the projected work. July 1, 1881, amount available .. ............... ...... ............... $4, 300 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities, July 1, 1881 .. ....................... ----.....----...... 4, 141 11 July 1, 1882, amount available..--...-- ,--..--..........-----.................... Amount appropriated by act passed August 2, 1882.- .....-......- .......... 158 89 9, 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 9,158 89 Amount (estimated) required for completion of existing project ............ 8,200 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 8,200 00 (See Appendix C 2.) 3. Thames River, Connecticut.-The navigation of this river was origi- nally obstructed by shoals for a distance of about 3 miles below the city of Norwich, the depth in some places being but 7 feet at mean low-water and the channel narrow and tortuous. In 1830 plans were adopted for improving navigation with a view to affording a channel 100 feet wide and 14 feet deep at mean high-water. These plans included, besides a large amount of dredging, the con- struction of a number of wing-dams extending from each shore, to straighten the channel and direct the currents. This project was con- sidered completed in 1873 after an expenditure of $147,300. Subsequently the shoals reformed to a considerable extent, due to heavy freshets in the river, and in 1878 appropriations for their removal were renewed. At that time the project was modified so as to make the depth 14 feet at mean low-water instead of at mean high-water, a difference of 3 feet, and under this plan $25,104.09 had been expended to June 30, 1881. The total amount appropriated for this river to the present date is $221,800. With a view to making the excavated channel more permanent the officer in charge recently submitted, as an auxiliary to dredging, a pro- ject for the construction of longitudinal dikes to produce a more regu- lar and uniform flow of the tidal currents, in the expectation that the latter will aid in forming and maintaining the required width and depth. In previous annual reports it has been stated by the officer in charge that the demands of navigation would probably require a greater width of channel than the 100 feet originally contemplated. This demand has now become so imperative that he feels constrained to recommend a modification in the existing plan, increasing the width to 200 feet. The estimated cost of the entire project as modified, including training walls, is $188,080. Operations during the fiscal year ending June 30, 1882, have resulted in the removal by dredging of 43,575 cubic yards of sand from the 92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel between the city of Norwich and the rolling-mill; 7,528 cubic yards from the shoal opposite Mohegan; and 3,416 cubic yards from Allyn's Point; the depth made was 14 feet at mean low-water. Com- mencement has also been made on the construction of longitudinal dikes, the one at Trading Cove Flats having been built to a length of 750 feet. With the appropriation now available, this dike will be completed to its full length of.2,400 feet, and dredging in the channel to the amount of 95,000 cubic yards will be executed. July 1, 1881, amount available --........... .....--...... _ -- -- .......... . ,49, 395 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- ..----..--- ...-.. 20, 421 19 --.......................--.... July 1, 1882, amount available ......-.......... ......... ........ . 28, 974 72 .... Amount appropriated by act passed August 2, 1882 .--..................... 35, 000 00 Amount available for fiscal year ending June 30, 1883- ....--..---.......... 63,974 72 Amount (estimated) required for completion of existing project---.......... -- 153. 080 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix C 3.) 4. New Haven Harbor, Connecticut.-This harbor is a broad, open bay, exposed in its lower part to southerly winds, and obstructed by several sunken rocks. In its upper part it was originally so shallow that vessels exceeding 9 feet draught were unable to reach the wharves at low-water. The first efforts for improvement were made in 1852, and were directed to the removal of rocks at the entrance of the harbor. Plans for dredging a channel of navigable width and 13 feet deep at mean low-water were adopted in 1871, and modified in 1878, so as to make a depth of 16 feet at mean low-water throughout the entire channel. The total amount appropriated for this improvement to the present date is $201,000, of which $182,875.27 had been expended June 30, 1881, and had resulted in obtaining a channel of 16 feet depth, which was 320 feet wide, from Fort Hale to Long Wharf, and thence to the Steamboat ' Wharf, 400 feet wide. Operations during the fiscal year ending June 30, 1882, have resulted in the removal of 117,400 cubic yards of material from the channel op- posite and below Long Wharf, making the present available width in this part of the channel 440 feet. The improvement now most required is an increased depth on the Fort Hale Bar. As the depth gained here by dredging is not perma- nent, it is proposed with the next appropriation to begin the construc- tion of a dike extending south from Sandy Point, to increase the scour over this bar and to prevent the drift of material from West Haven beach. The length of the dike should be about 4,400 feet, and its cost is estimated at $60,000. July 1, 1891, amount available......-- .. -- ...... -.... . $18, 124 73 ...... ............. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.. ------------------------------------------- 14, 659 77 July 1, 1882, amount available............ ...... ........................ - - 3,464 96 Amount appropriated by act passed August 2, 1882.....--................. 30, 000 00 Amount available for fiscal year ending June 30, 1883...... 33, 464 96 .........--.... Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix C 4.) 5. Breakwater at New Haven, Connecticet.-New Haven Harbor was RIVER AND HARBOR IMPROVEMENTS. 93 originally exposed to the influence of all southerly storms, so that ves- sels seeking its protection were compelled to anchor in the upper part where the channel was narrow and shoal, affbrding insufficient room for the ordinary commerce of the city. In this condition the harbor was of but little value as a harbor of refuge. In 1879 a project was adopted for the construction of two breakwaters at the mouth of the harbor, the object being to afford a safe refuge for the general commerce of Long Island Sound and to secure at the same time a convenient anchorage for the shipping of the harbor. The line adopted for the east breakwater, the one at present in pro- cess of construction, extends from Southwest Ledge, the location of the new light-house, to Quixe's Ledge in a northeast direction, a distance of 3,300 feet. The entire amount appropriated for this work to the present date is $120,000, of which $59,706.15 had been expended June 30, 1881, in build- ing 690 linear feet of breakwater. Operations during the past fiscal year have consisted in the delivery of 49,500 tons of stone, building 535 feet additional length of break- water at a cost of $59,571.51. The total length now built is 1,225 feet, employing 113,892 tons of granite, at a total cost of $119,277.66. It is proposed with future appropriations to continue this work, and these should be ample in order that the benefits to be derived may be secured as speedily as possible. July 1, 1881, amount available- ...................................... $60,293 85 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ............. ........................ .. 59,571 51 July 1, 1882, amount available............................... ...... 722 34 Amount appropriated by act passed August 2, 1882.................... 60, 000 00 Amount available for fiscal year ending June 30, 1883............... 60, 722 34 Amount (estimated) required for completion of existing project ....-.... 1,131, 134 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 ......------------....-- ---------....-----------..-- 300, 000 00 ..................---....----....---....-----------..... (See Appendix C, 5.) 6. Milford Harbor, Connecticut.--The outer harbor is a shallow bay on the north shore of Long Island Sound, about 9 miles west of New Haven, and is formed by the projecting headlands of Welch's Point and Charles' Island. It has good holding ground and is sheltered from the northerly winds, but exposed to those from the south. Two small tidal streams, the Wepawang and Indian rivers, unite and enter the bay at its head. In the Wepawang the tide flows up as far as the village of Milford, about half a mile from its mouth. The channel of this stream was originally almost bare at low-water, and a sand bar obstructed the entrance below its outlet. Plans for the improvement of this ha bor were adopted in 1872, con- templating the construction of jetties along Welch's Bluff to prevent erosion and washing of material into the harbor, a long jetty at the mouth of the river, and dredging to 4 feet depth through the shoal be- low the outlet and in the stream above. A breakwater off Welch's Point was also recommended to form an outer harbor of refuge, and to more perfectly protect the bluff from the action of the sea. With the exception of the breakwater, the improvements under the original plan have been completed, and in addition the channel has been extended to the village wharves and a cutting 25 feet wide and 8 feet deep made at the entrance to the harbor. 94 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Including the cost of the original survey, $34,500 has been appropri- ated for the improvement from 1871 to the present time. Of this sum, $34,423.81 had been expended June 30, 1881, resulting in the improve- ments described above. No work was done during the past fiscal year,' and no money was ex- pended. Those interested in the improvement now desire that the 8 feet en- trance channel be widened to 100 feet, and that a basin of moderate size be excavated behind the long jetty to afford shelter for the small craft engaged at this place in the fish and oyster business. To increase the channel to the width asked for would cost about $11,000. To excavate a basin 300 feet by 400 feet, and 7 feet deep at mean low-water, would cost about $14,000. July 1, 1881, amount available......-----------..................................... $76 19 July 1, 1882, amount available....-........-.......... -76 19 Amount appropriated by act passed August 2, 1882...... .................. 5,000 00 Amount available for fiscal year ending June 30. 1883...... ..........-.... 5,076 19 Amount (estimated) required for completion of existing project. --. .- - . 20,000 00 Anmount that can be profitably expended in fiscal year ending June 30, 1884. - 10, 000 00 (See Appendix C 6.) 7. iousatonic River, Connecticut.-This is a tidal river as far as the dam of the Ousatonic Water Company, 16 miles above its mouth, where are situated the manufacturing towns of Derby, Shelton, and Birming- ham, their numerous mills being supplied with power by the river. Navigation has been impeded by several bars at different points and by an extensive shoal at the entrance, having but 3 to 4 feet depth of water at low-tide. The improvement of this river was begun in 1871, the object being to af- ford a navigable channel of 7 feet depth from its mouth to the head of tide- -water. Nothing beyond a survey has yet been attempted at the entrance. The entire amount appropriated for this river to the present date is $66,700, of which $64,647.40 had been expended June 30, 1881, in mak- ing and maintainining a channel 60 feet wide and 7 feet deep, the chief work in this direction being the removal of shoals. These shoals, due to the movement of sand during freshets, will frequently recur, and will require periodical appropriations for their removal. During the fiscal year ending June 30, 1882, the sum of $1,937.20 has been expended in dredging through shoals at Drew's Rock, and near the camp:meeting ground, about one mile below. The project for increasing the depth of water at the entrance by means of a low jetty is suggested by the officer in charge and recommended by him as being a cheap and feasible method of obtaining a depth as great as that which obtains in the river generally. The estimated cost of this improvement is $20,000. July 1, 1881, amount available------...... .................... ................ $2, 052 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881... --........1, 937 20 .-----.............................----....-- July 1,1882, amount available......-----------..................................... 115 40 Amount appropriated by act passed August 2, 1882 ........ 2, 000 00 ----............. Amount available for fiscal year ending June 30, 1883..................... 2,115 40 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix C 7.) RIVER AND HARBOR IMPROVEMENTS, 95 8. Bridgeport Harbor, Connecticut.-The entrance to this harbor was originally obstructed by two shoals, known as the outer and inner bars. The channel was narrow, with a depth of but 5 feet on the outer bar, and from 4 to 6 feet on the inner bar, at mean low-water; above the channel was also narrow and shoal, allowing only the smaller class of vessels to reach the wharves, except during the highest stage of the tide. Improvements were begun in 1836, and consisted in dredging a chan- nel through the bars to secure a depth of 8 feet at mean low-water. With this end in view, several appropriations had been applied to the work, when, in 1871, the construction of a, riprap jetty from the east shore was undertaken for the double purpose of arresting the movement of sand from the beach into the harbor and of strengthening the tidal currents over the bars. The effect of this jetty has been most favorable. The amount appropriated for the improvement of this harbor since 1836 is $195,000, of which $184,915.89 had been expended June 30, 1881, chiefly in dredging, and had resulted in providing a channel 300 feet wide from Long Island Sound .to the city wharves, and 12 feet deep at mean low-water, except through the outer bar, where the channel of this depth is but 200 feet wide, though the 11 and 9 foot channels are, respectively, 300 and 400 feet wide. During the fiscal year ending June 30, 1882, the work done has been above the inner beacon, in straightening the channel to the steamboat wharf and in widening the basin above the steel works. The amount removed was 90,000 cubic yards. The project for the improvement of this harbor is now essentially com- pleted, but the rapidly increasing demand for new anchorage area above the inner beacon, caused by the extensive use of the harbor for refuge, makes it evident that more width here is needed, and the appropriation of August 2, 1882, will be devoted to this end. To widen the harbor at this place so as to afford the room desired will require the excavation of 498,000 cubic yards of material, at an estimated cost of $60,000. ------ $10, 084 11 July 1, 1881, amount available..................------....................... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 . -- __.... ............................... .--...... . 9,723 37 July 1, 1882, amount available................-----....----...........------------.----------...-..-------- 360 74 Amount appropriated by act passed August 2, 1882 ...................... 10, 000 00 Amount available for fiscal year ending June 30, 1883.................... -- 10, 360 74 Amount (estimated) required for completion of existing project-.........---------. 50,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix C 8.) 9. Southport Harbor, Connecticut.-The navigation of this harbor, for- merly known as Mill River, was almost impracticable, except at high- water; the channel, in places where obstructed by sand-bars, being nearly bare at low-water. The plan for improvement adopted in 1827 resulted in the construction of a breakwater from the sand-spit opposite Southport in a southerly direction, a dike extending northward in pro- longation of the line of the breakwater, and the deepening of the channel through the bars by means of plowing and scraping. The sum of $13,087.23 was expended under this plan, which secured a channel of moderate width and a depth of 2 feet at mean low-water. This was completed in 1837. Since 1875 $15,000 has been appropriated for this improvement, and June 30, 1881, $12,488.58 of this amount had been expended in repairs on the breakwater and dike and in dredging a 4-foot channel, 60 feet 96 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. wide, from Long Island Sound to the south end of the breakwater, and 50 feet wide from that point to within 400 feet of the wharves. During the past year, the width of the channel outside the breakwater was made 100 feet, the depth being 4 feet at mean low-water. With the appropriation of August 2, 1882, it is proposed to extend the channel of 100 feet width to the village wharves, when the present project will have been completed. July 1, 1881, amount available.------------ ------- ..-------------.. ------ $2,511 42 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 881.------------------------------------- -. 2, 355 57 July 1, 1882, amoirnt available...........-------------..------ ...... -----......------------............----...... 155 85 Amount appropriated by act passed August 2, 1882 - ---...................-. 3,000 00 Amount available for fiscal year ending June 30, 1883......... ............ 3,155 85 (See Appendix C 9.) 10. Norwalk Harbor, Connecticut.- With the exception of a survey in 1829, the government had made no effort towards the improvement of this harbor previous to 1871. At the latter date navigation was ob- structed at a number of places by deposits of mud, leaving a channel depth of from 1 to 2 feet at mean low-water. Immediately below the stone bridge at Norwalk a large middle ground of gravel mixed with bowlders had formed, bare at low-water and nearly filling the entire basin. The plan of improvement adopted in 1871 proposed increasing the depth by dredging through the several shoals to a 6-foot depth at mean low-water, and making the width 100 feet from Long Island Sound to the village of Norwalk. The sum of $64,246.66 has been appropriated for the improvement of this harbor, of which $1,246.66 was expended in surveys, and $57,975.47 had been expended June 30, 1881, in carrying out this project, which had resulted in obtaining a channel depth of not less than 6 feet at mean low-water, with a width of 60 to 100 feet, and in the entire re- moval of the middle ground at Norwalk. Below the railroad bridge, at South Norwalk, the width has been made at least 100 feet, and the depth 8 feet at mean low-water. During the past fiscal year $4,714.34 was expended in dredging, 26,159 cubic yards of material having been removed and deposited in Long Island Sound, widening the channel at three of the bends, and restor- ing it where it had partially filled. With future appropriations it is proposed to continue the improvement upon the plan now in progress. It is probable that periodical appropriations will be needed to keep this river in navigable condition, since the banks, being of soft marsh, are easily disturbed by the action of the currents and readily supply the necessary material for the formation of bars. July 1, 1881, amount available .... ....-------....--..........----..--.....--------........ $5, 024 53 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................ .. ...... .. .... . ...... 4, 714 34 .................--...... July 1, 1882, amount available--....---..--------....------------- 310 19 Amount appropriated by act passed August 2, 1882 .................. 5, 000 00 Amount available for fiscal year ending June 30, 1883-............... - ..... 5,310 19 Amount (estimated) required for completion of existing project- .---..... 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 15,000 00 (See Appendix C 10.) 11. Port Jefferson Harbor, New York.-Port Jefferson Harbor is a RIVER AND HARBOR IMPROVEMENTS. 97 land-locked bay on the north shore of Long Island, about 45 miles by water from New York City. It has an area available for anchorage of 1 square miles with a depth of from 15 to 30 feet, and is finely situated for a harbor of refuge. It is separated from Long Island Sound by two rather narrow sand and gravel beaches, between which is an entrance which had originally no more than 4 feet depth at mean low-water. The first appropriation for the improvement of the harbor was made in 1871, and was expended in accordance with a project for building a breakwater east of the entrance to check the motion of sand into the channel, and for dredging a 7-foot channel through the bar at the en- trance. In 1875 it was found desirable to enlarge this project, so as to include the building of a west breakwater, and in 1877 it was again modified by increasing the proposed depth to 8 feet at mean low-water. The total amount appropriated for this harbor to the present time is $72,200, of which $67,910.26 had been expended June 30, 1881, in dredg- ing an 8-foot channel 100 feet wide, and in the partial construction of both jetties. Operations during the past year have consisted in the construction of 120 feet additional length of east jetty at an expenditure of $3,868.43. The amount required for the completion of the project is estimated at $8,000, and( was appropriated by the act of August 2, 1882. July 1, 1881, amount available .................. ....................... $4, 289 74 July 1, 1882, nount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--..--------............---..----..--.........---........---.....----...--..... 3, 868 43 July 1, 1882, amount available--..............................------ ......----... 421 31 Amount appropriated by act passed August 2, 1882 .-..------........--..--.... -. 8, 000 00 Amount available for fiscal year ending June 30, 1883 - ---................ 8, 421 31 (See Appendix C 11.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Major Barlow was charged with and completed the following, the results of which were transmitted to Congress, and printed as Senate Ex. Doc. 84, Forty-seventh Congress, first session: 1. Harbors of Madison and Clinton, Connecticut. (See Appendix C 12.) 2. For breakwater and harbor of refuge at Milford, Connecticut. (See Appendix C 13.) 3. Greenport Harbor, New York. (See Appendix C 14.) 4. Harbor of Mamaroneck, New York. (See Appendix C 15.) IMPROVEMENT OF HUDSON RIVER-REMOVAL OF OBSTRUCTIONS IN EAST RIVER AND HELL GATE-IMPROVEMENT OF BUTTERMILK CHAN- NEL, NEW YORK HARBOR; OF FLUSHING, CANARSIE, SHEEPSHEAD, AND GOWANUS BAYS AND SUMPAWAUMUS INLET; OF HARLEM RIVER, NEWTOWN AND EAST CHESTER CREEKS; THE HARBORS OF RONDOUT, ECHO, PORT CHESTER, AND NEW ROCHELLE, NEW YORK, AND OF RARI- TAN AND SOUTH RIVERS AND CHEESEQUAKES CREEK, NEW JERSEY. Officer in charge, Col. John Newton, Corps of Engineers, with Lieut. G. McC. Derby, Corps of Engineers, under his immediate orders. 1. Hudson River, New York.-The original condition of the navigable channel gave between New Baltimore and Barren Island a depth at 7E 98 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mean low-water of 7- feet; at Coeyman's, 8) feet; at Mull's, 9 feet; at Castleton, 8 feet; at Cedar Hill, 7 feet; at Winnies, 9.4 feet; on the Overslaugh, 7.7 feet; at Cuyler's Bar, 9 feet; at Round Shoal, 7.2 feet. That is, at low-water 7- feet could be carried from New Baltimore to Albany, and from Albany to Troy 7.2 feet. The channels, however, were very crooked in places, very narrow, and of such difficult naviga- tion that the grounding of boats was, it might almost be said, the rule and not the exception. The orignally adopted project for the improvement was the construc- tion of longitudinal dikes generally of the height of mean high-water, to direct the currents and allow the flow over their tops of freshets and of ice. The amount expended to the close of the fiscal year ending June 30, 1881, was $900,159.16. The condition of the improvement at that period was a navigable depth from New Baltimore to Albany at mean low-water of 9) feet, and from Albany to Troy of 8 feet. The amount expended during the fiscal year ending June 30, 1882, was $5,353.04; the work undertaken was not completed, and the effects not noted. The amounts that can be profitably expended during the year ending June 30, 1882, are the available balance, $48,775.80, for work already under contract, and for necessary repairs. The additionaLcost of im- proving the channel north of and adjoining New Baltimore ill be about $30,000. The estimated amount required for the entire and permanent com- pletion of the work of improvement in accordance with the approved and adopted project is $30,000, and by the revised estimate $78,000, less amount appropriated by act of August 2, 1882. July 1, 1881, amount available ..---...--------------......-----...... $54, 217 87 ......---------..... ------............ July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- -.................---...$5,353 04 July 1, 1882, outstanding liabilities...-----------------------..................... 39,074 48 44, 427 52 July 1, 1882, amount available ......----....---.... ..........--- ....---..----........ 9,790 35 Amount appropriated by act passed August 2, 1882 ...................... 10, 000 00 Amount available for fiscal year ending June 30,1883 .............. ....-.. 19, 790 35 Amount (estimated) required for completion of existing project .... ...... 68, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 68, 000 00 (See Appendix D 1.) 2. Rondout Harbor,New York.-The original condition of the naviga- ble channel gave a depth of about 7 feet at mean low-water. The originally adopted project was the prolongation of, the channel of Rondout Creek into the Hudson River by the construction of two parallel dikes; also of a branch dike to direct the current of the river and to protect the north dike from the floating ice, and there has been no modification of the original project. The amount expended to the close of the fiscal year ending June 30, 1881, was $88,638.81; and the depth in the channel was 13) feet at mean low- water. There has been expended during the year ending June 80, 1882, for incidental purposes only the sum of $92.50. The amount that can be expended during the fiscal year ending June 30, 1883, is the available balance, $2,268.69, in repairs of dikes and re- RIVER AND HARBOR IMPROVEMENTS. 99 placing spring piles, and, if additional appropriations be made, in the endeavor further to enlarge the opening between the extremities of the dikes. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project ($1,000 to $2,000) to be used in widening the outlet between the dikes was appropriated by act of August 2, 1882. $-2,361 19 July 1, 1881. amount available------------------......................................... ------------------- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities, July 1, 1881........................-------------------------.....----..........------------..--. 92 50 Juiy 1, 1882, amount available-----........................ 2,268 69 ........--------...... Amount appropriated by act passed August 2, 1882.....-.. - ... ...- ..-- . 2,000 00 Amount available for fiscal year ending June 30, 1883..................... 4,268 69 (See Appendix D 2.) 3. Removing obstructions in East River and Hell Gate, New York.-The original condition of the channel of East River and Hell Gate was the existence of many large and dangerous rocky obstructions to naviga- tion. The depth over Diamond Reef at mean low-water was 17- feet; over Coenties Reef, 14.3 feet ; over Frying Pan, 11 feet; over Pot Rock, 20 feet ; over Heel Tap, 12.1 feet; over reef at the North Brother, 16 feet. Hallet's Point from the shore at Astoria projected under water 325 feet to the contour line of 26 feet at mean low-water, and embraced an area of about 3 acres. The Middle Reef, with an area of about 9 acres, lay in the middle of the channels at Hell Gate, having a small backbone projecting above high-water, and caught vessels swept upon it by the ebb currents, which passed directly over the rock. HIallet's Point and the Middle Reef may be said to have been alternate in mischievous functions; vessels which escaped one ran a great risk of falling upon the other. What added considerably to the danger from these reefs was the bend at right angles of the river at the spot. The originally adopted project for the improvement was the least ex- tensive of three projects discussed by the engineer in charge. That one now being carried out was judged by the authorities in 1867 to be too expensive and costly. The project first adopted was the removal of Pot Rock, Frying Pan, Way's Reef, Shell Drake, the rock off Negro Point, the rocks near Woolsey's bath-house, Blackwell's Rock, portions of Hallet's Point and of Scaly Rock. Sea-walls were designed for the Middle Reef, Hog's Back, the Bread and Cheese, and a beacon for Ry- lander's Reef. The project most favored by the engineer in charge, which included likewise the total removal of Hallet's Point and of the Middle Reef, has, as time passed, received the approval of the authorities. The project first intended solely for Hell Gate has also been modified by incorporating with it rocky obstructions in the East River, Diamond Reef, Coenties Reef, and a reef near the North Brothers. The amount expended thereon to the close of the fiscal year ending June 30, 1881, was $2,616,262.04. The condition of the improvement was the removal of Diamond, Co- enties, Way's Reef, and Shell Drake to the depth of 26 feet at mean low- water, the breaking up of Heel Tap Rock, the tunneling and explosion of Hallet's Point, and the removal of the ddbris to the depth of 26 feet at mean low-water over two-thirds of its area, the tunieling of the Mid- dle Reef (Flood Rock) to the extent of 13,523.08 linear feet, and the 100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. removal therefrom of 39,608.38 cubic yards of stone measured in place- the removal of a small portion of the rock that had been blasted from the reef at North Brother Island. The Bread and Cheese, a dangerous reef, had been inclosed and em banked by the commissioners of charities and correction of New York City. The amount expended during the year ending June 30, 1882, was $312,326.31. Hallet's Point has been brought to a depth of 26 feet at mean low- water, the reef off the North Brother removed to 26 feet at mean low- water, the tunnels at the Middle Reef (Flood Rock) during the year were driven an additional length of 6,453.5 linear feet, with the removal of 21,689.83 cubic yards of stone measured in place. The amount that can be profitably expended during the year ending June 30, 1883 is the balance available, $25,623.35, and $320,000, if appro- priated, which can be expended on Frying Pan, Pot Rock, and Heel Tap Rock, in extending the tunnels and excavations in the Middle Reef (Flood Rock), and in boring for the final blast. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project is $1,965,078.55. --------- July 1, 1881, amount available------..--....................-------------------............. $250, 518 03 Amount received from sale of coal to Lieut. G. McC. Derby .. _ ....... 46 50 Amount appropriated by act approved May 4, 1882--.................... 50, 000 00 300,564 53 .July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................. .. $254, 941 18 July 1, 1882, outstanding liabilities_ ................. ... 20, 000 00 274,941 18 July 1, 1882, amount available..... . .. ... ..... ..... ..... ....--.. .... 25, 623 35 Amount appropriated by act passed August 2, 1882......--.............. 200, 000 00 Amount available for fiscal year ending June 30, 1883. ................ 225, 623 35 Amount (estimated) required for completion of existing project........ 1, 965, 078 55 Amount that can be profitably expended in fiscal year ending June 30, 1884 to include the final explosion ....... ........... .... ...... 500, 000 00 (See Appendix D 3.) 4. Buttermilk Channel, New York.-The channel in its original con. dition was obstructed by a large shoal, with a minimum depth of 94 feet at mean low-water, which lay in the direct track of navigation, too near the wharves of Brooklyn for the safe passage or maneuver of large vessels. The originally adopted project for the improvement was the removal of a sufficient portion of this shoal to the depth of 26 feet at mean low- water, and thereby to increase the depth and width of the channel. The amount expended to the close of the fiscal year ending June 30, 1881, was $25,421.01. The removal of a part of the shoal at that date gave proportionate relief to vessels going to the Brooklyn wharves. The amount expended during the fiscal year ending June 30, 1882, was $37,386.28, and greater benefit has been obtained by the increase in width of the deepened channel. The amount available, $57,192.71, with additional appropriations, may be profitably expended during the fiscal year ending June 30, 1883. The estimatedamount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and RIVER AND HARBOR IMPROVEMENTS. 101 adopted project, is $20.000; but owing to the large and unexpected advances in the cost of dredging since the first estimate was made, it is not unlikely that $30,000 will be required in addition to the appro- priation of August 2, 1882. July 1, 1881, amount available .......... ...... --.... .... ..... .....----- $88, 97 99 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...----.................. $31, 786 28 July 1, 1882, outstanding liabilities ........ --. -.----. 7, 920 00 39, 706 28 July 1, 1882, amount available........ ... .... .... ..........-----.... ... 49, 272 71 Amount appropriated by act passed August 2, 1882 -----...................... 60, 000 00 Amount available for fiscal year ending June 30, 1883 ..---...........----...... 109, 272 71 Amount (estimated) required for completion of existing project .......... 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 30, 000 00 (See Appendix D 4.) 5. Harlem River, New York.-The lines of the improvement, as laid down by the engineer in charge, are as follows: Below the Harlem or Third Avenue Bridge the outer pier and bulk- head lines, as laid down by the Park Department, are adopted. Some rock excavated in the channel will here be necessary, but the cost will be independent of the width between the exterior pier lines. Above Third Avenue Bridge to the entrance of Dyckman's Cut into the Harlem River, the pier and bulkhead lines are laid down 400 feet apart. This part of the line will cost the United States nothing, except, it may be to dredge a channel for the through passage of vessels, and the same amount of cost would result whether the distance between the exterior pier lines was 200, 300, 400, or 1,000 feet, the width of the im- provement here not entering at all as an element of cost. The line following Dyckman's Cut, through Dyckman's Meadows, will pass, for a part of the way, through solid rock; and it is here that the principal cost of the undertaking must be encountered. This por- tion is to be made 350 feet wide. It would have been preferable to establish it at 400 feet, but the additional amount of rock excavation was the obstacle. The remainder of the line to the Hudson River will follow the course of the Spuyten Duyvil, and the width will be 400 feet. As the difference in the heights and time of tides between the East and North rivers, after the connection is made between the Harlem and Hudson, will be the course of the currents upon which reliance is placed to keep open the channel, it is expedient for the length of the line which the channel has to traverse not to contract the width, and thus add to the resistances encountered in the flow of the water. A width of 400 feet will also give greater room to passing vessels between the rows of vessels tied to the wharves. July 1, 1881, amount available ......................... .............. $400, 000 00 July 1, 1882, amount availabe ._-...--.....-.....---......... ........... 400, 000 00 Amount (estimated) required for completion of existing project........ 1, 700, 000 00 (See Appendix D 5.) 6. Flushing Bay, Neuw York.-The original condition of the navigable channel was a depth at the shoalest part along the line leading to Flush- ing of 3.9 feet at mean low-water, and it was not therefore available for comin mnerce. The originally adopted project for the improvement was the formation 102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of a tidal basin by means of dikes, which by its filling and emptying through one channel would keep up a depth of 6 feet at mean low-water, and even more after once having been dredged. No modification has been made in the project. The amount expended to the close of the fiscal year ending June 30, 1881, was $26,176.78. And at that time about 3,000 feet of diking had been constructed, and a channel 60 feet wide having a depth nearly of 6 feet at mean low-water communicates with the creek .at Flushing. The amount expended during the fiscal year ending June 30, 1882, was $16,562.38, and a channel 100 feet wide and 6 feet deep has been dredged to the dock on the Newtown side of the bay. The balance available, $2,260.84, could be profitably expended with hired labor in connecting the dredged channel to Flushing with the ex- terior contour line of 6 feet of depth on the exterior of the bay, and any additional appropriation may be profitably expended during the fiscal year ending June 30, 1883, if it is intended to complete the project by extending the dike. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project is $123,500, but it is probable that the project may be completed for less. July 1, 1881, amount available-------------------------------------.......................................... $14,291 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---------- .... ------............----........ -- $12,030 90 July 1, 1882, outstanding liabilities.----..---.--.... ----..........--------.... 5 13 12, 036 03 July 1, 1882, amount available ----------.............----..-----------------------......................---. 2,255 71 Amount appropriated b y act passed August 2, 1882.--..- - -...... --...... --.... 5, 000 00 Amount available for fiscal year ending June 30, 1883 ...... ...-. - - - ....- -.... 7,255 71 Amount (estimated) required for completion of existing project .... --...... 123,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40. 000 00 (See Appendix D 6.) 7. Gowanus Bay, New York.-The original condition of the channel was inadequate for the navigation of vessels employed in the commerce of this district, the depth of water varying from 6.9 feet to 12.3 feet at mean low-water. The originally adopted plan was to dredge a channel from the 18-foot contour outside the bay to the drawbridge at Hamilton avenue; the estimated cost was $182,850. It has been recommended by the officer in charge to dredge the existing channel from Hamilton avenue to the southwest corner of Erie Basin, and thence to divide it into two branches, one to the north and one to the south. The cost of this revised project will be $192,564.90. There were no expenditures up to June 30, 1881. The condition re- mained unaltered up to that time. The amount expended during the fiscal year ending June 30, 1882, was $23,834.83, and a channel has been dredged 4,374 feet long, 100 feet wide, and 18 feet deep. During the fiscal year ending June 30, 1883, there can be profitably expended the available balance, $16,165.17, together with the additional appropriation. The estimated amount required for the entire and permanent completion of the improvement, in accordance with the approved and adopted pro- ject is $122,850, and for the proposed revised project $152,564.90. RIVER AND HARBOR IMPROVEMENTS. 103 July 1, 1881, amount available---......................----............-----....----$40,000 00 July 1,1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................ $23,834 83 July 1, 1882, outsanding liabilities .-..------..-- -----.- 6, 195 14 30, 029 97 July 1, 1882 amount available........................ ..............---- . 9,970 03 Amount appropriated by act passed August 2, 1882 ~.....--. ...---.. 20, 000 00 Amount available for fiscal year ending June 30, 1883 ............--------- ....... 29, 970 03 Amount (estimated) required for completion of existing project ........... 122, 850 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. - 50, 000 00 (See Appendix D 7.) 8. Newtown Creek, Neu York.-The original condition of the channel gave a depth of 124 to 18 feet at mean low-water, which was insufficient for the large class of vessels frequenting the creek. The width was 240 feet. The original adopted project for the improvement was to dredge a channel about 200 feet wide, and from 18 to 21 feet in depth, and no change has been made in the project. The amount of $7,566.48 has been expended up to the close of the fis- cal year ending June 30, 1881. A narrow channel of 60 feet in width, with depths varying from 154 to 17 feet at mean low-water was excavated; no survey having been since made, the present condition is not well known. It is likely, from the limited width and the character of the bed, that some deterioration of the excavated channel has taken place. The amount expended during the fiscal year ending June 30, 1882, was $1,286.41, and was devoted principally to removing bowlders and an old wreck. The estimated amount for the entire completion of the work of im- provement, according to the approved and adopted project, would be $36,000 by the revised, and $26,250 by the original, estimate, less the amount appropriated by act of August 2, 1882. July 1, 1881, amount available---.......----...----........................---..-------------- $2,433 52 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ---......-------- ....--.....---..-----....------ liabilities July 1, 1881..--..-------......-........ ..----.. 1,286 41 July 1, 1882, amount available-......................................... 1,147 11 Amount appropriated by act passed August 2, 1882....----- ..----- 15, 000 00 Amount available for fiscal year ending June 30, 183.............-------.. . 16, 147 11 Amount (estimated) required for completion of existing project ..........- . 21,000 00 Amount that can be profitably expended in fiscal ending June 30, 1884... 21, 000 00 (See Appendix D 8.) 9. East Chester Creek, New York.-The original condition of navigation was, between Town Dock and Lockwood's, a draught of less than 7 feet at high-water through an intricate,crooked, and narrow channel, a draught in the channel south of Goose Island rather more than 7 feet at high-water, and a dangerous reef of bowlders, &c., in close proximity to the course of vessels in passing the draw at Pelham Bridge. The originally adopted project was for the making of a channel of 9 or 10 feet of draught at high-water from Town Dock to a point 3,000 feet above Lockwood's, which included the construction not yet under- taken of a tidal basin above Lockwood's. To this have been since added the dredging of the channel west of Goose Island and the removal of the reef of bowlders, gravel, &c., just below Pelham Bridge. 104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended to the close of the fiscal year ending June 30, 1881, was $46,627.86. At that date. from the absence of complaint, it was inferred-no surveys, however, having been made to test the fact- that the channels retained the depth of 9 or 10 feet at high-water up to Lockwood's. During the fiscal year ending June 30, 1882, the expenditures have been $18. As to the amount which can be profitably expended during the year ending June 30, 1883, it will depend upon whether the amount available will be sufficient to construct dikes in the vicinity of and be- low Town Dock, or to commence the works above Lockwood's. The amount necessary to be appropriated for the entire and pefma- nent completion of the work of improvement in accordance with the ap- proved and adopted project, if entirely carried through as designed, is $82,500. July 1, 1881, amount available..---..----.........---.. ...--.......... $7, 372 14 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1,1881 ---- ---- ------............................ $18 00 July 1, 1882, outstanding liabilities.------------..---------------...................... 252 34 270 34 July 1, 1882, amount available-------------------------------------- 7,101 80 Amount (estimated) required for completion of existing project..-------.....--.. 82, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 - 40, 000 00 (See Appendix D 9.) 10. Echo Harbor, near New Rochelle, New York.-The original condi- tion of navigation showed rocky obstructions, Start Rock and Sheeps- head Rock, the former exposed in part at low-water and the latter with a least depth over it at mean low-water of 1 foot. The originally adopted project was the removal of these rocks, the former to 6 feet at mean low-water and the latter to 9 feet. A change of project was made by increasing the depth of removal of Start Rock to 7 feet at mean low-water. The amount expended to June 30, 1881, was $10,387.37. The condition of the improvement was the removal of Start Rock to the depth of 7 feet at mean low-water. The amount expended during the fiscal year ending June 30, 1882, was $121 and without change in the navigable condition of the harbor. The amount that can be profitably expended during the year ending June 30, 1883, will be the available balance, $8,491.63, for the removal of a portion of Sheepshead Rock to the depth of 9 feet at mean low- water under the present contract. The estimated amount for the entire and permanent completion of the work of improvement, in accordance with the approved and adopted project, is $16,955.38. July 1, 1881, amount available................----- ---- ----..............--------..----........ $8,612 63 July 1, 1882, amount expended during fiscal year, exclusive of ......----........ outstanding liabilities July 1, 1881----- ---- ...--. $121 00 July 1, 1882, outstanding liabilities ............... ........... 8, 000 00 8, 121 00 July 1, 1882, amount available.-- -------------------------------------- 491 63 Amount appropriated by act passed August 2, 1882 -.................-...... 3, 000 00 Amount available for fiscal year ending June 30, 1883 .......-....-- - ...... 3, 491 63 Amount (estimated) required for completion of existing project..-..-.....- -. 16, 955 38 Amount that can be profitably expended in fiscal year ending June30, 1884 .. 17,000 00 (See Appendix D 10.) RIVER AND HARBOR IMPROVEMENTS. 105 11. Harborat New Rochelle, New York.---The original condition of the channel was that it was narrow and interspersed with sunken reefs of rocks which made it dangerous for navigation, and in the channel pro- posed to be excavated bf dredging, the depth varied from 0 to 8 feet at mean low-water. The originally adopted project was to remove rocky obstructions and dredge an inner channel between Hunter's and Flat islands; the esti- mated cost was $40,825, and this project has not been modified. The expenditures up to June 30, 1881, were $231.15. The condition remained unaltered up to that time. The expenditures during the year ending June 30,1882, were $9,275.43, and a channel has been dug around Glen Island 100 feet wide and 6 feet deep at mean low-water. The amount to be expended during the year ending June 30, 1883, will be devoted to the formation of a channel around Glen Island by dredging and removing a rock at the mouth of the Glen Island Channel to the depth of 6 feet'at mean low-water and of the width of 100 feet. The estimated sum required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, is $5,825. --- July 1, 1881, amount available---............----.--.....---------..----..-..---.-----................ 19,768 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881___....-_____.. __. ____.. $9,275 43 July 1, 1882, outstanding liabilities .....--....- . __.-.. ---.. 9, 000 00 18, 275 43 July 1, 1882, amount available...----- ..... ...... .... .... ..... ..... .... 1,493 42 Amount appropriated by act passed August 2, 1882 ...................--- . 15, 000 00 Amount available for fiscal year ending June 30, 1883.................... 16, 493 42 Amount (estimated) required for completion of existing project....--... 5, 825 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 00t) 00 (See Appendix D 11.) 12. Portchester Harbor,New York.-In its original condition the chan- nel was obstructed by Sunken and Salt Rocks, the former with a depth over it of 5.7 feet at mean low-water, the latter slightly projecting above the level of mean low-water. The originally adopted project for the improvement was the removal of these rocks and the construction of a breakwater. The amount expended to the close of the fiscal year ending June 30, 1881, was $10,050. The condition of the improvement was the removal of Salt Rock to a depth of 9 feet at mean low-water, leaving Sunken Rock untouched. There has been no expenditure for the year ending June 30, 1882. The estimated amount required for the completion of the improvement of the harbor, according to the adopted and approved plan, is $69,632. July 1, 1881, amount available....-...----..--..- ..........-- ......------. $1,950 00 July 1, 1882, amount available.............................-------------------------------....-------...... 1,950 00 Amount appropriated by act passed August 2, 1882..................----------- ..---- . 15, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 16, 950 00 Amount (estimated) required for completion of existing project........... 69,632 00 Amonut that can be protitably expended in fiscal year ending June 30, 1884. 45, 000 00 (See Appendix D 12.) 13. Ganarsie Bay New York.-The original condition of the channel 106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. leading to Canarsie answered to a depth of 4} feet at mean low-water. The originally adopted project was by the inclosure with dikes of a tidal basin, and no important amendments, alterations, or additions thereto have been made. SThe amount expended to the close of the fiscal year ending June 30, 1881, was $9,639.93. The condition of the incomplete improvement at that time was the construction of a dike about 1,000 feet long. There has been expended during the fiscal year ending June 30, 1882, $137.92. The amount available will be applied to operations under ex- isting project during the fiscal year ending June 30, 1883. The estimated amount for the entire and permanent completion of the work, in accordance with the approved and adopted project, is $73,000; but it is probable that a row of piling or a dike with a little dredging, or dredging alone without additional protecting works, would suffice for the improvement. The extreme estimated cost under the contingencies named would be $16,000. July 1, 1881, amount available--..---.........--- ....--...----.....----.....- - 5,360 07 ---....----.....--....--. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------------............................ ------------- $137 92 July 1, 1882, outstanding liabilities.-------.. ----------------- ---. 1 44 139 36 July 1, 1882, amount available...-----------........------.......------......-----...---....---..----...... 5,220 71 Amount appropriated by act passed August 2, 1882..........-....-....-..... -- 3, 000 00 Amount available for fiscal year ending June 30, 1883- - - - . 8, 220 71 --- -.................... - --0, .......- Amount (estimated) for completion of existing project...... ...... . 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 (See Appendix D 13.) 14. Sheepshead Bay, New York.--The original condition of the navigable channel was, for the entrance, a depth of little over 2 feet at mean low- water, and for the interior channel not less than 4 feet, except at two narrow bulkheads across said channel. The originally adopted project, with a proviso, however, not to be com- menced should the movement of Rockaway Inlet be likely to interfere, was to deepen the entrance by means of converging jetties, and to. improve the interior channel by longitudinal (likes, so placed as in some instances to form tidal reservoirs for the scour of the channel. Nothing had been expended up to the close of the fiscal year ending June 30, 1881. The condition of things at the specified date was the same as that determined by the survey. There has been expended during the year ending June 30,1882, $643.82, and the state of things remains unaltered. The amount of funds on hand may possibly be expended prior to June 30, 1883, upon the cut recommended in the revised project to connect Sheepshead Bay with Dead Horse Inlet. The estimated amount for the entire and permanent completion of the work of improvement, in accordance with the project approved and adopted, is $89,000. $8,000 00 July 1, 1881, amount available --------........----...........---------....------ ---------..............-- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-...-------- - ----------.---------...----- ------ 643 82 July 1, 182, amount available ......--......--------......-----....-- ......---- ........--...... 7, 356 18 Amount appropriated by act passed August 2, 1882...... ----......----.....-. -.. 3,000 00 Amount available for fiscal year ending June 30, 1883 ....................---------- 10,356 18 RIVER AND HARBOR IMPROVEMENTS. 107 .......- $89, 000 00 Amount (estimated) required for completion of existing project -.... -- Amount that can be profitably expended in fiscal year ending June 30, 1884. 26, 000 00 (See Appendix D 14.) 15. Sumpawanus Inlet, New York.-The original condition of the chan- nel was, as to depth, from 1 to 5 feet at mean low-water, and, as to width, from 30 to 600 feet. The originally adopted project was to dredge a channel from 150 to 100 feet in width, and 5 feet deep at mean low-water, and this project has not been modified. Nothing was expended up to June 30, 1881. The channel is in its original condition. There was expended during the fiscal year ending June 30, 1882, $32. The amount available, $6,468, it is possible may be profitably expended during the fiscal year ending June 30, 1883. The estimated amount required to finish the project of improvement, as approved and adopted, is $16,115. July 1, 1881, amount available......---.... -----..----... ....- .... --................--- $5,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......--...-------...--------................................. 32 00 ---- ------.... July 1, 1882, amount available..........---------- ----....---- ------..--.................. 4,968 00 Amount appropriated by act passed August 2, 1882..-- - -..-...- -- - -........... 2,000 00 Amount available for fiscal year ending June 30, 1883-.................... 6, 968 00 Amounted (estimated) required for completion of existing project-..--.... 16, 115 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 (See Appendix D 15.) 16. Raritan River, New Jersey.-The original condition of the naviga- tion was an intricate channel at the Stakes of 7 feet at mean low-water, and of 6.1 feet on the Middle Ground, and of 7 to 8 feet at mean low- water upon the other shoals as far up as New Brunswick. The originally adopted project was to dike and dredge at the Stakes and Middle Ground and to remove other shoals up to New Brunswick, so as to make a channel 200 feet wide and at least 10 feet deep at mean low-water, and no modification has been made. The amount expended to the close of the fiscal year ending June 30, 1881, was $292,055.71. The condition of the improvement at that time was the completion of the dikes at the Stakes and Middle Ground. A channel at the Stakes everywhere over 12 feet deep at mean low-water, except for a short dis- tance where it has been dredged only to 9 feet at mean low-water, has been obtained. Dredging has also been done at the Middle Ground, and rock-blasting at Whitehead's Sand Dock. There has been expended during the fiscal year ending June 30, 1882, $61,140.30. The dredging has been completed at the Middle Ground, giving a channel 5,300 feet long, 12 feet deep at mean low-water, and of an average width of 130 feet. A channel has been completed at White- head's Sand Dock 1,000 feet long, 75 feet wide, and 12 feet deep at mean low-water. The available funds will be expended during the year ending June 30, 1883, in blasting and removing the rocks at Whitehead's Sand Dock and dredging. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, is $1,683,662.05. 108 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available-------------------------------------........................................ $70,265 88 Received from sale of coal to Col. John Newton........ 9-------------------- 0 00 70, 355 88 July 1, 1882, aiihount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..--.. -.....-- ....... $38,461 89 July 1, 1882, outstanding liabilities--....-- .................... 4, 101 88 42, 563 77 July 1, 1882, amount available -------.........--..............-------------..-------------............ 27,792 11 Amount appropriated by act passed August 2, 1882 -..............- ..-. 25, 000 00 Amount available for fiscal year ending June 30, 1883..--......-...... -- 52, 792 11 -. - - - 1, 683, 662 00 Amount (estimated) required for completion of existing project-........ Amount that can be profitably expended in fiscal year ending June 30, 1884-------------------------- .......................-----------.........----..---.....----------...................----. 60,000 00 (See Appendix D 16.) 17. South River, New Jersey.-The original condition of the navigable channel is: 1. A false direction of the canal mouth, a depth there at mean low- water of 3- feet; thence up to Little Washington, depths varying from 3.1 to 11.6 feet at mean low-water; thence to Bissett's Brick-yard, depths varying from 2.8 to 10.1 feet at mean low-water; and thence to Old Bridge, depths varying from 2.1 to 12.5 feet at mean low-water. There are also several sharp bends above Little Washington where it will be expedient to strengthen the course occasionally by cuts. 2. The originally adopted project, which has not been modified, was: To change the outlet of the canal; to close the natural course of the river below Tetit's; to dike and to dredge in order to obtain 8 feet at mean low-water up to Little Washington; thence to straighten the course, dike and dredge up to Bissett's Brick-yard in order to obtain 6 feet at mean low-water; and, finally, to straighten the course, dike and dredge to Old Bridge in order to obtain 4 feet at mean low-water. 3. The amount expended to the close of the fiscal year ending June 30, 1881, was $382.20. No change in the work at that time. The amount expended during the fiscal year ending June 30, 1882, was $356.43, without change in the condition of the river. The available funds, $55,261.37, can be profitably expended during the fiscal year ending June 30, 1883, upon diking and dredging in the canal and at its mouth. The estimated amount for the entire and permanent completion of the work of improvement, in accordance with the approved and accepted project, is $138,695. July 1, 1881, amount available...........-----------------------..........----.........---------...... $45,617 80 July 1, 18x2, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .-...---....----... ----....-----------............-----..----.. -..-------.. ....---. 356 43 July 1, 1882, amount available .......---......--------------..........----.--------......---......... 45,261 37 Amount appropriated by act passed August 2, 1882....---..-......--- --......-....- 10 000 00 Amount available for fiscal year ending June 30, 1883 ...............--. -- -- 55,261 37 Amount (estimated) required for completion of existing project ........--. 138, 695 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix D 17.) 18. Cheesequake's Creek, New Jersey.-The original condition of the channel over the bar or shoal at the mouth gives a depth of 1 tfoot at mean low-water for about three-fourths of the length to be 'improved, RIVER AND HARBOR IMPROVEMENTS. 109 and for the remaining portion a depth from 4 feet to li feet at low- water. The course of the creek is very crooked and requires to be straightened. The originally adopted project for the improvement was the change of the outlet into a direction at right angles to the beach; to sustain this direction by parallel jetties of stone, and to straighten the course of the creek and increase the depth in the upper portions thereof. The amount expended to the close of the fiscal year ending June 30, 1881, was $129.82. The condition of the creek and outlet at that date was unaltered. The amount expended during the fiscal year ending June 30, 1882, was $568.07, and no alteration was made in the original condition of the outlet and creek. The available funds can be profitably expended during the fiscal year ending June 30, 1883, in the prosecution of the work. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, is $35,279. ......----.----.........----..........- July 1, 1881, amrount available---- -----.......----...--. $24, 870 18 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181 ...------.-----. ----------. $568 07 July 1, 1882, outstanding liabilities...--------...........-------....--------....--- 10 00 578 07 --- July 1, 1882, amount available-----------------...............-----------------............---............. 24,292 11 Amount appropriated by act passed August 2, 1882--..........- ............ 15, 000 00 Amount available for fiscal year ending June 30, 1883--...--...- ....--...... 39, 292 11 Amount (estimated) required for completion of existing project .-...-.....-. 35,'279 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix D 18.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Colonel Newton was charged with and completed the survey of iHarlem River and through the Harlem Kilns to the East River, the results of which were transmitted to Congress and printed as Senate Ex. Doc. 25, Forty-seventh Congress, first session. (See also Appendix D1)5.) IMPROVEMENT OF RIVERS IN NORTHERN NEW JERSEY AND OF STA- TEN ISLAND CHANNEL AT ELIZABETHPORT-IMPROVEMENT OF HARBORS ON LAKE CHAMPLAIN, AND OF OTTER CREEK, VERMONT, AND TICONDEROGA RIVER, NEW YORK. Officer in charge, Maj. G. L. Gillespie, Corps of Engineers. 1. Passaic River above Newark, New Jersey.-The present project was adopted in 1872, and provides for the removal of rock and other ob- structions between Newark and the head of navigation, so as to afford a sufficient channel 6 feet deep at mean low-water. The amount ex- pended to June 30, 1882, was $111,547.38, and has resulted in securing a 6-foot channel, of moderate width at mean low water, from the Mid- land Bridge to Passaic. No work beyond a limited survey of the upper river bars was done during the year. The project of placing a dam across the river, near Belleville, now under consideration by the city authorities of Newark and Jersey City, may, if carried out, materially modify the character of future improvements. The appropriation of $3,000 asked for is to be applied to the comple- tion of the existing project. 110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available.--. ... $2, 452 62 --................ -----................. July 1, 1882, amount available........................................... 2, 452 62 Amount appropriated by act passed August 2, 1882 ....................... 7,000 00 Amount available for fiscal year ending June 30, 1883 -- -- ..-.................- 9,452 62 .... 2, 924 00 Amount (estimated) required for completion of existing project .--.....- Amount that can be profitably expended in fiscal year ending June 30, 1884. 3, 000 00 (See Appendix E 1.) 2. Passaic River, from Pennsylvania Railroad Bridge to its mouth, New Jersey.-The project for this improvement was adopted in 1880, and pro- vides for the formation and maintenance of a channel 200 feet wide and 10 feet deep at mean low-water, from Pennsylvania Railroad Bridge at Centre street, Newark, to Newark Bay. The appropriation of $50,000 made by the river and harbor act of March 3, 1881, as far as expended, was applied to the construction of 2,0034 linear feet of diking, and to the -excavation of 97,853 cubic yards of material from the channel on the east side of the dike leading to the river. The appropriation for the fiscal year ending June 30, 1883, will be ap- plied to continuing the existing project, and to extending the dike 650 feet towards the Elbow Beacon. July 1, 1881, amount available................ ... .... ............ $55,656 87 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...... -------............ ...... $44, 675 13 July 1, 1882, outstanding liabilities ...... _...._ ....-.. ...... 1, 051 92 45, 727 05 July 1, 1882, amount available...-- .. ---................................. 9,929 82 Amount appropriated by act passed August 2,41882.......... .......... 43, 000 00 Amount available for fiscal year ending June 30, 1883-..- .............. . 52, 929 82 Amount (estimated) required for completion of existing project.......... 84, 995 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 85, 000 00 (See Appendix E 2.) 3. Channel between Staten Island and New Jersey.-The project for this. improvement provides for the excavation of a channel 400 feet wide from the east side of Shooter's Island to the deep water of Arthur's Kill, the central portion of which for a.width of 200 feet shall be 13 feet deep at mean low-water, and the residue 12 feet. During the year the central portion of the projected channel was carried from the east side of Shooter's Island, for a full width of 200 feet and a depth at low-water of 13 feet, to deep water in Arthur's Kill. The amount of material ex- cavated during the year was 116,931 cubic yards. It is proposed to apply the appropriation for the fiscal year ending June 30, 1883, in continuing the dredging in accordance with the exist- ing plan. The local engineer recommends that the appropriation of $75,000 asked for the fiscal year ending June 30, 1884, be applied in, deepening the central portion of the channel to 16 feet at low-water for the entire length of the channel. ------ 28, 538 84 July 1, 1881, amount available..----.............------------..........----.----. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......-..- ....- -----......-- - -- .---- . 24,710 19 3,828 65 July 1, 1882, amount available .....................................---------- Amount appropriated by act passed August 2, 1882..........-.. -.. ... 40, 000 00 Amount available for fiscal year ending June 30, 1883.... ............. 43, 828 65 RIVER AND HARBOR IMPR(VEMENTS. 111 Aniount (estimated) required for completion of existing project.... -----. $93, 698 63 Amount that can he profitably expended in fiscal year ending June 30, 1884. 75, 000 00 (See Appendix E 3.) 4. Shrewsbury River, New Jersey.-The present project was adopted in 1879, and provides for the formation of a channel 6 feet in depth at mean low-water, from the enltrance of the Shrewsbury liver to Upper Rocky Point on the North Branch, and to Jumping Point on the South Branch. The original depth in the channel was 34 feet. Up to the close of the fiscal year ending June 30, 1882, $142,245.79 had been expended. The amount available for the improvement at the opening of the year was $97,413.77, to be divided among the improvements in progress and in contemplation in the main river and its two branches During the year 55,586 cubic yards were removed in the North Branch, resulting in the opening of a channel 100 feet wide and 6 feet deep, connecting the 6- foot curve below Barley Point and the 6-foot curve above Oceanic Wharf, near Red Bank, N. J. In the South Branch the channel was carried from Seabright Bridge to Pleasure Bay, with a width of 150 feet, as far as McPherson's Wharf, beyond which it varies from 50 to 75 feet; 44,269 cubic yards sand and rock were removed. Boats are now enabled to reach Branchport, on Pleasure Bay. At the entrance to the river a dike was built 4,021 feet long, extending from Crane's Point, on the right bank, to the vicinity of the bar, and a channel 50 feet wide, with 6 feet depth at mean low-water, was carried from the inside toward the bar, and to within 300 yards of the deep water of Sandy Hook Bay. The appropriations for the fiscal year ending June 30, 1883, will be applied in widening the channel at the entrance, deepening the shoal near the Highlands Bridge, and in continuing the improvements in prog- ress in the North and South branches. The appropriation of $17,000 asked for will be applied in completing the existing project, and in maintaining the channels already improved. July 1, 1881, amount available..--...---......----............. ....----.......... $97, 413 77 J,uly 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...- .----------------.. $75, 159 56 July 1, 1882, outstanding liabilities..- ...... .... ..... .... 2, 747 20 S- 77,906 76 July 1, 1882, amount available........ ......----. --.........---...... 19,507 01 Amount appropriated by act passed August 2, 1882--..--..---............... 30, 000 00 Amount available for fiscal year ending June 30, 1883............-- -- .... 49, 507 01 Amount (estimated) required for completion of existing project.......-..- . 17, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 17, 000 00 (See Appendix E 4.) 5. Rahway River, New Jersey.-The present project was adopted in 1878, and contemplates a channel 8 feet deep at high-water, and varying in width from 125 to 100 feet from Bricktown up to Main Street Bridge, in the town of Rahway. During the fiscal year 16,978 cubic yards of material were removed from the river, which resulted in the extension of the channel from Edgar's Dock, with 7 feet at high-water and 50 feet wide, 200 feet beyond Milton Avenue Draw-bridge, in the suburbs of Rahway. The depth in the natural channel before dredging was 44 feet. The amount expended to June 30, 1882, was $24,962.43. The contract under act of March 3, 1881, is still in progress, and it is expected that $6,400 cubic yards, approximately, will be removed before the close of the contract. The appropriation of $15,000 asked for will 112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be applied in extending the 50-foot channel to the head of navigation, and in widening it from Edgar's Dock toward Rahway. July 1, 1881, amount available ................ ....................... $19, 497 54 July 1, 1882, am,unt expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......--...........-...... $14, 459 97 July 1, 1882, outstanding liabilities .-.............. ....-.-... 481 39 14, 941 36 July 1, 1882, amount available..--........-----------............................. 4,556 18 Amount appropriated by act passed August 2, 1882 ...................... 7,000 00 Amount available for fiscal year ending June 30, 1883 .................... 11,566 18 Amount (estimated) required for completion of existing project........... -- -- - 29, 250 00 Amount that can be profitably expended in fiscal year ending June 30, 1-84. 15,000 00 (See Appendix E 5.) 6. Elizabeth River, New Jersey.-The improvement of this river was commenced in 1879, in accordance with the authorized project which contemplates the formatioi of a channel 60 feet wide and 7 feet deep at mean high-water, firom the mouth of the river to the head of navigation at Stone Bridge, at the Broad street crossing. The appropriation of $4,000, act of March 3, 1881, was applied, by contract, in extending the improved channel to the iron draw-bridge at South street, in the town of Elizabeth. The appropriation for the fiscal year ending June 30, 1883, and the appropriation of $16,200 asked for the fiscal year ending June 30, 1884, will be applied to the completion of the existing project. July 1, 1881, amount available ........... ....... ............ ............ $3, 950 "16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .......................... .. ..... .... .. ...... 3,950 16 Amount appropriated by act passed August 2, 1882--......- ...... -............ - 8, 000 00 Amount (estimated) required for completion of existing project--- ---...........16, 160 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 16, 200 00 (See Appendix E 6.) 7. Woodbridge Creek, New Jersey.-The present project was adopted in 1878, and contemplates the formation of a channel 80 feet wide and 12 feet deep at mean high-water. The appropriation of $5,000, act of March 3, 1881, was applied in widening the cut through the shoal above Boynton's Dock from 20 to 75 feet, excavating a cut 50 feet wide through the shoal above Maurer's Brick Works, and opening a 50-foot channel almost through the shoal above Anderson's Dock. The amount expended up to the close of the fiscal year ending June 30, 1882, was $14,000. The appropriation of $4,000 asked for will be applied in accordance with existing plans. July 1, 1881, amount available..... ............................. ...... $5, 252 27 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......- ------........................ ....... . 5, 262 27 Amount appropriated by act passed August 2, 1882 ........... ........... 5, 000 00 Amount (estimated) required for completion of existing project........... 4, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 4,000 00 (See Appendix E 7.) 8. Manasquan River, New Jersey.-The present project was adopted in 1879, and has for its object the opening of a direct channel-way across the beach and protecting the same from the flow of the tidal currents between the river and the ocean so as to obtain and maintain a suitable RIVER AND HARBOR IMPROVEMENTS. 113 depth for the passage of vessels similar to those now employed on the basius of the river above its mouth and for coasters of light draught. The construction of the north jetty, commenced by contract June 17, 1881, was continued till March 8, 1882, at which time the contract was closed. A length of 1,515 feet of the jetty has been completed. As a protection against undermining by the currents, a crib 130 feet long, and a revetment by fascine mats ballasted with stone, extending from the outer end of the completed work 850 feet toward the shore, have been added on the south side of north jetty, and a few spur-dikes of plank, fascines, and sand-bags added to the north side to induce a growth of sand to relieve the work from the pressure of the tidal reservoir behind it. The amount expended to June 30, 1882, was $30,481.08. The appropriation for the fiscal year ending June 30, 1883, will be applied toward the completion of the existing project. The appropri- ation of $25,000 asked is for the construction of the south jetty, and for the prolongation of the north jetty, if the observations during the coming year will make such a work advisable and expedient. July 1, 1881, amount available .----...........--..---... .....----........-------..----...... $28, 581 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......--.............. .....-- ........... ...... ... 27, 062 99 July 1, 1882, amount available.. ........----......--...... .............. 1,518 92 Amount appropriated by act passed August 2, 1882 ....... ..- -.. 7, 000 00 Amount available for fiscal year ending June 30, 1883................... 8, 518 92 Amount (estimated) required for completion of existing project.......... 33, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix E 8.) 9. RaritanBay, New Jersey.-The present project was adopted in 1880, the object being to afford a channel 300 feet wide and 21 feet deep at mean low-water, to connect the deep water to the west of Seguine Point with the deep waters at the Amboys. The appropriation of March 3, 1881, was applied in excavating a channel off Seguine Point 8,000 feet long, 105 feet wide, and 21 feet deep at mean low-water. The appro- priation for the fiscal year ending June 30, 1883, will be applied in widening the channel. The appropriation of $26,500 asked for the fis- cal year ending June 30, 1884, will be applied in accordance with the existing plan, and in deepening the channel off Ward's Point, on the approach to Perth Am boy, from 17- feet to 21 feet mean low-water. July 1, 1881, amount available.....--....--...........................----. $49,684 32 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .........---------------------.........----...---............--------....--....---. 49,476 79 July 1, 1882, amount available- ..------........--........--......-...--------------.........----------. 207 53 Amount appropriated by act passed August 2, 1882...................... 50,000 00 Amount available for fiscal year ending June 30, 1883 .-......-...- ....- . 50,207 53 Amount (estimated) required for completion of existing project........... 26, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 26, 500 00 (See Appendix E 9.) 10. Mattawan G Creek, New Jersey.-The present project was adopted in 1881, the object being to afford a channel 100 feet wide and 4 feet deep at mean low-water, from Keyport Wharf, in the town of Keyport, to the head of navigation, at the crossing of the New York and Long Branch Railroad Bridge, in the town of Mattawan. The project of 1873, which provides for a channel 200 feet wide, 4,700 feet long, and 8 feet deep at mean low-water, extending northward from 8E 114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Keyport Wharf to the S-foot curve of Raritan Bay, is very essential to the commerce of the harbor, and should be carried out in connection with the existing project for the improvement of the river. The appro- priation March 3, 1881-$15,000-the first ever made for this improve- ment, was applied, by contract, in opening a channel 50 feet wide and 4 feet deep mean low-water from the bay almost to the steamboat landing, near head of navigation. The appropriation for the year ending June 30, 1883, is $6,000, which will be applied to the continuation of the works. The appropriation of $12,100 asked for is to be applied to the comple- tion of the existing project. July 1, 1881, amount available....................................--...... $14, 732 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...----.----.....--........... $12, 310 59 --. July 1, 1882, outstanding liabilities ...............-----.........-- 2,267 04 14,577 63 July 1, 1882, amount available.... __........ ........... ...... .......... -155 09 Amount appropriated by act passed August 2, 1882.......... ............ 6, 000 00 Amount available for fiscal year ending June 30, 1883........... .... ....-- 6, 155 09 Amount (estimated) required for completion of existing project......-..... 12, 120 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 12, 100 00 (See Appendix E 10.) 11. Plattsburg Harbor, New York.-The present project was adopted in 1870, and is for the extension of the breakwater 400 linear feet, the revetment of the United States land, and the dredging of shoals of pe- riodical formation. No work was done during the year, as the available balance was quite small, and the limited plant for dredging could be better employed elsewhere. The amount expended under this project to June 30, 1882, was $51,371. The appropriation of $5,000 asked for is to be applied to dredging. July 1, 1881, amount available ................... ...................... $1, 772 33 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .....--------......-----..-----..................----------------...........-----------.. 143 33 July 1, 1882, amount available.......................................... : 1, 629 00 Amount (estimated) required for completion of existing project........... 12, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix E 11.) 12. Burlington Harbor, Vermont.-The present project was adopted in 1874, and provided for the protection of the harbor by the extension of the breakwater 2,000 linear feet in a northwesterly direction. The en- tire length of breakwater is 3,212 feet, which will soon be increased 59 feet by the sinking of another crib, now framed. The amount expended under this project to June 30, 1882, was $97,126.28. The appropriation of $25,000 asked for is for the continuation of the extension of the breakwater in a northwesterly direction. July 1, 1881, amount available..-------...............---------------..-----------.................. $13, 791 34 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -..-...... . --.---- ..---- $10, 917 62 July 1, 1882, outstanding liabilities ........................... 70 46 10, 988 08 July 1, 1882, amount available......-.... .......... ....... ............ 2, 803 26 Amount appropriated by act passed August 2, 18~2 ... ............. 12, 000 00 Amount available for fiscal year ending June 30, 1883................... 14, 803 26 RIVER AND HARBOR IMPROVEMENTS. 115 Amount (estimated) required for completion of existing project ... ... '$238, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix E 12.) 13. Swanton Harbor, Vermont.-The project for the protection of this harbor by the construction of a breakwater 1,900 feet in length was adopted in 1873. The amount expended under this project to June 30, 1882, was $64,065.11, and has resulted in the construction of a line of breakwater 249 feet long. During the year the breakwater has been repaired by inserting a crib 78 feet long to close a breach made by the ice, making the aggregate length of the breakwater 327 feet. A change in the location of the depot buildings and wharves of the Portland and Ogdensburgh Railroad from that agreed upon at the time the breakwater site was selected, in 1872, leaves the officer in charge to question the propriety of continuing this improvement. For this reason no estimate is made for an appropria- tion for the year ending June 30, 1884. July 1, 1881, amount available------...------.......---.....--- ---------...................------..--. $6,.348 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181-- ---....--...................-.. $4, 413 37 July 1, 1882, outstanding liabilities.. ........--.... ............ 25 83 - 4439 20 4, July 1, 1882,amount available--------------------------------------.......................................... 1,909 06 Amount appropriated by act passed August 2, 1882.... ............... 4, 500 00 Amount available for fiscal year ending June 30, 1883...... ............ 6, 409 06 Amount (estimated) required for completion of existing project.......... 170, 000 00 (See Appendix E 13.) 14. Otter Creek, Vermont.-The present project for the improvement of this creek was adopted in 1871, and contemplates the removal of va- rious snags, shoals, and other obstructions from the bed of the stream, and the deepening of the basin of Vergennes so as to afford a depth of 8 feet between Vergennes and Lake Champlain. The amount expended to June 30, 1882, on this work, was $26,033.07, and has resulted in the improvement of that portion of the creek and basin most troublesome to its navigation. The appropriation of $20,000 asked for is to remove a rocky shoal at steamboat landing by blasting, and to deepen the river bars and basin to a full depth of 8 feet. July 1, 1881, amount available-------------------------------....................------...................... $8, 430 91 July 1, 1882, amount axpended during fiscal year, exclusive of outstanding liabilities July 1, 1881----... ...-----.--.... .. $2, 463 98 July 1, 1882, outstanding liabilities..--.................-..... . 186 59 2. 650 57 July 1, 1882, amount available..---...............------------....-----..------------........................ 5,780 34 Amount appropriated by act passed August 2, 1882.. - -.......- - - .....- -- ---..--. --.. 2,000 00 Amount available for fiscal year ending June 30, 1883...................- . 7,780 34 Amount (estimated) required for completion of existing project..- ....-...-. 39,748 40 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix E 14.) 15. Ticonderoga River, ew York.-The present project was adopted in 1881, the object being to dredge a channel from the railroad bridge extending eastwardly to the 8-foot curve in Lake Champlain, and to im- prove the channel from the railroad bridge to the foot of the falls. The appropriation of March 3, 1881, $5,000, was expended in opening a chan- 116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. nel 42 feet wide and 6 feet deep from the 6-foot curve of the lake through the draw of the railroad bridge up to within 100 yards of Cassey's Wharf, one-half mile below the falls. The appropriation of $10,000 asked for is to widen and deepen the channel so that boats drawing 8 feet may reach the falls at low stage. July 1, 1881, amount available....----------.....--..... ..---------......-------------.............---.. $4,965 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...-------...----------------------..-- ..------------ 4, 965 45 Amount appropriated by act passed August 2, 1882........ .............-.. 5, 00o 00 Amount (estimated) required for completion of existing project--..- - ...... 32, 516 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 10, 000 00 (See Appendix E 15.) 16. Removal of Wrecks.-The Board of Commissioners of Pilots of the City of New York having, May 31, 1882, made representation that the wreck of the steamer Nankin, lying in the Swash Channel, at the en- trance to New York Harbor, was a most dangerous obstruction to nav- igation, the required notice was at once given to its owners, in conform- ity with provisions of the 4th section of the river and harbor act of June 14, 1880. The last report to this office upon the subject was that the owners were at work upon the wreck, but making slow progress. EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Major Gillespie was charged with and completed the following, which were transmitted to Congress: 1. Harbor of Port Henry, on Lake Champlain.-Printedin Senate Ex. Doc. 35, Forty-seventh Congress, first session. (See Appendix E 16.) 2. Channel between islands of North Hero and South Hero, Lake Chainm- plain.-Printed in Senate Ex. Doc. 35, Forty-seventh Congress, first session. (See Appendix E 17.) 3. From a point between Ellis Island and the docks of New Jersey Cen- tral Railroad to a point between Robbins' Reef Light and Constable Hook, in waters of New York Bay, New Jersey.-Printedas Senate Ex. Doe. 80, Forty-seventh Congress, first session. (See Appendix E 18.) IMPROVEMENT OF DELAWARE AND SCHUYLKILL RIVERS; OF THE SUSQUEHANNA, ABOVE RICHARD'S ISLAND, AND RIVERS IN NEW JERSEY AND DELAWARE-HARBOR IMPROVEMENTS IN DELAWARE RIVER AND BAY-CONSTRUCTION OF PIER AT LEWES, AND OF ICE HARBOR AT HEAD OF DELAWARE BAY-DELAWARE BREAKWATER. Officer in charge, Capt. William Ludlow, Corps of Engineers, with Lieut. William M. Black, Corps of Engineers, under his immediate or- ders. 1. Delaware River between Trenton, New Jersey, and Bridesburg,Penn- sylvania.-The improvement of the eastern channel of the Delaware, past Bordentown, was continued during the fiscal year. At the close of operations a straight channel 4 feet deep and 100 feet wide existed through the bar near the foot of Duck Island; the 7-foot low-water curve had been moved about 700 feet further up stream, with a width of about 150 feet, and a narrow 6-foot channel extended up for double this dis- tance. A general lowering of the river bed in the vicinity of the work is observed, the currents traversing the channel with increased velocity, RIVER AND HARBOR IMPROVEMENTS. 117 and the indications seem favorable for the maintenance of the naviga- tion after a channel has once been secured, even without the aid of de- flecting gikes on the Pennsylvania shore. During the operations the wreck of a canal-boat was discovered and removed from the channel. Heavy freshets injured the dikes to a slight extent. The necessary repairs were made at small cost. During the ensuing fiscal year it is proposed to make the channel through the bar near the lower end of Duck Island 150 feet in width, and to remove a small shoal below. For this purpose and to begin operations at the other points requiring attention, an appropriation of $25,000 can be profitably expended during the fiscal year 1883-'84. July 1, 1881, amount available--....---- ....---..---.. ---- ----....----......--.......--.. $9, 683 41 July 1, 1882. amount expended during the fiscal year, exclusive of outstanding liabilities July 1, 1881--.........-----.----...-----..-..--.....---.......---------... 9, 683 41 Amount appropriated by act passed August 2, 1882 ...-...--...--............. --- 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix F 1.) 2. DelawareRiver below Bridesburg.-The general improvement of the Delaware was continued during the past year near Five-Mile Point, in the vicinity of Petty's Island, on Mifflin Bar, and on Bulkhead Shoals; at the first locality to relieve the up-river commerce, at the others for the benefit of the general trade. The widening of the cut through the Smith's Island Bar, to remove the obstructions to the cross-river traffic between Philadelphia and Camden and promote the use of the channel between Camden and Smith's Island by the lighter classes of vessels, was also completed with the available balance of the appropriation therefor of 1879. The difficulties in navigating the " Horseshoe," a curved stretch of the river sweeping around the lower portion of Philadelphia, are less due to the insufficiency of channel dimensions than to the grounding and gorging of ice in severe winters. For this reason no expenditures have been made, although the subject has from time to time demanded and received consideration. The condition of the Mifflin Bar improvement is reported as unsatis- factory by reason of the inefficient character of the work done by con- tractors during two successive seasons. The allotments now made for this locality will admit of energetic work, which is demanded in consequence of the opposing action of the river currents. The deepening and widening of the channel through Bulkhead Shoals was begun in the spring, and the contract now in force will be com- pleted in August or early in September, 1882. Operations have hith- erto been deferred because of the limited amounts available from the general appropriation, and of the necessity for expenditures at other points, but the improvement will now be continued until a satisfactory result can be reached. The Dan Baker Shoals, near the head of the bay, are becoming yearly a greater obstruction, not because of any marked decrease in depth, but because the general ocean traffic is assuming larger dimensions and freights are transported in the largest vessels attainable. The cost of dredging a channel through these shoals, following the present line of deepest water, will be about $200,000, which it is recom- mended should be expended in four annual installments of $50,000. With the New Castle Ice Harbor practically completed, requiring only 118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. an expenditure of about $3,000 for dredging and minor repairs, the Marcus Hook Harbor in process of enlargement, and the new ice harbor at the head of the bay projected, the requirements of commerce in this direction have received full consideration. The regulation of these harbors, however, to insure their legitimate use and develop fully their advantages to vessels during a winter voy- age, is an important matter, and the Engineer officer in charge renews the recommendation, made in the last two Annual Reports, for the ap- pointment of harbor-masters, who should have the requisite authority to control the occupancy of the harbors and prevent improper use of them. In this I fully concur. The engineer in charge presents arguments in favor of the acquisi- tion and ownership by the United States of a certain amount of dredg- ing plant for general use in connection with the improvement of the Delaware and its tributaries. Surveys of the Delaware River have now been made from Brides- burg, Pa., to the head of the bay at Liston's. These, with the tidal and current observations and the lines of levels connecting all important points, constitute the material for an effective study of the river as a whole, and combine individual improvements into a general scheme. July 1, 1881, amount available ....................................... $.142, 237 78 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilties July 1, 1881 ......................... $56,643 93 July 1, 1882, outstanding liabilities ......................... 10, 771 94 --- 67,415 87 July 1, 1882, amount available ................... .....-............. 74, 821 91 Amount appropriated by act passed August 2, 1882...................... 136, 000 00 Amount available for fiscal year ending June 30, 1883-.................. 210, 821 91 Amount that can be profitably expended in fiscal year ending June 30, 1884. 275 000 00 (See Appendix F 2.) 3. Delaware River at Schooner Ledge.-Operations on this work have continued during the past year. At the close of the fiscal year the 24-foot channel had been increased in width to 220 feet. During the progress of an examination of the vicinity of the ledge two wrecks were discovered directly in the path of vessels, and removed. After the expiration of the present contracts the removal of about 2,000 cubic yards of rock will complete the present project, beyond the limits of which additional scattered rocks are found. As this locality is a very dangerous one in thick weather, it is im- portant that the work should not be interrupted. To enable a contract to be made at rates advantageous to the United States, the whole amount necessary to complete this improvement should be appropriated in one sum. July 1, 1881, amount available ....-----...--------...-----......---....-------.........------........ --- 78, 212 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........................ $55, 845 62 July 1, 1882, outstanding liabilities ..... ...........---........ 5, 989 15 -- 61,834 77 July 1, 1882, amount available .... .......... ......-------.................. 16, 377 54 Amount appropriated by act passed August 2, 1882 ....................--. 40,000 00 Amount available for fiscal year ending June 30, 1883.---...---............. 56, 377 54 Amount (estimated) required for completion of existing project ....---.....-. 57, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 57, 000 00 (See Appendix F 3.) RIVER AND IARBOR IMPROVEMENTS. 119 4. Delaware River near Cherry Island Flats.-The construction of a channel 900 feet wide and 24 feet deep has been in progress since 1880. During the past fiscal year the width has been increased from 270 feet to 390 feet. A comparison of the surveys made in the fall and spring shows that the channel generally maintains its depth. With a greater width than has now been obtained, and the general use of the new channel by all vessels, it is probable that a permanently increased depth will be secured. To maintain the new channel, however, without the aid of deflecting works, it is absolutely necessary that all steamers should use it, and the engineer in charge expresses regret that the ship-owners and pilots have not hitherto been more ready to co-operate with the United States in this. An annual appropriation of $100,000 is the least with which operations can be continuously sustained. July 1, 1881, amount available. ................................... $125, 711 58 July 1, 1882, amount expended during fiscal year, exclusive of outstandng liabilities July 1, 1881 ..------------- ---.. $82, 342 24 July 1, 1882, outstandinguliabilities ................... 17,153 34 99,495 58 ........................................ July 1, 1882, amount available------------------------------------- 26,216 00 Amount appropriated by act passed Angust 2, 1882 --..........--..--.......--------. 100,000 00 Amount available for fiscal year ending June 30, 1883 .---.......--- -....----...... 126,216 00 Amount (estimated) required for completion of existing2 project ......-.. 122, 720 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix F 4.) 5. Schuylkill Ricer, Pennsylvania.-Operations during the past year were continued under the project approved in 1875, described in the Annual Report for the last year, and have resulted in the partial removal of a shoal lying on the west side of the channel below Girard's Point; in making two cuts 1,700 feet in length on the north side of the channel, near Penrose Ferry Bridge; in the partial removal of a shoal 3,000 feet above Penrose Ferry Bridge; in making two cuts 1,200 feet long on the east, and one cut 400 feet long on the west side of the channel at the "angle," and one cut 1,100 feet long on the west side of the channel abreast of the works of the Philadelphia Oil Refinery. At the two localities first named the material was dredged to a depth of 24 feet, at the others to a depth of 20 feet. Operations were much embarrassed by the abandonment of the work by one of the contractors in October, 1881; $25,000 remains to be ex- pended under this contract. In view of the importance of the Schuylkill River as a part of the port of Philadelphia, a new project is needed to increase the facilities for pavigation, but until harbor lines shall have been decided upon by the city authorities, it is not considered advisable to prepare this. Forty thousand dollars is required for a continuance of the work during the fiscal year 1883-'84. July 1, 1881, amount available............................................. $77, 325 79 July 1, 1882, amount expended during fiscal year, exclusive of ---- outstanding liabilities July 1, 1881........................ $13, 691 00 July 1, 1882, outstanding liabilities......................... 9,540 85 2:3, 231 85 July 1, 1882, amount available................................... 54, 093 94 Amount appropriated by act passed Atgust 2, 1882 ........... ........ 25, 000 00 Amount available for fiscal year ending June 30, 1893 .................. 79, 093 94 120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project ...-.....- $149, 700 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix F 5.) 6. Ice Harbor at Marcus Hook, Pennsylvania.-The two piers in process of construction at the close of the fiscal year 1880-'81 were finished in October, 1881. The project under which they were constructed contemplated an in- crease of the sheltered harbor from 3- acres to 14 acres. An amended project was submitted by the Engineer officer in charge in October, 1881, which, at a cost of $8,800 beyond the $90,000 of the original esti- mate, would add 4 acres more to the harbor by thee rection of one addi- tonal pier, the construction of a bulkhead along the whole length of the harbor at an average distance of 150 feet from high-water mark, and the dredging of the whole harbor to a depth of 15 feet at mean low-water, shoaling to 10 feet alongside the bulkhead. Pending the action of Congress with regard to this last project, the continuation of the improvement has been postponed. ----................-----. July 1, 1881, amount available......-............. $40, 678 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .. ............. ...........--.....-----......... 1, 882 79 July 1, 1882, amount available .. ............................. ...... 38,796 12 Amount appropriated by act passed August 2, 1882....................... 15, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 53,796 12 Amount (estimated) required for completion of existing project--..-..---. 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884.. 20, 000 00 (See Appendix F 6.) 7. Ice Harbor at Chester, Pennsylvania.-For reasons given in former reports, it is not proposed to make any further outlay of public funds for the maintenance of this harbor. It is proposed to abandon it as soon as the enlargement of the harbor at Marcus Hook is completed. July 1, 1881, amount available ..--....-- ............. ........--... --........ $32 24 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........... ............. ......... .. ...... .... 32 24 (See Appendix F 7.) 8. Ice Harbor at New Castle, Delaware.-As stated in the last annual report, contract was made in July, 1881, for the construction of the addi- tional ice-pier needed to complete the harbor, with the $20,000 appro- priated in the act of March 3, 1881. According to the contract, the work should have been completed on or before January 1, 1882. An extension of time was, however, granted the contractor until July 31, 1882. The appropriation of $3,000 asked for in the last annual report will suffice to put the harbor in a condition of thorough efficiency. July 1, 1881, amount available.....---..............--...................... $23, 566 64 July 1, 1882, amount expended during fiscal year exclusive of outstanding liabilities July 1, 1881 ............. ............. $1, 578 72 July 1, 1882, outstanding liabilities ..... ................. 21,987 92 23,566 64 Amount (estimated) required for completion of existing project.......... 3, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 - 3, 000 00 (See Appendix F 8.) 9. Wilmington Harbor,Delaware.-The project under which the work is in progress contemplates carrying a 15-foot channel from deep water in the Delaware River past the city of WVilmington. RIVER AND HARBOR IMPROVEMENTS. 121 A contract was made in November, 1881, for the construction of a jetty at the mouth to reach the 12-foot low-water curve in the Delaware. At this date about 100 feet have been partially completed and filled with stone. Dredging to the depth of 12 feet at low-water was carried on under contract during the year from below Third Street Bridge to the pulp works. At present the condition of the channel is as follows: From the point of beginning to Harlan & Hollingsworth's ship-yard the width is 150 feet; thence to the Delaware Western Railroad bridge the width is 100 feet; thence to a point 200 yards below the pulp works 70 feet; a single cut 40 feet in width exists through the remaining distance. To secure a 15-foot low-water navigation an annual appropriation of not less than $50,000 will be required. July 1, 1881, amount available .......................- ...... .. ....... $49, 843 92 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..---...... ......- - ...-.... $16, 866 22 July 1, 1882, outstanding liabilities--...-..---.......-----...----.--.... .... 534 12 17, 400 34 July, 1,1882, amount available-----.......................................... ---------------------------- 32, 443 58 Amount appropriated by act passed August 2, 1882 .-- ....--............ 50, 000 00 Amount available for fiscal year ending June 30, 1883..---- ....-.......... 82, 443 58 Amount (estimated) required for completion of existing project. - -.......... 75,551 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix F 9.) 10. Broadkiln River, Delaware.-In the last annual report recommen- dation was made that the application of the available balance of appro- priation be deferred until further action had been taken by Congress. In consequence of the lateness of the season when the appropriation of August 2,1882, was made, and of the small amount still available to begin this work with any hope of securing an adequate return for the outlay, it is proposed to further delay expenditure to await the future action of Congress in regard to this improvement. July 1, 1881, amount available-------------------------------------........................................... $8,977 58 July 1, 182, amount available--------------------------------------........................................... 8, 977 58 Amount appropriated by act passed August 2, 1882 ....................... 5,000 00 Amount available for fiscal year ending June 30, 1883-...-..-...-......--.. 13,977 58 Amount (estimated) required for completion of existing project ........... - 36, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 (See Appendix F 10. 11. Mispillion Creek, Delaware.-Duringthe past year, with an appro- priation of $3,500 in the act of March 3, 1881, the work has been con- tinued according to the project. During this time a channel 40 to 50 feet wide, 6 feet deep at low-water, and 950 yards long, was made through ( Mushpot Shoal." A similar channel was made through "Fork Shoal." The act of March 3, 1881, provided further for a survey of the mouth of the stream, which was made. While the work already done has had a beneficial effect on the prin- cipal industry of the stream, that of ship-building, it will always remain to open the mouth, to such an extent at least as will permit the entrance and exit of loaded vessels near the period of high-water. For the completion of the present project of a 6-foot low-water navi- gation to the mouth, $3,500 will be required. 122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. An available entrance depth of 4 feet at mean low-water would cost $55,000; of 3 feet at mean low-water (7 feet at high-water), $49,000. July 1, 1881, amount available ---..---..------------------------------................................... $3,451 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1 81.... ............ .......... $1, 864 97 July 1, 1882, outstanding liabilities- ..... ........... ......... . -1, 532 43 3, 397 40 July 1, 1882, amount available . ..-- .....---- ........ --....... ........... 54 32 Amount appropriated by act passed August 2, 1882 - ....-.............. 3, 000 00 Amount available for fiscal year ending June 30, 1883 .................. 3, 054 32 Amount (estimated) required for completion of existing project ....-.. 3, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 3, 500 00 (See Appendix F 11.) 12. Duck Creek, Delaware.-Thework was put under contract in July, 1881, as stated in the last annual report, and completed early in August. The channel made was about 600 yards long, 75 feet wide, and 8 feet deep at low-water. Two thousand five hundred dollars more will be re- quired to increase its width to 100 feet, as originally projected. Before making an estimate for permanent works to protect this chan- nel, it would seem to be advisable to observe the action of the tides and currents upon the dredged channel. July 1, 1881, amount available ............ .................. ......... $2, 912 93 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...---....... ......... 2, 912 93 Amount appropriated by act passed August 2, 1882- ...-...-..-- ....--...... 2, 000 00 Amount (estimated) required for completion of existing project .... ....- -. 14, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 14, 000 00 (See Appendix F 12.) 13. Cohansey Creek, New Jersey.-A re-examination of the creek was made in July, 1881, as required by the act of March 3, 1881. It showed that there is substantially a 7-foot low-water channel from the deep water of the creek below Stony Point upwards, but of insufficient width at some points. Above the upper steamboat landing the dredged channel has shoaled somewhat, but seems to exhibit good indications of permanence. It is now proposed to bring the 7-foot low-water navigation from deep water below the lower steamboat wharf upward as far as Commerce Street Bridge, and thence to the Nail Works Bridge, to have a low-water depth of 6 feet, the channel width to vary from 100 feet at the lower end to 50 feet at the upper bridge. No bids were received in response to the advertisement of August 31, S1881, inviting proposals for doing this work, and it was then decided to postpone operations until it should be ascertained what action Congress would take at the ensuing session. About $5,000 in addition to the $11,500 now in hand will be required to complete this work. July 1, 1881, amount available .................... ........ ........... $7, 003 01 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881... .. ................ ........... . . ........ 504 60 July 1, 1882, amount available.... ...... ............................. ... 6, 498 41 Amount appropriated by act passed August 2, 1882..................... 5, 000 00 Amount available for fiscal year ending June 30, 18:1.................... 11,498 41 Amount (estimated) required for completion of existing project........... 5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix F 13.) RIVER AND HARBOR IMPROVEMENTS. 123 14. Salem River, New Jersey.-As proposed in the last report, the appropriation of $3,000 was expended in excavating a channel through the shoals at Biddle's Landing, in what had been the upper portion of Salem River. During the three years which had passed since the orig- inal examination had been made these shoals had increased, partly on account of the presence of wrecks of two canal barges. A channel 60 feet wide and 6 to 7 feet deep at low-water was dredged from the head of the canal to about 200 feet above the landing, leaving about 700 feet to be traversed to reach deep water. To complete this channel and to remove other shoals from $4,000 to $6,000 will be required, depending on the contract price for dredging. July 1, 1881, amount available- .......................................... $3, 027 14 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ................... ........................ 2, 889 21 July 1, 1882, amount available ........... -.... ..........................- 137 93 Amount appropriated by act passed August 2, 1882......-.. ........... 1, 500 00 Amount available for fiscal year ending June 30, 1883..................... 1, 637 93 Amount that can be profitably expended in fiscal year ending June 30, 1884. 4, 000 00 (See Appendix F 14.) 15. Chester Creek, Pennsylvania.-A contract was made in July, 1881, for the construction of a channel 74 feet deep at low-water, with a width of 40 to 50 feet, from Third Street Bridge to deep water in the Dela- ware. Operations under the contract were to have begun in November, 1881, but an extension of the time for commencement until May, 1882, was asked for and granted. The contractor having failed to comply with the terms of his agreement, operations were deferred until action should have been taken by Congress on the additional appropriation under consideration. July 1, 1881, amount available .---..---------......---........------....---....----..--...-------...... $2,963 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... . ....... .... ...-...... ...... .... ......... .. 36 00 July 1, 1882, amount available...........................................2,927 08 Amount appropriated by act passed August 2, 1882...................... 3, 000 00 Amount available for fiscal year ending June 30, 1883...................... 5,927 08 (See Appendix F 15.) 16. Rancocas River, New Jersey.-The general project under which this improvement is being made contemplates the establishment of a 6-foot low-water navigation from the mouth to Centreton, a distance of 74 miles, with a width of 150 to 200 feet, and a 5-foot low-water navigation, with the same width, as far as Mount Holly, 5@ miles further. The worst obstruction was found to be at Coates's Bar, in the lower section, and the entire appropriation of $10,000 made in act of March 3, 1881, was expended at this point. A dike 723 feet long was constructed connecting the head of Hamill's Island with the mainland, and a con- tinuous channel 85 feet wide and 61 feet deep at low-water was made through the bar. During the ensuing year it is proposed to continue the improvement at Coates's Bar by increasing the width of the 64-foot channel to 150 feet, and thereafter to proceed to points above. The sum of $25,000 will be required for the continuance of this work during the fiscal year 1883-'84. 124 REPORT OF THE CHIEF OF ENGINEEKS, U. S. ARMY. July 1, 1881, amount available......---- .---.....-------............ $9, 819 86 ......----....---.....----. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 18 1.......................................... ...... 9,819 86 Amount appropriated by act passed August 2, 1882 ...................... 10, 000 00 Amount (estimated) required for completion of existing project.....-..... 61, 236 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix F 16.) 17. Saint Jones River, Delaware.-It.having been decided to defer the expenditure of the $5,000 appropriated in the act of March 3, 1881, until further action by Congress, no action has been taken towards applying the amount now available. July 1, 1881, amount available......._ ...... __ ..... ........ _ .......... $4, 902 70 July 1, i882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....-------------..----------------.........................------..... 20 60 July 1, 1882, amount available ....-----..---- ..............................---. 4,882 10 Amount (estimated) required for completion of existing project............ 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix F 17.) 18. Susquehanna River, Pennsylvania, above Richard's Island.-During July, 1881, 3,661 cubic yards of clay and gravel were removed from the shoal near the foot of Wilkes-Barre Island and the paving of the dike at the head of that island completed, finishing the projected improve- ment of this river as far as Wilkes-Barre. With the $15,000 appropriated by the river and harbor act of March 3, 1881, the project of June 17, 1881, was put into execution, and a con- tract made for the dredging of a channel above Wilkes-Barre Island through "Gas House Riff," Hillman's Riffle," and the shoals between Forty Fort and Monockonock Island, the channel to have a width of 60 feet and a low-water depth of 3 feet. Dredging began in October and the cut through « Gas House Riff" was completed by the removal of 2,354 cubic yards of heavy gravel. Owing to the high stage of the river nothing further was done until the following spring, between which and June 30, 6,042 cubic yards gravel, sand, and bowlders were removed from " Hillman's Riffle" and the Forty Fort Shoals. The work in progress will have been completed in August, and a survey of the river will be made to show the result attained. $19, 344 56 July 1, 1881, amount available ..................---------------------.................... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- ... - ... -.. _ $11, 697 04 July 1, 1882, outstanding liabilities ......_.............. ...... 2, 392 14 14, 089 18 July 1, 1882, amount available........................................ 5,255 38 15, 000 00 Amount appropriated by act passed August 2, 1882 .....................--. Amount available for fiscal year ending June 30, 1883 .................... 20, 255 38 (See Appendix F 18.) 19. Iron Pier in Delaware Bay, near Lewes, Delaware.-The construc- tion of this work was continued during the year, the river and harbor act of March 3, 1881, having appropriated $10,000 for this purpose. At the close of the fiscal year the state'of the pier is as follows: The sub- structure is finished; the superstructure of the narrow part of the pier is laid as originally planned, but must be rebuilt, owing to the deterior- ation of the materials, due to exposure to the weather in an unfinished condition; the superstructure of the pier-head is in great part removed, awaiting reconstruction. RIVER AND HARBOR IMPROVEMENTS. 125 The progress of deterioration, as heretofore reported, and the addi- tional defects discovered in the course of rebuilding increases the esti- mate for completing the work to $6,000. July 1, 1881, amount available .------...--..---...--.....--...---...--..-------........------------...... $8,927 16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-- -- ........ ...... .. .. 7, 468 11 July 1, 1882, outstanding liabilities - --- ---... -----... . 185 00 7, 653 11 July 1, 1882, amount available.......------.--..------------------------............................. 1,274 05 Amount appropriated by act passed August 2, 1882 ...................... 13, 000 00 - Amount available for fiscal year ending June 30, 1883..................- . 14,274 05 Amount (estimated) required for completion of existing project------....---.... 6,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 000 00 (See Appendix F 19.) 20. Ice Harbor at the head of Delaware Bay.-The necessity for an ice harbor at this point having been recognized, the Engineer Officer in charge proposes to make it of two lines of iron or steel pile piers, en- tirely detached from the shore, and in the vicinity of the intersection of the Finn's Point Ranges with the Port Penn Ranges. The details of this plan are not yet perfected or approved. The estimated total cost of a harbor formed by two piers, each 1,076 feet long, inclosing 13.8 acres, in the shape of a rhombus, is $300,000. The annual appropriation for the construction of the harbor should not be less than $100,000 to admit of favorable contracts for material. Amount appropriated by act passed August 2, 1882---..---..----.......---------...... $25, 000 00 Amount (estimated) required for completion of existing project.........--. 275, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix F 20.) 21. Delaware Breakwater Harbor.-The history and character of this harbor and its value to the coasting trade of the United States have been dwelt on in numerous Annual Reports, and particularly in those for 1879 et seq. As has been repeatedly pointed out, its value is greatly impaired by the existence of the gap between the two works sheltering the anchor- age, by reason of which the harbor affords insufficient protection from the northeast storms, and by the gradual shoaling, which is increasing year by year. The advantage to be gained by closing this gap is twofold: 1. The area protected from the northeast gales will be greatly in- creased. 2. The shoaling will probably be at least checked, because that con- siderable portion of the ebb-tide which now passes out through the gap will be compelled to traverse the entire harbor. It is recommended that the annual appropriation for this breakwater be made large enough to enable the Engineer in charge to prosecute the work without intermission. At least $200,000 yearly should be granted until completion. Amount appropriated by act passed August 2, 1882_. ......... .......... $125, 000 00 Amount (estimated) required for completion of existing project ......... 550, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 .-........... ........... ..--............... 200, 000 00 .... --............. (See Appendix F 21.) 22. Removal of wrecks.from Delaware Breakwater Harbor.-The work of removing wrecks from the harbor was completed on October 10, 1881. 126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A careful but unsuccessful search was then made for the wreck of the Addie Walton, which had obstructed the main ship-channel of the bay above Gross Ledge light. July 1, 1881, amount available .......................................... $21, 967 02 July 1, 1882, amount expended during fiscal year.............................. 16, 677 55 July 1, 1882, amount available ............. ..... ........ .. ...... ..... 5, 289 47 (See Appendix F 22.) 23. Removing sunken vessels or craft obstructing or endangering naviga- tion.-Under the provisions of section 4, river and harbor act of June 14, 1880, preliminary steps for the removal of the wreck of the schooner John E. Hurst, lying on Bulkhead Shoals, Delaware River, were begun in the fall of 1880, but owing, first, to unacceptable bids, and afterwards to the failure of a bidder to enter into contract, the work of removal was not effected until May, 1882, when the wreck was floated and landed on the New Jersey shore, and subsequently sold at public sale to the highest bidder. In January, 1882, the attention of the Secretary of War was called by the Philadelphia Maritime Exchange to the dangerous obstruction to navigation caused by the wreck of the steamer Cassandra, sunk on Brigantine Shoals, coast of New Jersey, and its removal requested. In compliance therewith a contract was made, after due advertisement, in May succeeding, for the removal of the wreck at a cost of $15,000. The work was completed by the end of July following, and the wreck landed inside Absecom Inlet, where it will be sold in accordance with the pro- visions of the law. (See Appendix F 23.) 24. Port TVarden's Line, Philadelphia,Pennsylvania.-The commission of United States officers advisory to the board of harbor cornmmission- ers have in effect relieved the Engineer Officer in charge of the river and harbor works in the vicinity of Philadelphia from the formal con- sideration of this matter. 25. Advisory Commissin to Board of Harbor Commissioners of Phila- delphia.-Several changes have taken place in the personnel of the advis- ory commission since the beginning of the fiscal year. The commission has held several meetings and has embodied its recommendations in reports submitted to the board of harbor commis- sioners from time to time. (Appendix F 24.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Captain Ludlow was charged with and completed the following: 1. Newton Creek, Camden County, Newo Jersey, from Delaware River to head of navigation. (See Appendix F 25.) 2. Mantua Creek, Gloucester County, New Jersey, from Delaware River to head of navigation. (See Appendix F 26.) 3. Maurice River, from DelawareBay to Millville, Cumberland County, New Jersey. (See Appendix F 27.) 4. Salem and Cohansey rivers, New Jersey. (See Appendix F 28.) 5. Mouth of the Mispillion, Delaware. (See Appendix F 11.) 6. Murder Kiln, Delaware. (See Appendix F 29.) The above were transmitted to Congress and printed in Senate Ex. Doc. 141, Forty-seventh Congress, first session. RIVER AND HARBOR IMPROVEMENTS. 127 7. Frankford Creek, Pennsylvania, from its mouth in Delaware River to Frankford Avenue, transmitted to Congress and printed in Senate Ex. Doc. 107, Forty-seventh Congress, first session. (See Appendix F 30.) 8. Indian River, in the State of Delaware, from its mouth to Millsbor- ough, transmitted to Congress and printed as Senate Ex. Doc. 176, Forty-seventh Congress, first session. (See Appendix F 31.) 9. Delaware River. Survey still in progress. He was also charged with the following, the results of which will be duly submitted when received: 10. Five-Mile Point, above Bridesburgh, Delaware River. 11. The harbor of Delaware Breakwater and the entrance thereto. IMPROVEMENT OF HARBORS AND RIVERS ON EASTERN SHORE OF CHESAPEAKE BAY, AND OF THE SUSQUEHANNA AND PATAPSCO RIV- ERS, IN MARYLAND, ON THE WESTERN SHORE; OF BROAD CREEK, DELAWARE; OF JAMES AND APPOMATTOX RIVERS AND ONANCOCK HARBOR, VIRGINIA; OF GREAT KANAWHA, ELK, AND SHENANDOAH RIVERS, WEST VIRGINIA; OF NEW RIVER, VIRGINIA AND WEST VIR- GINIA ; AND OF CAPE FEAR RIVER, NORTH CAROLINA. Officer in charge, Lieut. Col. William P. Craighill, Corps of Engineers, having under his immediate orders Capt. E. H. Ruffner, Corps of Engi- neers, and Capt. Thomas Turtle, Corps of Engineers, during the year, and Lieut. C. McD. Townsend, Corps of Engineers, since June 10, 1882. 1. Susquehanna River, near Havre de Grace, Maryland.-The first ap- propriation by the United States for this river was made in 1852, and an examination soon after showed that the navigation was obstructed by two shoals between the light-house at Havre de Grace and Spesutie Island, upon which there were, respectively, depths of 5 and 6 feet at mean low-water. The originally adopted project for the improvement was to increase the depth by dredging to 12 feet at mean low-water. This had been done several times, but such an improvement not having been found to be permanent, it was proposed by the officer in charge in 1867 to con- tract the water-way by using a long jetty or deflector, commencing nearly opposite Havre de Grace. This idea was executed in 1868 and 1869 to as great an extent as the limited amount of funds available would allow, and the effect was found to be good. An examination of the river made in August, 1881, showed the effects of the dredging to 12 feet depth at low-water done between September, 1880, and April, 1881, had been obliterated under the action of freshets, ice, and the usual currents of the river and the tides. The subject of the continuance of operations on the river was presented in a special report from the officer in charge, dated January 16, 1882, which was accompanied by estimates for a permanent improvement of the channel to the respective depths of 12 and 15 feet at mean low-water, and for certain work desired by the United States Commissioner of Fisheries. This report may be found printed in Appendix F 28 of this report. By special direction of Congress given in March, 1882, the unexpended balance of the last appropriation of $15,000, made March 3, 1881, was applied to the construction of a channel and " breakwater for the Fish- ing Battery near Havre de Grace." Under this authority the facilities for the catching and hatching of fish were considerably augmented at the station. 128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on the river up to June 30, 1881, was $90,268.31, and up to June 30, 1882, $97,222.46. The act of August 2 is explicit as to the parts of the river where the expenditure of the appropriation of $25,000 is to be made, and these in- structions will be carried into effect. The operations under this appro- priation will be directed to the procurement and maintenance of a channel 12 feet deep at mean low-water, but the work done will also have in view a depth of 15 feet, should it seem expedient in the future to go to that depth. The report of the officer in charge, already referred to, gives alternate estimates for channel of 12 and 15 feet depth. July 1, 1881, amount available .............. _ ............. ............ $7, 121 69 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........ ........... ................. ... 6, 954 15 July 1, 1882, amount available .... _.................................... 167 54 Amount appropriated by act passed August 2, 1882 ...................... 25,000 00 Amount available for fiscal year ending June 30, 1883 ................... 25,167 54 Amount (estimated) required for completion of existing project........... 102,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix G 1.) 2. Northeast River, iMaryland.-No appropriation was asked or made for this river for the fiscal year ending June 30, 1882, and none was re- quired for the year ending June 30, 1883. July 1, 1881, amount available......--.............--------........................ $0 38 July 1, 1882, amount expended during fiscal year, exclusive of outstanding lia- bilities July 1, 1881 ............................ ... ..... .................. 38 (See Appendix G 2.) 3. Elk River, lMaryland.-The first appropriation by the United States for this river was in 1874, previous to which the channel in some places was not over 12 inches deep at low-water, with an average rise of tide of only about 2- feet. In much of the river, however, the depth was great, in some places being not less than 24 feet. The width near the town of Elkton is 100 feet, and for 24 miles below averaged about 200 feet. The width in- creases to three-quarters of a mile at the mouth, which is 16 miles below Elkton. The plan originally adopted for the improvement was the building of a dike 900 feet long on the right bank of the stream, beginning about 1,100 feet below the bridge at the town; a channel was also dredged, 40 feet wide at bottom and 6 feet deep at low-water, from the town to a point about a half mile below; a basin was also excavated near the town to enable steamboats to turn in. The amount expended up to June 30, 1880, was $10,000, with the results stated above. After 1875 no appropriation was made until June, 1880, $10,000, which was followed by another of $5,000 in March, 1881. Both of these were expended in 1881 in carrying to the town of Elkton a channel of 8 feet depth at mean low-water, and 60 feet width, with a turning-basin at the town. Congress having appropriated $6,500 more for this river by the act of August 2, 1882, it will be expended in repairing the old dikes below the town, which are somewhat dilapidated, in removing an old crib-work near Frenchtown, and in dredging in the river below Elkton. July 1, 1881, amount available ......---......-----.----..... -......--..-............$10, 185 51 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .................................................. 10, 185 51 RIVER AND HARBOR IMPROVEMENTS. 129 Amount appropriated by act passed August 2, 1882........ ...... .. $6. 500 00 Amount (estimated) required for completion of existing project ....- .....--. 6, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 6, 500 00 (See Appendix G 3.) 4. Chester River, Maryland, from Spry's Landing to Crumpton.-This portion of Chester River is only 2 miles long. It is on the eastern shore of Maryland, nearly opposite the city of Baltimore. Seven feet of water can be carried at all stages of the tide to Spry's Landing, which is 7 miles above Chestertown, the most important town in that section. From Spry's Landing to Crumpton only 64 feet could be carried at high-water. The range of the tide in that part of the river is about 2 feet. The bridge at Crumpton is somewhat of an obstruction to navigation, the width of the draw being but 374 feet. Above Crumpton the channel is narrow and considerably more shallow than below. A report to Congress relative to this river was made early in the ses- sion of 1880-'81. Estimates were presented for making a channel 8 feet deep at mean low-water, and with widths, respectively, of 100 and 120 feet, which amounted to $11,000 and $13,000. An appropriation of $6,500 was given March 3, 1881. With it a channel was dredged between November, 1881, and the middle of March, 1882, through the shoal above Spry's Landing and the two bars above. The channel was made 70 feet wide and 8 feet deep at mean low-water, the length dredged over being 3,850 feet. Between Spry's and Crumpton the river is of a width varying from 1,600 to 2,000 feet, with a natural 8-foot channel of a width varying from 150 to 300 feet between the bars and shoal, where dredging has been done. The navigation of a dredged channel 70 feet in width is some- what difficult, and it is proposed to apply the next appropriation to widening that channel to 120 feet, as originally proposed. Chester River separates the counties of Kent and Queen Anne, both of which are naturally rich and fruitful, producing large amounts of grain and fruit. The river is the natural route of these products to a market. Its continued improvement, which may be effected with the funds available, will doubtless increase the production of these crops and facilitate their movements. Besides two regular lines of passenger and freight steamers between Baltimore and Crumpton, and several sailing vessels which carry freight, there are other steamers and sailing vessels making occasional trips in busy seasons. July 1, 18n1, amount available...... ......-...... ..... ..... .... ...... $6, 500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----...---.... ..........------- ............---- ....---......------------.....------ 6, 333 16 July 1, 1882, amount available......------......----...... ...... ..--...........---..... 166 84 Amount appropriated by act passed August 2, 182---...-..--.............. 6, 500 00 Amount available for fiscal year ending June 30, 1883 ...........-.... . 6, 666 84 (See Appendix G 4.) 5. Corsica Creek, Maryland.-CorsicaCreek, on the eastern shore of Maryland, enters Chester River about 134 miles from its mouth. The distance from the mouth of the creek to Centreville landing, the head of navigation, is about 5 miles. Town Bar, just inside the mouth of the creek, has on it a depth of nearly 8 feet at mean low-water. There are two other shoals, respect- ively 3 and 34 miles above, and with the exception of these shoals a depth of 8 feet can be carried to within 6,000 feet of Centreville land- ing. There is a good shipping business done to and from the stream. At 9E 130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Centreville landing there are good wharves and several large ware- houses. The town of Centreville, in Queen Anne County, in the midst of a fertile and productive country, is about a mile from the landing. The cost of lighterage of grain and other products is a heavy tax on the community interested in the improvement. To make a channel to the landing 100 feet wide, 8 feet deep at mean low-water, with a turning basin of the same depth, 200 by 300 feet, would require the removal of 110,000 cubic yards of material, at a cost of $30,000. The first appropriation for this locality was made August 2, 1882, $5,000. As but little benefit could be derived from the expenditure of this appropriation unless added to by another, it has been deemed best to defer commencing at this locality, especially as further action by Congress may be expected before the season for active operations in 1883. Amount appropriated by act passed August 2, 1882 .........-.............. $5, 000 00 Amount (estimated) required for completion of existing project ...-........ 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix G 5.) 6. Chester River, at Kent Island Narrows, Maryland.-Nothing has been done at this locality since September, 1877. There is an available balance, but no need exists at present for expending it, and it might properly be covered into the Treasury. July 1, 1881, amount available....-----------------------------------....................................... $2,581 45 July 1, 182, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...-...--------- ------ ------ ------ ------ ..... ------ ------ 81 45 July 1, 1882, amount available----------------............... --- ............... ------------ ---- 2, 500 00 (See Appendix G 6.) 7. Harbor of Quenstown, Maryland.-No appropriation was asked or 'made for this locality for the year ending June 30, 1882, and none is required for the year ending June 30, 1883. (See Appendix G 7.) 8. Improving Harborat Baltimore, Maryland.-By nature the channel of :approach to Baltimore had in. it some places with not more than 16 or 17 feet at mean low-water. This depth was increased at high-water by 18 inches. The commerce of Baltimore was, therefore, of necessity, car- Tied on in vessels of rather small size. The project of improvement at first adopted, and commenced in October, 1853, had for its object to give a channel 22 feet deep at mean low-water, with a width of 150 feet. Little was done before the late war, but afterwards these dimensions were increased, a depth of 24 feet at mean low-water being determined upon, with a width of channel ranging from 250 to 400 feet, This channel was completed in 1874, important changes of position having been given to a portion of it, by which the distance was materially less- ened and the expense of maintenance decreased. The object of this improvement was to permit the approach to Balti- more at mean low-water of vessels drawing from 22- to 23 feet, and at ordinary high-water of vessels drawing 24 or 24) feet. Up to June, 1881, the United States had expended $1,089,112.90, with the results indicated above. The city of Baltimore and the State of Maryland, chiefly the former, had contributed to the same object $584,000. Upon the call of Congress for information as to the cost of RIVER AND HARBOR IMPROVEMENTS. 131 increasing the depth of the channel to 27 feet at mean low-water, a re- port was made in January, 1881. The estimated cost amounted to $1,250,000. Congress sanctioned this step forward in the improvement in express terms in the river and harbor act of March 3, 1881, and appropriated $150,000 for commencing it. Soon thereafter a contract was entered into covering that appropriation and the previously existing balance of $200,000. As great progress as desired has not been made, owing in part to the necessity of building additional large dredges. But it is be- lieved that a more rapid rate will be attained by the contractors now under bonds, and that under new contracts under the new appropria- tion of 1882 the work will be advanced with great speed. The next ap- propriation, if as large as that of 1882, will furnish money enough for the completion of the present project. July 1, 1881, amount available ----------.....................-------.................... $322,717 10 July 1, 1882, amount expended during fiscal year, exclusiveof outstanding liabilities July 1, 1881...--------.. -----------...... $77, 539 32 --........ July 1, 1882, outstanding liabilities...... ........-- ..- ......-. 6, 816 53 - - 84,355 85 July 1, 1882, amount available.----.......--------.. ..------..............---..----------....... 238, 361 25 Amount appropriated by act passed August 2, 1882......-...........-.... 450, 000 00 Amount available for fiscal year ending June 30, 1883.- .. .... - .. ...... 688, 361 25 Amount (estimated) required for completion of existing prbject - ..-.... -- 450, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 450, 000 00 (See Appendix G 8.) 9. Harborof Annapolis, Maryland.--There are two bars, with not more than 18± feet on them at mean low-water, which prevent very large ships from passing into the deeper water (24 feet and more) of the Severn River, just abreast of the Naval Academy. The commerce of Annapolis is small. Its importance arises mainly from its being the seat of the Naval Academy, and from its strategic relations to the capital of the nation. The project adopted for the improvement of the harbor and the entrance to it has been the creation, by dredging, of a channel 24 feet deep at mean low-water, with a minimum width of 150 feet. The rise of the tide is only about 1 foot. The cost of this improvement has been estimated to be $66,000. Two appropriations have been made, one of $5,000, June 14, 1882, the other, also of $5,000, March 3, 1881. As the expenditure of $10,000 would not effect any substantial improvement, it has been decided to await further action of Congress in this case. If any additional appropriation be made, it should be for the balance required to complete the estimate for the channel 150 feet wide, 24 feet deep-$56,000. July 1, 1881, amount available-------------------------------------.......................................... $9,205 98 July 1, 1882, amount available...------..--..---..--...........------.........---------...... 9,205 98 - Amount (estimated) required for completion of existing project...... .... 56, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 . 56, 000 00 (See Appendix G 9.) 10. Choptank River, between Denton and Greensborough, Mar'yland.- This portion of the Choptank River is about 8 miles in length, in Caro- line County, on the eastern shore of Maryland, opposite Annapolis, on the western shore, and midway between Chesapeake and Delaware bays. About 9 or 10 feet of water (except at one point) can be found 132 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. at mean low-water as high as Denton, where the mean rise of tide is about 2 feet. The width at Denton is 200 feet, at Greensborough 160 feet, but is very variable between those two points, being in one place 650 feet. The depth is also very variable. There are stretches with 8, 7, or G feet at low-water, but there are numerous and extensive shoals with but 4, 3, or even 2 feet at mean low-water. There is a bridge at Den- ton, and one 3J or 4 miles below. These have draw, in themu about 50 feet wide. The estimate submitted to Congress at the session of 1879-'80 was for an 8-foot low-water channel, 75 feet wide, $79,000. It was stated, how- ever, that the cost would be much reduced if the depth was kept at 7 feet. Congress appropriated $5,000 June 14, 1880. A re-examination of the river showed that a 6-foot low-water channel, 75 feet wide, from Passapee's Landing to Gary's Wharf, near Greensborough, could be made for $40,000. It was concluded to begin the dredging of such a channel. Propo- sals were called for by advertisement and a contract entered into for the work. Another appropriation of $5,000 was made March 3, 1881, which was also soon put under contract. Both oppropriations were exhausted by November 7, 1881, a channel of 6 feet depth at mean low-water being made available, of a width not less than 60 feet, up to a point within 3 miles of Greensborough. A steamer is now running regularly in this channel to and from Baltimore. If Congress should make another appropriation, it will be expended in continuing the work already begun,, as explained above. True economy in works of this class would induce the appropriation at once of the whole sunm needed, if no other interests had to be con- sidered. Denton has about 500 or 600 inhabitants. Greensborough is a little larger. Both are thriving towns. The articles of shipment by the river are chiefly grain, lumber, and fruit, which occupy two lines of steamers to Baltimore from Denton and some small sailing-vessels. It is expected that the improvement of the river to Greensborough would greatly increase the trade. July 1, 1881, amount available...... ......------------...-------------- ..--...--....--..........--... $9, 668 31 Jnly 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......------...............---------.....------------......-----....------------....... 9,668 31 Amount appropriated by act passed August 2, 1882.. ------------- - . 5, 000 00 Amount (estimated) required for completion of existing project--....-.... 25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix G 10.) 11. Secretary Creek, Maryland.-Nothing was done in this stream in the fiscal year ending June 30, 1882, and no appropriation is required for the year ending June 30, 1883. July 1, 1881, amount available .................----------------------.. ....-......---...---....---.... --- $193 76 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..---------------------------------------------- 193 76 (See Appendix G 11.) 12. Harbor of Cambridge, Maryland.-The town of Cambridge, the county seat of Dorchester County, is situated about 18 miles fromn the mouth of the Choptank River, on the eastern shore of the Chesapeake, about 70 miles from the city of Baltimore. Communication with Balti- more is maintained by two lines of steamboats. The town is also the terminus of the Dorchester and Delaware Railroad, which connects it RIVER AND HARBOR IMPROVEMENTS. 133 with the railroad system of Delaware, and brings it into direct and speedy communication b)y rail with the principal cities of the Middle Atlantic region. The original survey by the Engineer Department was made in Octo- ber, 1870, which showed the harbor and the entrance to it from the Chop- tank River to be very shoal. The citizens of the place had previously endeavored to improve the harbor themselves, but they had not money enough, and what they did amounted to little in the way of permanent improvement. The plan of improvement carried out by the Engineer Department has been to make a channel from the deep water of the Choptank to the railroad wharf in the inner harbor, and to increase the dimensions of that harbor, the outer channel to be not less than 100 feet wide, and the depth of all the dredging to be 8 feet at mean low-water. The plan was completed in March, 1879. The amount expended up to June 30, 1880, was $29,801.90. The last resurvey of the harbor and its approaches was made in M arch, 1880, when their condition was found to be good. The balance of for- mer appropriations, $2,698.10, is held in reserve for expenditure when a necessity therefor may arise. The Choptank is a fine river; 20 feet water can easily be carried for some distance above Cambridge. The town has considerable advantages for ship-building, and has engaged to some extent in that business. The western terminus of a favorable route for the proposed ship-canal between Chesapeake and Delaware bays is on Ferry Creek, a tributary of the Choptank, very near Cambridge. Some of the leading citizens of the town are desirous to have more enlargement of the harbor and its approaches. The necessity for this at the expense of the United States has not yet been made plain. July 1, 1881, amount available ..- . ......................... .... ..-..-.. '2, 698 10 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........ ........ ..... .......--------....... ..-.. --.... 10 40 July 1, 1882, amount available ......-....... .... ......... ........ 2, 687 70 (See Appendix G 12.) 13. Treadhaven Creek, Maryland.-Nothing has been done at this locality in the year ending June 30, 1882. No appropriation is asked for the year ending June 30, 1883. July 1, 1881, amount available ...-- ...... . ... ....... . .......... .... $2, 983 66 July 1, 1882, aliount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------......------......-------......--------....---.........-----.....-----.....---.... 2, 983 66 (See Appendix G 13.) 14. Water passage between Deal's Island and Little Deal'sIsland, Mary- land (Lower Thoroughfare).-These islands are on the eastern side of Chesapeake Bay, quite near the mainland, just off the mouth of Manokin River, and opposite the inside entrance of Holland's Straits. They are nearly opposite, but a little above, the mouth of the Potomac River. The " water passage" between the two islands is called the Lower Thoroughfare, to distinguish it from the Upper Thoroughfare, which separates the upper island from the mainland. Congress directed a survey of the lower passage in June, 1880, which was made in October, 1880. The report is printed in the last Annual Report (see pages 882 and 883). The passage at its western end is about 3,000 feet wide. At the nar- rowest point it is about 600 feet wide. The channel itself is much nar- rower, 131 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The depth at one part of it is for some distance not greater than 2) feet. The Thoroughfare is only navigable for small vessels, which can pass through it upon the higher stages of the tide. It was estimated that to dredge a channel 100 feet wide and 7 feet deep, at mean low-water, from Tangier Sound along by the wharves of Daniel and of Vetra & Son (the only wharves thereabout), with a turn- ing-basin at the upper end, would cost about $10,000; and to give the channel such protection as to make it probably permanent would cost $20,000 more. The first appropriation of $5,000 was made March 3, 1881. With it a channel has been excavated at the western entrance of the Thorough- fare, beginning at the 6-foot curve in Tangier Sound, and proceeding, with a width of 80 feet and a depth of 6 feet at mean low-water, for 2,630 feet to Daniel's Wharf. Opposite the wharf a basin was also ex- cavated of the same depth as the channel, 180 by 200 feet, in horizontal dimensions. This work was commenced in March, 1882, and concluded in May. 1882. The primary object of this improvement, which is to furnish a harbor for the large number of sailing-vessels engaged in dredging for oysters in Tangier Sound, can best be attained, it is now thought, by extending the basin, with a width of 200 feet, to Vetra's Wharf, about 600 feet above its present terminus, at a cost of $5,000. This would make a basin of 160,000 square feet in area, which would be large enough to furnish anchorage for all the vessels that would be likely to seek shelter there, and, being protected on all sides, would be a safe harbor. There is a natural 4-foot channel, from 300 to 400 feet wide, extending up the "Thoroughfare" about 1,200 feet, the entrance to which from Tangier Sound is protected by bars extending from Deal's Island on the north and Little Deal's Island on the south, and it is probable no other pro- tection will be needed, the bottom inside the Thoroughfare being com- posed of material of such tenacity that the dredged channel will main- tain itself. The improvement will also afford safe access to the island for steamboats, which is greatly desired by the people living there. The principal occupation of the people interested in this improvement is taking oysters, which is carried on by quite a number of schooners, sloops, and canoes. Along the west coast of these islands no harbors exist other than the two Thoroughfares mentioned, and these are avail- able only for smaller craft. Larger vessels, such as schooners and sloops, having no protection from westward storms, are frequently beached and sometimes wrecked by sudden gales. July 1, 1881, amount available.... .......... .. ...... ....... ........... $5, 000 04, July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...........................................----------------.... 4,921 08 July 1, 1882, amount available ........... ...... 78 92 (See Appendix G 14.) 15. Upper Thoroughfare between Deal's Island and the Mainland.-A special report on this locality was submitted by the officer in charge, dated January 9, 1882, which may be found in Appendix G 15 to this re- port. This water passage, called the Upper Thorougfare, separates Deal's Island from the mainland of Somerset County, Maryland. What has been supposed to be needed in that vicinity was a harbor of refuge for small vessels, and to provide a place at which steamers could stop and bring the people and their abundant crops from the land and the water into quick communication with the markets of Bal- timore and Philadelphia. RIVER AND HARBOR IMPROVEMENTS. 135 In the river and harbor act of March 3, 1881, Congress made an ap- propriation of $5,000 for the Lower Thoroughfare, which is between Deal's and Little Deal's Island, about 3 miles from the Upper Thorough- fare. This appropriation was expended early in 1882 under a contract made in 1881. The main object was the same as at the Upper Thor- oughfare, the making of a harbor of refuge. An appropriation of $5,000 for the Upper Thoroughfare was made August 2, 1882. At the time of the report of January 9, 1882, and pre- viously (see pages 882, 883, 884, Annual Report of Chief of Engineers for 1881 ), with the information then available, it was thought the Upper Thoroughfare was the best place for the harbor of refuge. Since the work has been actually begun at the Lower, under the directions of Con- gress, the propriety of making another such harbor within 3 miles may be doubted, and it has been deemed better, especially as the sea- son was so far advanced at the time of the adjournmeut of Congress, to defer operations at the Upper Thoroughfare until experience with the harbor at the Lower may be gained, and some additional informa- tion may also be obtained as to the best location and shape to be given to the harbor proposed at the Upper, should one be made there. Amount appropriated by act passed August 2, 1882 -..........----. . - -..........--- $5, 000 00 Amount (estimated) required for completion of existing project- - -...- ........ -- 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix G 15.) 16. Broad Creek, Delaware,from its mouth to Laurel.-The headwaters of this creek are near the Cypress Swamp, in Southern Delaware. It has a westerly course from Laurel, emptying into the Nanticoke about 5 miles above the forks and about 6 miles below Seaford, Del. The distance from Laurel, the head of tide- water, to the mouth of the creek is about 7 miles. From the mouth of the reek to Portsville, a landing about 4 miles below Laurel, there are not less than 10 feet at mean low-water, and the rise of tide is about 3 feet. This depth is somewhat more than can be carried up the Nanticoke to the mouth of the creek. There is one point on the Nanticoke below where there are but 8) or 9 feet at low-water. There is but one other landing of any importance on the creek, Louis- ville, which is about a mile above Portsville. Louisville is the present head of navigation for vessels of any size; it is a small town of about 300 inhabitants; its principal business is repairing and fitting out ves- sels owned on and trading from the creek. Portsville is a small village with less than 100 inhabitants. Broad Creek is crossed at Laurel by the railroad bridge, an ordinary trestle bridge without a draw, but with a span of 35 feet for the passage of lighters and small boats, having a clear height of 18 feet above the water. The county bridge, 1,600 feet above the railroad, is also a trestle bridge without a draw. There are no other bridges on the stream below Laurel. From Portsville to about 1 mile above Louisville there is an available depth of 7 feet at mean. low-water, the channel in some places being not over 50 feet wide. In this portion the width of the creek varies from 150 to 275 feet, but there are several sharp changes of direction which are unfavorable for free navigation. The remainder of the creek, so far up as Laurel, is very shoal, the depth decreasing rapidly to 3, 2, 1, and feet, and even less. It was, estimated by the officer in charge of the work that $46,500 would be required for dredging alone to make a channel 7 feet deep at mean low-water and 60 feet wide, and this should be increased to $60,000, 136 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. if contraction of the water-way were attempted by wing-dams and train- ing walls. The sum of $5,000 having been appropriated June 14, 1880, it was decided to excavate a channel 20 feet wide, 4 feet deep at mean low-water, extending from the railroad bridge at Laurel to a point below Big Mills, a distance of 5,373 feet, following the south side of the pro- posed deeper channel. The work was advertised, but the bids received were too high, and were rejected. The work was again advertised, with the same result. A new appropriation of $10,000 was granted March 3, 1881. More money being thus available, it was decided to attempt to excavate a channel 32 feet wide, 6 feet deep at mean low-water, from the bridge at Laurel, following the south side of the proposed channel for 6,500 feet. This work having been placed unider contract was begun in October, 1881. Up to the end of June, 1882, one cut through had been made by the dredge, the, excavated material being deposited on the side of the channel, where it is not likely to be carried back into it, and the bank formed serves to contract the water-way and locate the flow in a better place. Work will continue in giving the additional width of 12 feet. The contract time expires with September, 1882. Any additional ap- propriation would be applied to giving still greater width and depth to the channel in accordance with the original project. The trade of the town of Laurel appears to be increasing, and this is by many attributed to the increased facilities for shipments at reduced rates given by the improvement. The citizens of the town are consid- ering the question of extending at their own expense above the railroad bridge the channel made to that point by the United States: A steamer has been put on the river to run as high up as Louisville, of which the route will be extended to Laurel as soon as the work now in progress is completed. July 1, 1881, amount available---..--------------------------------.. --.. . $14, 910 42 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ... ------------ ---- ---- ---. $8, 028 44 ----- July 1, 1882, outstanding liabilities ----...------..--- ------................ 711 81 8,740 25 July 1, 1882, amount available-------------------------..............----------....---...................... 6,170 17 Amount appropriated by act passed August 2, 188.2 .....----..-........... 5000 00 Amount available for fiscal year ending June 30, 1883 .... ...... .... .... .. 11, 170 17 Amount that can be profitably expended in fiscal Near Amount (estimated) required for completion of existing project ........... ending June 30, 1884. 40, 000 00 20, 000 00 (See Appendix G 16.) 17. Wicomico River, Maryland.-The natural channel of this river, for some distance below the town of Salisbury, was quite crooked and narrow, and at the shoalest places did not afford more than a few inches of water at low-tide. Much injury had also been done by the saw-mills pouring their dust into it. A considerable portion of the shoals was found to be composed of water-soaked sawdust mixed with mud and sand. It should be stated here that this supply of sawdust to the river has, for several years, been entirely cut off. The project for improving this river was adopted in 1871, and had in view giving a depth of 7 feet at mean low-water in a channel about 70 feet wide for a distance of about 2 miles below the bridge at Salisbury. The project also included some dikes for the contraction of the water- way and as a place behind which to deposit material dredged fromn the channel. At'the end of June, 1881, the amiount expended had been $37,965.21, RIVER AND HARBOR IMPROVEMENTS. 137 and a channel 65 feet in width, 7 feet deep at mean low-water, had been carried to the bridge. A good turning-basin had also been exca- vated near the town in both forks of the river. The last appropriation of $2,000 was made March 3, 1881. There has been expended in the year ending June 30, 1882, the sum of $528.71. The only work done in the same year has been a little dredging to widen the channel near the town for the accommodation of the decidedly increased trade which has resulted from the improvement previously accomplished by the United States. Congress having directed, in the act of August 2, 1882, that an ex- amination be made of the Wicomico River from its mouth to Salisbury, and a survey thereafter if deemed necessary, the instructions will be duly carried into effect and the results reported. July 1, 1881, amount available ----------------------------- 2,037 12 ,------ July 1, 1882, amount expended during fiscal year, exclusive of outstanding ................................................. liabilities July 1, 1881------------------------------------ 528 71 July 1, 1882, amount available............-----..........-----------------------1,508 41 (See Appendix G 17.) 18. Pokomoke River, Maryland.-No appropriation was asked or made for this work for the fiscal year ending June 30, 1882. Congress having directed, in the act of August 2, 1882, that an ex- amination be made of this river, with a view to a cut-off in the bend just below Snow Hill, and a survey thereafter if deemed necessary, the instructions will be duly carried into effect and the result reported. (See Appendix G 18.) 19. Onancock Harbor Virginia.-No appropriation was asked or made for this place for the fiscal year ending June 30, 1882, and none is re- quired for the year ending June 30, 1883. July 1, 1881, amount available..............-............................. $_444 23 July 1, 1882, amount expended during fiscal year, exclusive of outstanding .............-- liabilities July 1, 1881-------- ------ ----------..... ---..------------....................--...--.... 444 23 (See Appendix G 19.) 20. James River, Virginia.-Previo..s to 1870 the first 4 miles below Richmond were shallow except in short reaches, the general depth being 8 feet in channel at low-tide. The reef at Rocketts and the sand-shoal known as Richmond Bar had but 7 feet. Warwick Bar, 5 miles below the city, had 13 feet. The channel below Richmond was tortuous and obstructed with a large number of rocks, mostly bowlders, besides the ledges at Rocketts and Goode's. Many vessels, sunk during the war of 1861-'65, especially at Drewry's Bluff, were very serious obstructions. The Dutch Gap Cut-off, which now saves 5) miles of difficult naviga- tion, was not open. After the flood of 1870 but little over 61 feet could be carried over Richmond Bar at low-tide. The original project for iml)rovement was for eighteen feet at high- tide, with a channel width of 180 feet from the Richmond Dock to be- low Harrison's Bar. The mean rise and fall of tide is about 31 feet, and the excavations in rock were to be carried to 15 feet at low-water. In removing sand-shoals, where the operation is aided by wing-dams, the intention has been to so contract that the scour would produce a chan- nel of the same depth. The only intentional change in plan has been to make the channel below Warwick Bar, 5 miles below Richmond, 200 feet by 18 at low-tide instead of high-tide. The amount expended by the United States to June 30, 1881, was $498,531.93, and by the city of Richmond $383,011. At that date, at 138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. high-water of spring tides, the channel afforded the following depths: 20 feet from the sea to City Point, 19 feet thence to Warwick Bar, and of 17 feet from the latter point to wharves at Rocketts, though the depths at ordinary high-water were less. The method of improvement from the beginning, which has been adhered to, has consisted mainly in removing the sand and mud bars by dredging and contracting the width of the river adjacent by wing-dams and training-walls for the maintenance of the depth, and in removing bowlders and rock in beds by drilling and blasting. Under the pressure of the demands of com- merce for immediate results much money has been spent on this and other rivers in quickly giving depth and width of channel by dredging when it was well foreseen that permanence could only ,e expected through the aid of contracting works, for which there had been not suf- ficient funds available. Thus the same bars have been dredged over and over again. The amount expended in the year ending June 30, 1882, by the United States has been $87,106.25, and by the city of Richmond about $4,500. The results of the year's work have been to extend the depth of 20 feet at high-tide inward from City Point to Kingsland Reach, and to widen and deepen the channel in those portions near the city, where the work- ing is the most difficult. The removal of a few lumps will provide a practicable channel through the rock cuttings, with 18 feet at ordinary high-tide. To make this depth continuous in from the sea additional works are yet required at Warwick Bar, Randolph Flats, Goode's Rocks, and at Drewry's Island. From the data furnished by recent surveys, taken in connection with previous experience and estimates, the cost of completing the present project is $525,000. Of this amount $150,000 could be profitably ex- pended in the fiscal year ending June 30, 1884. 'This sum, or so much thereof as may be appropriated, should be applied to widening and deepening the channel in the hard material near Richmond, in the further improvement below to include Kingsiand Reach, and to the maintenance of the depths now obtained. The permanence of the improvement through shoals of alluvium can only be maintained by permanently contracting the river at these points. The contraction has heretofore been made for the most part with timber structures, which are not permanent. These structures are being re- vetted with material dredged from the river, much of which is suitable for that purpose and permanent, but a larger amount than is likely to come from the river under the present scheme will be required to per- manently protect the wing-dams already built. As directed by Congress, a survey was made to determine the practi- cability and cost of procuring a channel 25 feet deep at full tide from Richmond to the mouth of the river. A report was rendered and printed as Senate Executive Document No. 147, Forty-seventh Congress, first session. and is appended hereto in Appendix G 20. This survey dem- onstrated the practicability of the project, and from the data obtained the cost thereof was estimated at $4,500,000, the width in artificial channels from the sea to City Point being 400 feet, from City Point to Drewry's Bluff 300 feet, and from Drewry's Bluff to Richmond 200 feet. Estimates were made for two other projects, denominated in the report secondproject and thirdproject. that for the second project being $2,100,000, and that for the third project being $2,500,000. In the report these pro- jects are fully described. If this fuirther deepening be undertaken the lines of contraction should be brought nearer together, and the permanent work on any training- RIVER AND HARBOR IMPROVEMENTS. 139 walls parallel to the current built under the present plan would in great measure be lost. It may also be that the repairs to timber dikes from time to time may be less than the interest on permanent work. July 1, 1881, amount available.......................................... $91,468 07 July 1, 1862, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. ............. __ ........................ .. .... 87, 106 25 July 1, 1882, amount available . ... __...... ......- ...... .. ........ ....... 4.361 82 Amount appropriated by act passed August 2, 1882 ......---..---....--....... 75, 000 00 Amount available for fiscal year ending June 30, 1883.-... --............ 79, 361 82 Amount (estimated) required for completion of existing project .......... 525, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 150, 000 00 (See Appendix G 20.) 21. Appomattox River, Virginia.-At the chose of the war the navi- gation of this river was in such a condition that the depth of water on more than one of the shoals did not exceed 64 feet at high-tide, and this depth was diminished by 3 feet at low-tide. The plan of improve- ment adopted in 1870 was to attain a depth of 12 feet at high-water, with as much width of channel as the river would bear. The channel from Petersburg to the deep water below is naturally divided into three parts. In the lowest division, called the South Chan- nel, which is a natural channel, nothing has been as yet done but to dredge. A channel was cut previous to 1873, with a width of 60 feet at bottom, which has continued to stand remarkably well, though there has been some deposition in it. Some further dredging is now needed for it, and to maintain the channel thereafter some supplementary works are required. The next- division above the South Channel, called the Puddledock Channel, is altogether an artificial cut through a swamp. In 1876 this cut had been made 100 feet wide, with embankments on the sides planted with willows. At the head of this cut the river was turned entirely from the original channel and passed through the new cut. In the year just closed this cut has been somewhat widened on the high-water level, and its capacity for freshet discharge thus increased. The division of the channel from the Puddledock Cut to the city is called the Petersburg Channel. It has been for several years in pro- cess of improvement by the use of wing-dams and training-walls, the channel to be about 100 feet in width. The system is yet incomplete. Dredging to a small extent has been done in this channel, and also in the harbor of Petersburg, which is but the portion of the river in front of the city. During the year a pile-driver and tow-boat have also been built and some repairs made to the timber-dams and training-walls. The amount expended in the year ending June 30, 1882, has been $19,040.73. The total amount expended by the United States in the execution of the adopted project has been $321,239.13. The depth of 12 feet at high-tide has been very generally maintained in the river, notwithstanding the incomplete condition of the works and the unusual duration of the freshets of the past winter and spring. With sufficient appropriation to finish the system and make it perma- nent, there need be no doubt of entire success. The appropriation of $35,000 made by the act of August 2, 1882, will be applied towards the completion of the works necessary. to obtain and to maintain a depth of 12 feet in the channel. 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available-----.--..............-----------------..------...........------..... $20,301 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--......... ----------------------- -19, 449 19 July 1, 1882, amount available.... __....--.............. --...----..----....--....-----..--.. 852 41 Amount appropriated by act passed August 2, 1882..........-.... ...... 35, 000 00 Amount available for fiscal year ending June 30, 1883 ........... ........ 35, 52 41 Amount (estimated) required for completion of existing project.--....... 97, 000 00 Amount that can be profitably expended in fiscal year einding June 30, 1884. 97, 000 00 (See Appendix G 21.) 22. Shenandoah River, West Virginia.-Nothinghas been done on this river since the last Annual Report. Two appropriations have been made, one of $15,000, June 14, 1880, and one of $2,500, March 3, 1881. The last had a proviso that neither should be expended " until any corporate rights or franchises that may exist on said river shall have been relin- quished to the United States to the satisfaction of the Secretary of War." Such relinquishment has not yet been made. July 1, 1881, amount available.....--------------....--.....---......---- ---........----....----........ $17,312 20 July 1, 1882, amount available ............................. .... --...... 17,312 20 Amount (estimated) required for completion of existing project...... .... 7, 500 00 (See Appendix G 22.) 23. New River, from the mouth of Wilson, in Grayson County, Virginia, to mouth of Greenbrier,in West Virginia.-From the mouth of Wilson, in Grayson County, Virginia, to steamboat lauding at Hinton, Summers County, West Virginia, 1 miles below the mouth of Greenbrier River, is 191, miles. The appropriations have been made in such a manner as to divide this portion of the river into three sections, as follows: Miles. Upper or Lead Mines....--------- ....-------......--.....................-----------------.........------------.......... 62 Middle or New River Bridge................................................ .. 43 Lower or Greenbrier -......-.-----.--------------------------------------- 86t Throughout this distance the navigable channel originally consisted of natural chutes, through the ledges and shoals, of varying widths, rarely over 1 foot in depth, in some places so tortuous as to render nav- igation extremely difficult and dangerous. * The original project adopted for the improvement of these natural channels was to widen them to 30 or 50 feet, as might be required, and deepen them to 2 feet, and straighten such as needed it. This was for keel-boat navigation, the improvement, however, to be made in such a manner as to aid the work should a greater depth and width be required in the future. A small steamboat, draught 12 inches, when light, having been built at Hinton in the fall of 1878, rendered it necessary to make the chan- nel, in that section, 50 feet wide at all points, and in many from 75 feet to 100 feet, the depth of 2 feet being retained. This steamboat was not adapted in dimensions and power to the navigation of the river, and has been withdrawn. The original plan of improvement has been adhered to, except that the width of channels on the middle and upper divisions has been re- duced to 20 feet, and on the former to 10 feet for 71 miles, to allow iron to be shipped from the furnaces above. June 30, 1881, there was a channel from Hinton to Harvey's Ledge, 17j miles, 50 feet wide and 2 feet deep; at the close of the work in 1881, this channel had reached a point 26 miles above Hlinton. RIVER AND HARBOR IMPROVEMENTS. 141 At the end of the same fiscal year there was a channel trom New River Bridge to Peak's Creek, 12 miles, 2 feet deep and 30 feet wide; at the close of the season this was extended to a point 22 miles above New River Bridge. At the end of the same fiscal year there was nothing done above the Lead Mines, but at the close of the working season of 1881 a channel 2 feet deep and 20 feet wide was made to a point 5} miles above the mines. Below is shown the miles of river improved from the commencement of the work to close of 1881, since which time little has been done up to June 30, 1882, on account of high river and coldness of the water in which the men mdst stand to work: 1881. Previous. Total. Miles. Miles. Miles. Greenbrier division --------------------.. .. .. --------------------------- 9 1.72 264 New River Bridge division.....----------------------------------------. 10 12 22 ..-..........----........-- Lead Mines division ........................--------. 5 5--------............--- Total ...........------------------------....---------------------------.......... 24 29 53. On the lower division there are 13 keel-boats and a small side-wheel steamboat, 75 feet long, 10 feet wide, and 3 feet deep, with another 100 feet long and 15 feet wide being built. Four of the keel-boats run up to Shumnate's Falls, 28 miles, carrying supplies to the New and East River railroads. On the middle division there are eight keel-boats, and parties are about to build a small tug-boat and a light draught steamboat to carry ores down to New River Bridge. On the upper division there are no boats, as the improvement is not yet carried far enough. The tables attached to the report of the superintending 'engineer show that of the freight shipped from the stations on the Chesapeake and Ohio Railway, which are outlets to the river on the lower division, 70 per cent. is from New River, an increase over 1880 of 36j per cent. The shipments from the various stations on the Norfolk and Western Railroad show an increase of 33 per cent. over last year. The naviga- tion of the river not being continuous as yet, it is practically a feeder to the several railroads which cross it and run along portions of it. It has also been of much use in carrying materials and supplies to the railroads while in process of construction near it. While the freighting on the river has increased, the excessive drought of 1881 diminished greatly the amounts of agricultural products to be carried. It is probable that when the river is fully improved boats will transport one-third of all such products and seven-eighths of those of the mines, exclusive of coal. Operations had been suspended in July for want of funds, but were resumed about the middle of August on the portions of the river within reach of the Chesapeake and Ohio and the Norfolk and Western rail- roads. The upper section of the river, above the Lead Mines, in Wythe County, being separated from the remainder of the river by Foster's Falls, which are not passable, it has not been deemed expedient to ex- pend the money applicable thereto at this time. July 1, 1881, amount available...... ---------- .....- -----..... -----.... .....------ $31,904 17 ......-----......---- July 1, 1862, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....------------------------------------------.......... 28,398 07 July 1, 1882, amount available----..----- -...... 3,506 10 -...----....--................---....... Amount appropriated by act passed August 2, 1882 .................... 12, 000 00 Amount available for fiscal year ending June 30, 1883 15,506 10 -................ 142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project.........- -- - -- . 169, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix G 23.) 24. Great Kanawha River, West Virginia.-This river flows through a fertile and picturesque region, filled also with mineral wealth, espe- cially coal and salt. It was by nature divided into a number of pools, some of considerable length and depth, separated by shoals of gravel and coarse sand, which were the principal obstructions to navi- gation in low-water, there being often on them at such seasons but a few inches of water. In some of the pools were found shallow places also obstructing navigation. There were also snags and loose rock in the channel. The navigation above Charleston was more obstructed than below. Above, it was almost suspended in summer. The coal and salt were generally sent out on rises, which enabled the boats to pass safely over the obstructions, which otherwise would stop their movements entirely. The use of the river for the movement of these valuable products was therefore unsatisfactory and intermittent. By the agency and superintendence of a Board acting under the authority of the State, first of Virginia and then of West Virginia, considerable im- provement in the river was from time to time effected, tolls being charged on the commerce for payment of expenses. The object of the improvement begun several years ago by the United States was to give a constant navigable depth of at least 6 feet through- out the whole length of the Kanawha to its mouth at the Ohio River, to be accomplished by large locks and dams. Those already built have been 350 by 50 feet. The peculiarity of most of the dams is that they can be lowered when the stage of water in the river will suffice over the shoals. This gives them the name of " movable dams," and enables an open river to be had when the water is high enough. The dams above Paint Creek, including that one which is No. 3 in the series, reckoning downstream, are fixed, as the declivity of the river is too great to permit the advantageous use of the movable system in that section. Up to June 30, 1881, the amount expended had been $1,021,381.76. At that date lock 3 was essentially completed, and dam 3 (fixed) well advanced, this site being near Paint Creek, 214 miles above Charleston Ferry. Locks and dams 4 and 5 (movable), respectively 94 and 154 miles above Charleston Ferry, were finished and in successful operation. Lock 6, 4 miles below Charleston Ferry, was under contract and begun. Site 7, 14 miles below Charleston Ferry, had been procured by the United States. The amount expended in the year ending June 30, 1882, was $185,- 408.28, which has been applied to the completion of dam 3, making fair progress on lock 6, operating locks and dams 4 and 5, with other inci- dental expenses, the details of which will appear from the report in the Appendix of the officer in charge of the work. It is expected to acquire site 2 as soon as practicable, and to commence the lock there, while completing lock 6, and arranging for beginning dams 2 and 6 (the for- mer fixed and the latter movable), or to commence lock 7. The State of West Virginia, through its legislative and executive authorities, having offered to turn over to the United States condition- ally the full control of the Great Kanawha River, the honorable Secre- tary of War, for reasons stated by him, declined to accept the offer. RIVER AND HARBOR IMPROVEMENTS. 143 July 1, 1881, amount available......--.... - ......----....--........ --- .... - $320, 618 24 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -.....-.. - ...-. $179, 914 90 July 1, 1882, outstanding liabilities--..---.-.--.----- . 5, 493 38 185, 408 28 ..---- July 1, 1882, amount available----- -.... ........--------... - ---....--- ..-- ... .. 135, 209 96 Amount appropriated by act passed August 2, 1882. -...----..---- 200, 000 00 Amount available for fiscal year ending June 30, 1883.................. 335, 209 96 Amount (estimated) required for completion of existing project.. ...... 2, 050, 000 00 Amount that can be profitably expended in fiscal year ending June30, 1884. 350, 000 00 (See Appendix G 24.) 25. Elk River, West Virginia.-The season of work on this river is necessarily short, being confined to the season of low-water. Operations were begun early in May, 1881, and suspended at the end of October, and had not been resumed in 1882 before the end of the fiscal year because of the smallness of the available balance. The character of the work was of the same kind as specified in previous reports and has continued beneficial. On account of the season for operation having nearly passed at the time of the passage of the river and harbor act of August 2, 1882, as well as owing to the dilapidated condition of the lock and dam built near Charleston by charter from the State, which at this time forms a serious and hurtful obstruction to the navigation, the officer in charge has recommended the suspension of work for the present with the hope that the companies owning these works will furnish reliet to navigation. July 1, 1881, amount available. -... ..-.......---..- -....--. $8, 106 98 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..--...--....------...-..--...---...---...--....--......--.... 7, 133 08 July 1, 1882, amount available --..-- ...........-- ......---------------............---- ---.... 973 90 Amount appropriated by act passed August 2, 1882--...............-...... 2, 000 00 - Amount available for fiscal year ending June 30, 1883..--...-............--.. .. 2, 973 90 (See Appendix G 25.) 26. Cape Fear River, North Carolina.-A detailed account of the his- tory of this improvement for many years past and of the condition of the navigation up to June 30, 1881, was given in the last Annual Report; see page 148 of Part 1. Up to that date the amount expended on the work had been $1,131,949.68. The depth on the bar of the Baldhead Channel was 14 feet at mean low-water. The least depth on the Horse- shoe Shoal was 11 feet, and thence to Wilmington the least depth was 12 feet, but the channel was in a few places quite narrow. Vessels drawing 141 feet of water could at ordinary spring tides be carried from Wilmington to Smithville, and 18 feet draught thence to the ocean. The amount expended in the year ending June 30, 1882, has been $82,519.58, which has been chiefly applied to dredging to a depth of 16 feet at mean low-water. The early completion of such a channel from Smithville Harbor to Wilmington is highly important for the interests of commerce and navigation. The commerce of the port seems to be steadily increasing. The collector states that the amount of revenue for the fiscal year just ended was 30 per cent. greater than for the pre- vious year, and that in turn had been 25 per cent. greater than for the preceding one. The indications are excellent for a successful termina- tion of this interesting and important work at no distant day. The appropriation of 1882 will be chiefly expended in continuing the 144 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dredging of the channel above Federal Point to a depth of 16 feet at mean low-water. July 1, 1881, amount available ......................................... $145,550 32 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. .. .... ...... $78, 607 82 July 1, 1882, outstanding tiabilities....--__..............----- ........ 3,911 76 82, 519 58 July 1, 1882, amount available .-----................. . ......... ...... 63,030 74 Amount appropriated by act passed August 2, 1882 .-...-........ .... . 225, 000 00 Amount available for fiscal year ending June 30, 183-----.............. .... 288, 030 74 Amount (estimated) required for completion of existing project .. ...- . 287, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 287, 000 00 (See Appendix G 26.) EXAMINATION AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of M arch 3, 1881, Lieutenant Colonel Craighill was charged with and completed the following, which were transmitted to Congress and printed in Senate Ex, Doc. 68, Forty-seventh Congress, first session: 1. The channel of Broad G Creek, on the west side of Kent Island, Mary- land. (See Appendix G 27.) 2. Corsica Creek, Maryland. (See Appendix G 5.) 3. Upper Thoroughfare leading into Tangier Sound, Deal's 1sland, and Rock Creek, Maryland. (See Appendix G 15.) 4. Skipton Creek, Maryland. (See Appendix G 28.) 5. Bush River, Maryland, from Harford Furnace to Chesapeake Bay. (See Appendix G 29.) And also printed as Senate Ex. Doe. 147, Forty-seventh Congress, first session. 6. Furthersurvey of James River, Virginia, for the purpose of ascertain- ing the practicability and cost of procuringa channel of 25 feet at full tide from Richmond to the mouth of the river. (See Appendix G 20.) And to comply with one of the provisions of the sundry civil act of March 3, 1881. 7. Additional surveys across the peninsula of Maryland and Delawareto connect by canal the waters of the Delaware and Chesapeake bays. Trans- mitted to Congress and printed as Senate Ex. Doc. 99, Forty-seventh Congress, first session. (See also Appendix G 30.) The act of August 2, 1882, contained also the following clause: That the sum of $10,000, or so much thereof as may be necessary, be, and the same is hereby, appropriated to be expended under the direction of the Secretary of War, in completing the surveys of a ship-canal to connect the Chesapeake and Delaware bays; and the Secretary of War is hereby directed to report to Congress which of the various routes surveyed will afford the greatest protection in case of war, and the great- est facilities to commerce by cheapening the cost of transportation from the city of Baltimore to the Atlantic Ocean, together with the cost of said improvement and its approaches, and the annual cost of maintaining and operating said canal when con- structed: Provided, That nothing herein shall be construed to commit the govern- ment to proceed with the construction of the said improvement. A further report on this subject will be made before or soon after the meeting of Congress in December. RIVER AND HAhBOR IMPROVEMENTS. 145 IMPROVEMENT OF THE HARBORS AT WASHINGTON AND GEORGETOWN, DISTRICT OF COLUMBIA; AND AT BRETON BAY AND SAINT JEROME'S CREEK, MARYLAND; OF THE CHANNEL AT MOUNT VERNON, VIRGINIA; OF RAPPAHANNOCK RIVER ; OF TRIBUTARIES OF THE LOWER POTO- MAC, AND OF CERTAIN RIVERS' IN VIRGINIA AND NORTH CAROLINA. Engineer in charge, Mr. S. T. Abert, United States Civil Engineer. 1. Harbors at Washington and Georgetown, Districtof Columbia.-The operations for the improvement of these harbors, commenced in 1871, have been directed to securing and maintaining a navigable channel from Easby's Point, in the city of Washington, to Giesborough Point, the lower limit of the harbor, 200 feet wide and 16 feet deep at low- water; to the removal of rocks in Georgetown Harbor, and to secur- ing a channel along the Washington wharves of sufficient dimensions for the requirements of commerce and navigation. Previous to the com- mencement of dredging operations, in 1871, the least depth in the George- town Channel over the bar above the Long Bridge was 10 feet at low- water. The amount expended to June 30, 1881, was $171,140.80, and during the fiscal year ending June 30, 1882, the amount expended was $63,223.26, making a total of $234,364.06. These expenditures have resulted in se- curing- 1. A channel through the bar above the Long Bridge, 200 feet wide and 15 feet deep, which was completed in December, 1871. 2. A redredging of the same channel, which in three years had filled in to a depth of 10 feet, 200 feet wide and from 15 to 16 feet deep, com- pleted in April, 1875. 3. A channel through the bar near Giesborough Point, 200 feet wide and from 15 to 16 feet deep, completed in June, 1875. 4. The removal of portions of three rocks in Georgetown Harbor, com- prising 522 cubic yards, completed August 15, 1876. 5. A second redredging of the channel through the bar above the Long Bridge, which had again filled in to a depth of about 10 feet, 200 feet wide and 16 feet deep, completed in April, 1880. 6. A channel along the Washington wharves, 200 feet wide and 12 feet deep, of which 75 feet in width was afterwards deepened to 15 feet, completed in May, 1880. 7. A redredging of the channel along the Washington wharves to a depth of from 15 to 16 feet at low-water, and to a width of 190 feet along the immediate wharf-front, and a width of 150 feet'in front of the Arsenal Grounds. This work was commenced December 5, 1881, and completed June 1, 1882. The appropriation of March 3, 1879, for the Georgetown Channel, amounting to $30,000, had been reserved until this channel should re- quire redredging. The depth over the bar above the Long Bridge hav- ing decreased by deposits from freshets, and the coal trade of George- town having brought into use vessels of greater draught, this appropria- tion, together with amounts previously reserved for Georgetown Har- bor and Channel, have been applied to the above-named work, and at the close of the fiscal year ending July 30, 1882, dredging in Georgetown Channel, above the Long Bridge, was in progress. The engineer in charge recommends an appropriation of $50,000 for continuing the removal of rocks in Georgetown Harbor and at the out- let lock and inclined plane of the Chesapeake and Ohio (anal above Georgetown, and an appropriation of $800,000 for continuing the im- provement of the harbors of Washington and Georgetown as a part of 10 E 146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the plan for the general improvement of these harbors recommended by the Board of Engineers of February, 1882. July 1, 1881, amount available----------...... ....------------....-----....-----...... $120, 798 01 --........... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... .... ... _. ... .. $63, 152 96 July 1, 1882, outstanding liabilities ____..._...... ... ...__.... 23 46 63, 176. 42 July 1, 1882, amount available.------------....................-------------------......----..---....... 57,621 59 Amount appropriated by act passed August 2 1882............ .......... 400, 000 00 Amount available for fiscal year ending June 30, 1883_ ... .......... _ _. 457, 621 59 Amount (estimated) required for completion of existing project---........ 2, 100, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884 800, 000 00 (See Appendix H 1.) 2. Channel at Mount Vernon, Virginia.-Previous to the commence- ment of this improvement, there was a depth of but 4 feet at low-water over the wide flat between the wharf at Mount Vernon and the main channel of the Potomac River. The present project for the improvement of this channel was adopted in 1879, the object being to excavate a channel from deep water at Mount Vernon 150 feet wide, and from 6 to 7 feet deep at low-water, with a turning basin at the wharf. The amount expended thereon to June 30, 1881, was $6,993. During the fiscal year ending June 30, 1882, $1,449.68 had been expended, mak- ing a total of $8,442.68, which has resulted in securing a channel 145 feet wide, with a depth varying from 7 to 9 feet, from the Potomac Chan- nel to the wharf, and a circular turning hasin at the wharf, of the same depth and with a radius of 150 feet. The appropriation of $5,500 asked for is to be applied to widening the channel and enlarging the turning basin, and will complete the proposed plan of improvement. July 1,1881, amount available-------------------------------------- ........................................... $1,500 52 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..--.----..--........-------..-...--.--........- ----........---.---...---.-..------. 1,443 38 July 1, 1882, amount available ...------..------.........------... -............. 57 14 Amount (estimated) required for completion of existing project ........... 5, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 500 00 (See Appendix H 2.) 3. Neabsco Creek, Virginia.-The obstruction to navigation in this stream consisted of a wide flat at the mouth, about 1J miles in length, over which but 24 feet could be carried at low-water, and several short bars in the upper part of the creek, where the channel is narrow and tortuous. The present project for the improvement was adopted in 1881, and contemplated the excavation of a channel through the bars 100 feet wide and 7 feet deep at low-water from the Potomac River to Atkinson's Up- per Landing (including a channel to Atkinson's Lower Landing and Willis's Wharf), a distance of about 14,800 feet. The river and harbor act of March 3, 1881, appropriated $5,000 for the improvement. The amount expended to the close of the fiscal year ending June 30, 1882, was $4,711.33, and had resulted in securing a channel 50 feet wide and from 4 to 5 feet deep at low-water from the Potomac River to a point 1,800 feet above 'Willis's Wharf, where the RIVER AND HARBOR IMPROVEMENTS. 147 creek is narrow and has a sufficient depth, although other bars still ex- ist above this point. For continuing the improvement an appropriation of $20,000 is rec- ommended for the year ending June 30, 1884. July 1, 1881, amount available..--.........................------------------------------..........--. $4, 988 37 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-............ ............................ --- ......... 4, 701 70 July 1, 1882, amount available-...................-...-.................. 86 67 Amount (estimated) required for completion of existing project---------- ........... 51, 000 00 Amount that can be profitably expended in fiscal year ending June 20, 1884. 20, 000 00 (See Appendix H 3.) 4. Breton Bay, Leonardtown, Maryland.-The harbor of Leonardtown, at the upper end of Breton Bay, prior to the commencement of the present improvement, had a least depth of only 5 feet at low-water, which was insufficient for the passage of steamers to and from the Leonardtown Wharf. The present project for the improvement was adopted in 1878, the ob- ject being to excavate a channel 150 feet wide and 9 feet deep between the 9-foot curve in the bay and Leonardtown Wharf. The amount expended to June 30, 1881, was $11,984.84. During the fiscal year ending June 30, 1882, $3,011.21 have been expended, making a total to June 30,1882, of $14,996.05. These expenditures have resulted in securing a channel 115 feet wide for a distance of 2,700 feet, and 40 feet wide for a distance of 400 feet, and a basin at the wharf 650 feet long and 375 feet wide, all to a depth of 9 feet at low-water. The work of the past fiscal year, under the small appropriation of $3,000 made March 3, 1881, was necessarily limited to enlarging the turning-basin, which was then the most urgent work. The appropriation of $10,000 asked for will complete this improve- ment, and will be applied to widening the channel and extending it to the required depth of 9 feet in the bay. July 1, 1881, amount available..----..........--.------.-----.................------------...... $3,015 16 July 1, 1882, amount expended (luring fiscal year, exclusive of outstanding liabilities July 1, 1881 .. --.................... ...... ................ 3,011 21 July 1, 1882, amount available.------------------------------------------3 95 Amount appropriated by act passed August 2, 1882.......... .-.......... .. 5, 000 00 Amount available for fiscal year ending June 30, 1883..----...- - -.... .. 5,003 95 Amount (estimated) required for completion of existing project..........-----. 10, 000 00 Amount that can be profitably expended in fiscal yearending June 30, 1884. 10, 000 00 (See Appendix H 4.) 5. Nomini Creek, Virginia.-The first surveys at Nomini Creek were made in 1873. The stream is an import'ant tributary of the Potomac, 82 miles below Washington, draining a large area of productive coun- try. The navigation was, however, obstructed by a bar of sand and oyster shells at its mouth, over which but 3 feet could be carried at low-water, and the dangers and difficulties in passing the bar were fur- ther increased by the cross-tides and an exceedingly rapid current. The present project for the improvement was adopted in 1873, the ob- ject being to excavate a channel through this bar 100 feet wide and 9 feet deep at low water, and was modified in 1879 so as to provide for a width of 150 feet. The amount expended to June 30, 1881, was $28,485.91. The amount expended during the fiscal year ending June 30, 1882, was $2,014.09, 148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. making a total to June 30, 1882, of $30,500. This has resulted in secur- ing a channel from 9 to 10 feet deep at low-water, with a width varying from 105 to 160 feet, the latter width having been dredged at White Point to counteract the danger to navigation from cross-tidal'currents. After passing the bar 84 feet can be carried to Nomini Ferry, 3 miles ,above the mouth. The engineer in charge recommends widening the channel to a uniform w-idth of 150 feet to secure its permanency, and the dredging of a train- ing-channel and sinking a mattress, to divert a cross-current detri- mental to the integrity of the main channel. The engineer bases upon later examinations an estimate of $18,500 required to complete the im- provement, and recommends an appropriation of $10,000 for the fiscal year ending June 30, 1884. July 1, 1881, amount available....----...--.----..........-----......---.----------------.............. --- 2,004 46 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..........-------------..-----..............-------.....---..--------------............ 2, 004 46 Amount appropriated by act passed August 2, 1882 ......................--. 2, 000 00 Amount (estimated) required for completion of existing project -........... 18, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix H 5.) 6. Saint Jerome's Creek, Maryland.-The project for the improvement of this creek was adopted in 1881, and contemplates dredging a channel 100 feet wide and 9 feet deep at low-water, through the outer bar at the mouth of the-creek, and a channel 40 feet wide and 6 feet deep through the south prong of the creek, the material therefrom to be thrown up into a dike, if practicable, so as to form a pond of a portion of this south prong for the purposes of the United States Fish Commission. The amount expended to June 30, 1882, was $6,500, with which pro- gress in both the channels has been made. The amount required for the completion of this project is $10,000, and it is recommended that this sum be appropriated for the year ending June 30, 1884. July 1, 1881, amount available.-----.....-----.----------..----..-.............-------...---..---. $1,578 52 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................................................. 1,578 52 Amount appropriated by act passed August 2, 1882 ---... .................. 5,000 00 Amount (estimated) required for completion of existing project......-...... 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix H 6.) 7. Rappahannock River, Virginia.-The present project for the im- provement of this river was adopted in 1871 and modified in 1879, the object being to provide a channel 150 feet wide and 10 feet deep through the bar at Fredericksburg, channels 100 feet wide and 10 feet deep through the bars between Fredericksburg and Port Royal, and channels 200 feet wide and 15 feet deep through two bars between Port Royal and Tappahannock, where a larger class of vessels will need to be pro- vided for. The amount expended to June 30, 1881, was $101,344.23, and during the fiscal year ending June 30, 1882, $24,085.37, making a total to June 30, 1882, of $125,429.60. This expenditure has resulted in securing, by means of dredging at various times, and the construction of longitudinal and spur dikes, navigable channels at Fredericksburg and Spottswood bars, and the removal of wrecks, drift-logs, and snags at other points. During the fiscal year ending June 30, 1882, work has been in pro- gress at Fredericksburg, Pollock's, Pratt's, and Spottswood bars. The engineer in charge presents a detailed history of the operations RIVER AND HARBOR IMPROVEMENTS. 149 of the improvement, and estimates for its completion in accordance with the above project. The amount asked for the fiscal year ending June 30, 1884, is $50,000, to be applied to the completion of the improvements between Fredericksburg and Port Royal, and if found practicable the commencement of operations on the two bars below Port Royal. July 1, 1881, amount available .. ..................... ......--.......--. $28,648 60 July 1, 1182, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881... ------------------ ---------- .... _......... 23, 222 86 July 1, 1882,. amount available.......................................... 5, 425 74 Amount appropriated by act passed August 2, 1882 .....-....-- ........ 17, 000 00 Amount available for fiscal year ending June 30, 1883-...-..-......-...... -22, 425 74 Amount (estimated) required for completion of existing project ....-...... 233, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 50, 000 00 (See Appendix H 7.) 8. Totusky River, Virginia.-The obstructions to the navigation of this river consisted of a bar at its mouth, which forms a part of the wide fiat between the outlet of the river and the navigable channel of the Rappahannock, having a least depth of 41 feet, and a bar about 2J miles above the mouth, known as Booker's Bar, having a ruling depth of 3 feet. The improvement at Booker's Bar, being most needed for the purposes of navigation, will be first commenced. The first appropriation was made June 14, 1880, amounting to $2,500, but, being too small to accomplish economical results, its expenditure was deferred. An additional appropriation of $2,500 was made March 3, 1881, and proposals for building a dike at Booker's Bar were invited. But a single proposabwas received, and this was too high to permit the accomplishment of the work under the amount then available. It was therefore decided to defer the expenditure of the appropriation until an additional amount should be granted by Congress. The amount asked for, to be applied to the existing project during the year ending June 30, 1884, is $15,000. July 1, 1881, amount available.--.... ..... ......................-- ..... . $4,945 81 July 1, 1882, amount available --..---...------...........---.--....---............ ---.........------- 4,945 81 Amount appropriated by act passed August 2, 1882... ...- -........-- --....-- -----..- 5,000 00 Amount available for fiscal year eliding June 30, 1883 ........-............ 9, 945 81 Amount (estimated) required for completion of existing project............ 24, 000 00. Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix H 8.) 9. UrbanaCreek, Virginia.-Priorto the commencement of this improve ment the navigation was obstructed by a bar at the mouth, over which but 6- feet of water could be carried. The present project for the improvement was adopted in 1879, the ob- ject being to excavate a channel through this bar 150 feet wide and 10 feet deep. The amount expended to June 30, 1881, was $4,923.74, and during the fiscal year ending June 30, 1882, $6,554.95, making a total to June 30, 1882, of $11,478.69. This expenditure has resulted in securing a chan- nel 140 feet wide, with a depth of 10 feet at low-water, and a basin 180 feet wide, 300 feet long, and 10 feet deep at the Urbana Wharf. 150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The engineer in charge asks, for the completion of this work, an ap- propriation of $5,000 for the year ending June 30, 1884. July 1, 1881, amount available---.............................--------------------------..--------...... $6, 576 22 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----------------- = ------------------- . 6, 554 95 .....--... July 1, 1882, amount available---------...---------..--...--.........------------.....--. 21 27 Amount appropriated by act passed August 2, 1882 ..-.....--.- . . 4,000 00 Amount available for fiscal year ending June 30, 1883.-....-...... ........ 4, 021 27 Amount (estimated) required for completion of existing project............ 5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix H 9.) 10. lattaponi River, Virginia.-Previousto the commencement of this improvement, the Mattaponi River was obstructed by numerous bars, and by snags, wrecks, and overhanging trees. The present project for the improvement was adopted in 1880, the ob- ject being to provide a channel 40 feet wide, and 5- feet deep at low- water, by the removal of the snags, drift logs, wrecks, and overhanging trees, and by dredging through the bars. The amount expended to June 30. 1881, was $1,444.09; and during the fiscal year ending June 30, 1882, $3,58f.06, making a total to June 30, 1882, of $5,030.15; which has resulted in securing an efficient plant for snagging operations, and the removal of snags, logs, and overhang- ing trees for a length of river of about 24 miles. An appropriation of $10,000 is recommended to be applied to the con- tinuation of the improvement. July 1, 1881, amount available....--------..--................................---------------------------- $4,355 91 July 1, 1882, amount expended during fiscal year, exclusivgof outstanding liabilities July 1, 1881---------------------------... ... ...... ... 3,586 06 July 1, 1882, amount available................. ...................... .. 769 85 Amount (estimated) required for completion of existing project ........... 28, 300 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix H 10.) 11. Panmunkey River, Virginia.-Thepresent project for the improvement of this river was adopted in 1880, the object being to provide a chan- nel 40 feet wide and from 5 to 6 feet deep at low-water, by the removal of snags, logs, wrecks, and overhanging trees, and dredging through the bars. The amount expended to June 30, 1881, was $2,449.81, and during the fiscal year ending June 30, 1882, $2,384.47, making a total to June 30, 1882, of $4,834.28. This expenditure has resulted in securing a plant for snagging operations, and the improvement of 20 miles of the river, 8 wrecks and 1,721 snags, logs, and trees having been removed. The appropriation of $10,000 asked for is to be applied to continuing the improvement. July 1, 1881, amount available........-........ ........................ $2, 551 19 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ... . .... ...... ............... ...... 2, 384 47 July 1, 1882, amount available...............---------------------.............---------....--...--.....------.. 166 72. Amount appropriated by act passed August 2, 1882 ..---.....----.......... -- 2,500 00 Amount available for fiscal year ending June 30, 1883 .................... 2, 666 72 RIVER AND HARBOR IMPROVEMENTS. 151 Amount (estimated) required for completion of existing project .... - .. $10, 000 00 Amount that can be profitably extended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix H 11.) 12. York River, Virginia.-The navigation of York River, Virginia, prior to the commencement of the present improvement, was obstructed by a bar at the mouth of Potopotank Creek, having a least depth of 21 feet, and a bar immediately below, and at West Point, Va., having a least depth of 14 feet. The present project for the improvement of this river was adopted in 1880, the object being to provide a channel, by dredging, 22 feet deep, and 200 feet wide (to be increased afterwards to 400 feet wide), through the bars, and also a basin of the same depth at the wharves at West Point. The first appropriation for this improvement was made June 14, 1880, of $10,000, which was applied to the improvement of the Potopotank Creek Bar. The amount expended to June 30, 1881, was $10,853.12, and during the fiscal year ending June 30, 1882, $24.047.29, making a total to June 30, 1882, of $34,900.41. A channel 105 feet wide and 22 feet deep has been secured by dredg- ing through Potopotank Bar. A thorough survey of West Point Bar has been made, and a channel 70 feet wide and 19 feet deep dredged through this bar. An appropriation of $50,000 is asked for to continue the improvement at West Point during the fiscal year ending June 30, 1884. July 1,1881,amount available........-- . ..................... .......... $24, 098 88 July 1, 1882, amount expended during fiscai year, exclusive of outstand- ing liabilities July 1, 1881 ............................................ 23,999 29 ------------ July 1, 1882, amount available --...........------------..---------------...............--.......... 99 59 Amount appropriated by act passed August 2, 1882 ............ ........ 25, 000 00 Amount available for fiscal year ending June 30, 1883 ..-... .......... 25, 099 59 Amount (estimated) required for completion of existing project ....-.... . 68, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50,000 00 (See Appendix H 12.) 13. Chickahominy River, Virginia.-The present project for the im- provement of this river was adopted in 1878, the object being to dredge channels 100 to 150 feet wide through Binn's Old Fort and Windsor Shades Bars to a depth of not less than 8 feet at low-water, and to remove snags, logs, &c., from points above Windsor Shades. The least depths on these bars, prior to the commencement of the improve- ment, were 4 and 5 feet at low-water. The amount expended to June 30, 1881, was $7,976.35, and during the fiscal year ending June 30, 1882, $265.28, making a total to June 30, 1882, of $8,241.63, which expenditure has resulted in securing a channel through Binn's Bar 150 feet wide and 8 feet deep, and through each of the other bars 100 feet wide and 8 feet deep. The appropriation of March 3, 1881, amounting to $2,000, was too small for the economical execution of work, and it was therefore reserved until further appropriation should be made. For the completion of the existing project, including the improvement of the bar at the mouth of the river, an appropriation of $18,000 is rec- ommended. 152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ...... ........ ..............-.......... $2, 023 65 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................................................. 265 28 July 1, 1882, amount available ----..-..--.............----------- ----..............----------...-----. 1,758 37 Amount appropriated by act passed August 2, 1882 ............ ........... 5, 000 00 Amount available for fiscal year ending June 30, 1883..................... 6, 758 37 Amount (estimated) required for completion of existing project ........... 18, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 18, 000 00 (See Appendix H 13.) 14. Staunton River, Virginia.-The present project for the improve- ment of this river, between Roanoke Station, on the Richmond and Danville Railroad, and Brookneal, 31 miles above, was adopted in 1879, the object being to secure a navigable channel not less than 35 feet wide and 2 feet deep at low-water, though the various ledges and sand bars which obstruct the navigation, with a slope of water surface at rapids not greater than 10 feet to the mile. The amount expended to June 30, 1881, was $8,534.37, and during the fiscal year ending June 30, 1882, $8,727.66 had been expended, mak- ing a total to June 30, 1882, of $17,262.03, which has resulted in secur- ing a survey of the river from Brookneal to Roanoke Station, the con- struction of derrick-boats and quarter-boats, the improvement of Hawk Mountain Shoal, Horseback Shoal, and a portion of Clark's Shoal. The operations of the fiscal year ending June 30, 1882, were brought to a close in November, 1881, by reason of the expenditure of the avail- able funds. An appropriation of $15,000 is asked, to continue the improvement during the year ending June 30, 1884, between Brookneal and Roanoke Station, and $10,000 for the part of the river above Brookneal. July 1,1881, amount available ...........................---------............... $8,965 63 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................................................. 8,727 66 July 1,1882, amount available----- ......----....-------------------------------................................. 237 97 Amount appropriated by act passed August 2, 1882 ..................... 5,000 00 Amount available for fiscal year ending June 30, 1883 ........- ............. 5,237 97 Amount (estimated) required for completion of existing project........... 35,200 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 15, 000 00 Above Brookneal. Amount appropriated by act passed August 2, 1882 ........ ....-...... ... $2, 000 00 Amount (estimated) required for completion of existing project........... 38,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix H 14.) 15. Dan River, between Madison, North Carolina,and Danville, Vir- ginia.-The present project for this improvement was adopted in 1880, the object being to afford a channel for navigation not less than 35 feet wide and not less than 1l feet deep in the pools, and 2 feet deep in the rapids at extreme low-water. It is believed that these depths of excavation will give, for six months of the year, a channel with a depth of not less than 3 feet. The amount expended to June 30, 1881, was $4,989.11, and during the fiscal year ending June 30, 1882, $12,223.84, making a total to June 30, 1882, of $17,212.95. These expenditures have resulted in securing RIVER AND HARBOR IMPROVEMENTS. 153 an efficient outfit of derrick-boats, scows, &c., and the improvement of about 4 miles of the river, between Danville and Old House Ledge. An appropriation of $15,000 is recommended for continuing the im- provement during the year ending June 30, 1884. July 1, 1881, amount available-.... .. .. ...... __ _..... ....... ... . $13,009 89 -....- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .__............ .. .............. ....... ..-.......- 12, 223 84 --------------- July 1, 1882, amount available ..............----------------..........--------............. 786 05 Amount appropriated by act passed August 2, 1882 ...-...-...-..-- 7,500 00 Amount available for fiscal year ending June 30, 1883 .................. 8, 286 05 Amount (estimated) required for completion of existing project---....-------...... 26,500 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 15, 000 00 (See Appendix H 15.) 16. French Broad River, North Carolina.-The present project for the improvement of this river was adopted in 1878, the object being to se- cure a channel 35 feet wide and not less than 21 feet deep at low-water, between Brevard and Big Buck Shoal, a distance of 314 miles. The amount expended to June 30, 1881, was $33,802.91, and during the fiscal year ending June 30, 1882, $3,977.31, making a total to June 30, 1882, of $37,780.22, with which expenditure the following results have been attained: A survey of the river between Brevard and Big Buck Shoal; the improvement of the various shoals and rapids, by means of rock and gravel excavation, and the construction of wing-dams for a distance of 26 miles below Brevard. For the completion of the improvement above Big Buck Shoals $17,000 will be required, and an appropriation of that amount is recom- mended for the year ending June 30, 1884. July 1, 1881, amount available ....--------------......------------........---............-----..---..... $3, 986 39 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .................... . ................. ----- .. ...--- . 3,977 31 July 1, 1882, amount available .............................-...-.......- . 9 08 Amount appropriated by act passed August 2, 1882 ---....----......... ... . 5, 000 00 Amount available for fiscal year ending June 30, 1883--.................. 5,009 08 Amount (estimated) required for completion of existing project -------........... 17,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 17,000 00 (See Appendix H 16.) 17. Roanoke River, North Carolina.-The project for the improvement of this river was adopted in 1871, the object being to improve naviga- tion by the removal of rocks near Weldon and Halifax, and all wrecks, snags, and overhanging trees, at various other points, and dredging channels through the numerous bars and shoals. The amount expended to June 30, 1878, was $45,000, and since this date no funds have been available. If the improvement is to be con- tinued, new surveys should be made to ascertain changes which have taken place since the survey of 1871, upon which the present estimates are based. It will also be necessary to repair a dike and to remove snags which have been carried into the channel. For these purposes and for continuing the improvement, an appropriation of $10,000 is rec- ommended for the year ending June 30, 1884. Amount appropriated by act passed August 2, 1882 ....................... $5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 10, 000 00 (See Appendix H 17.) 154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Mr. Abert was charged with and completed the following, the re- sults of which were transmitted to Congress and printed as Senate Ex. Doc. 137, Forty-seventh Congress, first session. 1. Staunton River from Brookneal, in Campbell County, to mouth of Pig River, Virginia. (See Appendix H 14.) 2. Roanoke River from .Weldon, North Carolina, to Clarksville, Vir- ,ginia. (See Appendix H 17.) 3. Upper Machodoc Creek, a tributary of Potomac River. (See Appen- dix H 18.) 4. Urbana Creek, a tributary of RappahannockRiver, from the village of Urbana to the Oaks. (See Appendix H 9.) And also 5. Potomac and Anacostia rivers, in the vicinity of Washington, District of Columbia, with reference to the improvement of navigation, the establish- ment of the harbor line, and the raising of the flats so far as their improve- ment may be necessary to the improvement of navigationand the establishment of the harbor line. Transmitted to Congress and printed as Senate Ex. Doc. 126, Forty-seventh Congress, first session. (See Appendix H 1.) IMPROVEMENT OF THE HARBORS OF NORFOLK, VIRGINIA, AND BEAU- FORT, NORTH CAROLINA ; OF CURRITUCK SOUND, COANJOK BAY, AND NORTH., RIVER AND BAR, AND OF CERTAIN RIVERS IN VIR- GINIA AND IN NORTH CAROLINA AND SOUTH CAROLINA. Officer in charge, Capt. James Mercur, Corps of Engineers. 1. Harborat Norfolk, Virginia, and its approaches.-Work during the fiscal year has been conducted in furtherance of the existing project for the improvement of the harbor and its approaches, with some supple- mentary work necessitated by the requirements of commerce, adding increased wharf facilities. At the close of the fiscal year June 30, 1881, the contract for dredg- ing-not having been completed, the time was extended to October 31, 1881. The act of March 3, 1881, appropriated $75,000 for this work. This was to be devoted to dredging to a small extent some lumps in the ap- proach to the United States navy-yard and the completion of the dredg- ing of the Portsmouth flats, to some dredging in the eastern branch of the Elizabeth River, and generally to the dredging in the approaches to the harbor to secure a channel not less than 25 feet deep at low-water, and ultimately 500 feet wide from Hampton Roads to the inner harbor and the navy-yard. Under the extension of time for completion of contract of previous year, 119,147 cubic yards of material were removed from Sewall's Point Bar, and under the subsequent contract 218,466 cubic yards of material from three localities. The work accomplished during the fiscal year has been the dredging of some lumps in the channel up to the navy-yard; the partial comple- tion of the work at Portsmouth flats, the dredging of an area 1,350 feet by 375 feet above the old county bridge, which was bought and removed by the Norfolk and Western Railroad Company, bringing into use this large area formerly lost to vessels of heavy draught, a small amount of dredging in the eastern branch lower down the harbor, the completion RIVER AND HARBOR IMPROVEMENTS. 155 of the second cut at Sewall's Point Bar, which is about 14,000 feet long, making a third cut for one-third of the same length, and a fourth cut for little less than half this length at same locality; the first and sec- ond cuts are each about 35 feet wide, the third and fourth about 20 feet each. The improvement was commenced in 1877, the first appro- priation having been made in 1876, since which, to the end of the fiscal year, $201,540 have been expended on the work. July 1, 1881, amount available- ........................ .......... ..... $100, 281 41 Amount received from sale of coal to Capt. James Mercur ....---.......... 22 50 100, 303 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......................... 45, 835 99 July 1, 1882, outstanding liabilities. ...........-..... ........ 5, 451 94 51,287 93 July 1, 1882, amount available ............--... ....... ... ..... .. .. 49, 015 98 Amount appropriated by act passed August 2, 1882 .-............... ....-. 75, 000 00 Amount available for fiscal year ending June 30, 183..---................. 124, 015 98 Amount (estimated) required for completion of existing project .--........ - 18, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 18, 000 00 (See Appendix I 1.) 2. Archer's Hope River, Virginia.-The project for the improvement of this river contemplates the dredging of a channel 50 feet wide and 6 feet deep at mean low-water, where these dimensions are not found between the mouth of the river, where it empties into the James River, and the city of Williamsburg, some 4 or 5 miles above; also the dredging of a turning basin near Williamsburg and some diking at the mouth. Two plans were submitted at the time of the survey in 1879. The total estimate cost of one was $19,400.70; of the other, $13,571.58. The act of March 3, 1881, appropriated $5,000, which was the first appropri- ation for the work. Dredging was done at the mouth of the river in place common to both plans, and 12,283 cubic yards of material were removed, making a channel 1,400 feet long and from 60 to 80 feet wide. The work was done by contract after due advertisement. July 1, 1881, amount available -- .........---- ....--..-...----....---. $5,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.. --............-----..---- .......................---- -- ...--... 4,892 03 July 1, 1882, amount available ------------------. ---- .-------------------107 97 Amount appropriated by act passed August 2, 1882 .. -....-.. ...... - - ..-.. 5, 000 00 Amount available for fiscal year ending June 30, 1883 .-.------.. .--. ..- . 5, 107 97 Amount (estimated) required for completion of existing project ........... 9, 400 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 9, 400 00 (See Appendix I 2.) 3. Pagan Creek, Virginia.-The project for this work contemplates the dredging of a channel 60 feet in width and 8 feet in depth through three obstructing bars, near the town of Smithfield, and one bar at the mouth of the creek. The act of June 14, 1880, made the first appropriation $5,000 for this work. Since July 1, 1881, 11,967 cubic yards of material have been dredged from two of the inner bars. The act of March 3, 1881, appro- priated $5,000 for continuing the work, and 22,664 cubic yards of mate- rial were excavated and removed from the bar at the mouth of the creek. The work under both appropriations has been done by contract. 156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ...................................... ..... $8, 707 16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............................................... 8, 529 63 July 1, 1882, amount available .... .. ....... ............................ 177 53 Amount (estimated) required for completion of existing project ...... .... . 18, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 18, 000 00 (See Appendix I 3.) 4. Blackwater River, Virginia.-The act of March 3, 1881, appropri- ated $1,500 for continuing this work. The operations to consist solely in the cutting off of obstructing points, all other work being completed. Owing to the difficulty of obtaining suitable machinery at reasonable cost, no work has been done during the fiscal year, but arrangements have been completed for an early commencement of the work. July 1, 1881, amount available- ............... . . ............... $1,490 36 July 1, 1882, amount available ............................-........ ... 1,490 36 Amount appropriated by act passed August, 1882 ........... ............ 1, 500 00 Amount available for fiscal year ending June 30, 1883..................... 2,990 36 Amount (estimated) required for completion of existing project .. ---. - . . 850 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 1,000 00 (See Appendix I 4.) "5. Nottoway River, Virginia.-The acts of June 14, 1880, and March 3, 1881, appropriated together $7,000 for this work. .The approved project contemplates the clearing of the river, so far as funds will permit. A small amount of diking may be required at some points, and it is expected that the improvement projected will secure a depth of from 4 to 5 feet during about nine months of the year. Work was commenced at the mouth of the river, and by removing wrecks a depth of 11 feet was secured. Progressing up river, sunken logs, sunken trees, and stumps were re- moved from the channel, and trees were cut down from the banks for a distance of 33J miles. The work was prosecuted by hired labor and machinery, and ma- terial purchased in open market. July 1, 1881, amount available ...................... ...-................ $7, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................................................ 6,420 30 July 1, 1882, amount available........--.................................. 579 70 Amount (estimated) required for completion of existing project........... 2, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 2, 000 00 (See Appendix I 5.) 6. North Landing River, Virginia and North Carolina.-Operations during the year have been conducted with a view of carrying out the general plan of improvement adopted in 1879, which was to secure a channel 80 feet wide at bottom and 9 feet deep, by dredging where these dimensions did not exist, also to trim the banks of overhanging trees, clear the channel of logs and snags, and cut off some projecting points at abrupt bends. The act of March 3,1881, appropriated $7,500 for continuing this work. Between Cypress Point and Double S Bend, 9,410 cubic yards of material, and at Stumpy Tree Reach 3,900 cubic yards were removed, and many RIVER AND HARBOR IMPROVEMENTS. 157 logs, stumps, and trees were taken from the channel and deposited on the banks. July 1, 1881, amount available _............ .... ........ --............. . $7,250 68 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .----- ---------..-----..--------- --------...---....---.. . 5,999 76 July 1, 1882, amount available .......................................... 1,250 92 Amount appropriated by act passed August 2, 1882..............-- .......--- . 8,000 00 Amount available for fiscal year ending June 30, 1883..................-----.. 9,250 92 Amount (estimated) required for completion of existing project- ........... - 32, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix I 6.) 7. Currituck Sound, Coanjok Bay, North River and Bar, North Caro- lina.-Operationsduring the year have been conducted with a view to carrying out the general plan of improvement originally adopted, which was to secure a channel 80 feet wide at bottom and 9 feet deep at an ordi- nary winter stage of water through the entire length of the upper sound, a distance of 10o miles, supplemented by some work in Coanjok Bay. This work has been done principally by dredging. Two contracts called for the excavation of 240,000 cubic yards. Under them 205,241 cubic yards have been removed. The work accomplished during the fiscal year has been the comple- tion of the channels between beacons 6 and 7 and 7 and 8 to their full dimensions of not less than 80 feet wide at bottom and 9 feet deep, and the cutting back of the bank at north end of Coanjok Bay, about 35 feet, for its entire length of about 2,000 feet. A bank of oyster shells 9,200 feet long has been built across Coanjok Bay, 230,966 bushels of shells being used. July 1, 1881, amount available .......... .... ............................ $35, 300 81 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..-...................... $34, 073 15 July 1, 1882, outstanding liabilities ............ ...... 100 25 34,173 40 July 1, 1882, amount available... ............ ......... .... ..... --..... 1, 127 41 Amount appropriated by act passed August 2, 1882 ...................... 20, 000 00 Amount available for fiscal year ending June 30, 1883.......... ...... 21, 127 41 Amount (estimated) required for completion of existing project .......... 20, 213 95 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20,200 00 (See Appendix I 7.) 8. ScuppernongRiver, North Carolina.-Workduring the fiscal year has been prosecuted under a balance of the appropriation of June 14, 1880, and under the appropriation ($1,000) of March 3, 1881, and has consisted of completing an, unfinished cut-off at "Rattlesnake Bend "; making a cut off about 100 feet long at " Old turn around" with the trimming off of two other points in the vicinity of the latter cut-off. All necessary work excepting making cut-offs is believed to have been accomplished under previous appropriations. The work has been done by hired labor and machinery and the pur- chase of material in open market. July 1, 1881, amount available. ................... ............ ...... $1, 258 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................ ... .$214 15 July 1, 1882, outstanding liabilities ................ .......... 1,033 66 1,247 81 July 1, 1882, amount available. ...... .............-- ................ 10 64 158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing projeot ........... $2, 000 00 Amount that can be profitably expended in fiscal year ending June30, 1884. 2, 000 00 (See Appendix I 8.) 9. Pamplico and Tar River., North Carolina.-Eightthousand dollars was appropriated by the river and harbor act of March 3,1881, for con- tinuing this improvement. This amount, according to an approved pro- ject, has been divided between the two rivers. In the Pamplico, the channel through the shoal, 1j miles below Washington, has been deep- ened, widened, and straightened, and now has a depth of 9 feet, and a least width of 108 feet. Four thousand and eighty-eight cubic yards of roots and mud, and 939 stumps have been removed. In the Tar twelve jetties, of a total length of 1,436 linear feet have been built, logs, stumps, and snags have been removed, and a careful examination of the river made. July 1, 1881, amount available...---...---------------..---..........-----......... $8, 863 37 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. .......... ........-...... $6,425 34 July 1, 1882, outstanding liabilities ....-------......... ....--..... 368 75 6, 794 09 July 1, 1882, amount available.-. .... ............ ,.... ...... ...... .... 2, 069 28 Amount appropriated by act passed August 2, 1882. ................ ...... 10, 000 00 Amount available for fiscal year ending June 30, 1883.............. ...... 12,069 28 Amount that can be profitably expended in fiscal year ending June 30, 1884. 12, 000 00 (See Appendix I 9.) 10. Neuse River, North Carolina.-Workduring the year has been car- ried on in accordance with the approved project for the expenditure of the appropriation of March 3, 1881. Above the bridge at Goldsborough, the river has been cleared of logs, trees, and stumps, and the banks trimmed for a distance of 20 miles. Between Kinston and New Berne, 14,550 linear feet of jetties have been built, and the- necessary repairs to the old jetties and bank pro- tectors have been made. The jetties built have stood well during the long-continued high-water of the winter and spring, and their effect in the improvement of the channel is well marked and affords great satisfaction to those navigat- ing the river. The channel connecting the Neuse and Trent, along the east front of New Berne, has been dredged to a width of 100 feet and depth of 9 feet for a distance of 660 feet. July 1,1881, amount available....---------................--- --....----......--......---- $54, 865 95 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ... . --......-...... --... $39, 041 78 July 1, 1882, outstanding liabilities_ ...... . ............... 4, 431 61 -- 43,473 39 July 1, 1882, amount available.--------------........---..--......-----......----..... 11, 392 56 Amount appropriated by act passed August 2, 1882 .................... 35, 000 00 Amount available for fiscal year ending June 30, 1883 ...--.....-....-.... 46, 392 56 Amount (estimated) required for completion of existing project ..- -...- . 13, 761 84 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix I 10.) 11. Trent River, North Caroliina.-Work was continued in accordance with existing project until September 1, when, the funds being exhaust- ed all work ceased. RIVER AND HARBOR IMPROVEMENTS. 159 The river now allows boats drawing 4 feet to reach Trenton at all stages of water, but the channel is narrow and crooked in its upper 13 miles. Great benefits have resulted to the surrounding country by the im- provement in its present condition, the commerce of the river having in- creased over 50 per cent. in the first year. A wider and straighter channel is greatly desired by those interested in the commerce of the river. It is estimated that $45,000 would be needed to make the river in all respects satisfactory. July 1, 1881, amount available----..------------...............----...--------.........---.....--------. $4, 848 57 July 1,'1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--..-...-----------...-.......------........----.........-------....--.--------........... 4,848 57 Amount appropriated by act passed August 2, 1882............. -----.... --- .... 10,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. '25, 000 00 (See Appendix I 11.) 12. Contentnea Creek, North Carolina.-Thefirst appropriation for the improvement of this stream of $10,000 by act of March 3, 1881, has been expended in clearing the lower 25 miles of logs, stumps, and overhang- ing trees, affording a navigation for this distance during the high-water stages of the creek. The principal obstruction lies in the lower 3 miles of the creek, and consists of a heavily-wooded area through which the channel is very shoal and very crooked; to improve it so as to be navigable at all stages of water would be very expensive, but a fair navigation at flush-water stages can be secured at a reasonable expense, and will add largely to the great benefit already felt by the surrounding country from the work already done. July 1, 1881, amount available..-........ ..---........... ...........--- . $10,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......-- -- ---...--....---..- .........-..............---------...----...--------..... 9, 693 99 July 1, 1882, amount available.----------................------------------...------------................. 306 01 Amounut appropriated by act passed August 2, 1882-.......... .....-...... 10, 000 00 Amount available for fiscal year ending June 30, 1883 ....-........-...-. 10, 306 01 Amount (estimated) required for completion of existing project......-.... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20,000 00 (See Appendix I 12.) 13. Beaufort Harbor, North Carolina.-The act of March 3, 1881, ap- propriated $30,000 for this work. A project for the expenditure of the sum in protecting Shackelford Banks by jetties has been approved and work has been commenced. Owing to lack of facilities for carrying on the work, progress has neces- sarily been slow and the first jetty is just fairly started. The necessary working plant being now on hand, and stone and timber being availa- ble, the construction of the jetties will be continued, their number and length being determined by the effects produced and required. July 1, 1881, amount available....-..........--..............--.......... $30, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......-..-.. -......-...... $2, 023 08 July 1, 1882, outstanding liabilities ...........................-- 2, 079 83 4, 102 91 July 1, 1882, amount available............. ....-- ..- ..................- . 25,897 09 Amount appropriated by act passed August 2, 1882..........-...... ...... 30, 000 00 Amount available for fiscal year ending June 30, 18"63.. ............. .. 55, 897 09 160 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project ..... - -. $22, 103 38 Amount that can be profitably expended in fiscal year ending June 30, 1884. 22, 100 00 (See Appendix I 13.) 14. CapeFearRiver from Wilmington to Fayetteville, North Carolina.- The river and harbor act of March 3, 1881, appropriated $30,000 for the improvement of this river between Wilmington and Fayetteville : Provided, That the Secretary of War is directed to expend, of the money hereby ap- propriated, a sum not exceeding ten thousand dollars, to extinguish any claim of right held by any company or corporation to take tolls or make charges for the navigation of so much of said river as is above described: And provided further, That said claim of right shall be extinguished and released on or before the first day of December, eighteen hundred and eighty-one, and no part of this appropiiation shall be expended in the improvement of said river until such claim of right is wholly extinguished and released: Provided further, That nothing herein contained shall be taken or held as a waiver on the part of the United States to the exclusive control of navigation of said river, relieved from any charges or tolls imposed by any company or corporation. Under this proviso, and by authority of the Secretary of War, $10,000 was expended to extinguish all right held by the Cape Fear Navigation Company to take tolls or make charges for the navigation of the river between Wilmington and Fayetteville. This title having been extinguished, the necessary steam hoister, derrick, tackle, scows, and floating quarters having been prepared, work was commenced on June 10 at Indian Wells Landing, 37 miles above Wilmington, and during the rest of the month the river was cleared of logs, snags, and stumps up to <" Little Sugar Loaf Landing," 23 miles further up the river, or 60 miles above Wilmington and 52 miles below Fayetteville. The working plant now on hand is suitable for carrying on all further improvements, unless dredging shall be needed. All work has been done by hired labor and purchase of material in open market. July 1, 1881, amount available ..............................--------------------------------...--..---... $30, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...-....- ...... ...... $14, 056 07 July 1,1882, outstanding liabilities.--- -----. ---. --------.--. 757 89 14,813 96 July 1, 1882, amount available ............................----------------------------------... 15, 186 04 Amount appropriated by act passed August 2,1882....................----------------------.... 30, 000 00 Amount available for fiscal year ending June 30, 1883....- ..............-.. 45, 186 04 Amount (estimated) required for completion of existing project...--. .... Amount that can be profitably expended in fiscal year ending June 30, 1864. 155 5, 00 5, 800 00 (See Appendix 1 14.) 15. Lillington River, North Carolina.-Three thousand dollars was appropriated by the river and harbor act of March 3, 1881, for the improvement of this river. A project for the expenditure of this sum has been approved, but owing to the expense of superintendence and getting machinery to the river operations have not been commenced, being postponed with a view to the use of the plant now on the Cape Fear River at such times as high-water would prevent its being used upon that stream. July, 1881, amount available..-- ---..........- --..-------...............---- ---- ----- . $3, 000 00 --------------------------------------- July 1,1882, amount available........................................... 3,000 00 Amount appropriated by act passed August 2, 1882......- -- - - - - - -................. -- - - - -- . 3, 000 00 Amount available for fiscal year ending June 30, 1883........ ... -.... 6, 000 00 (See Appendix I 15.) RIVER AND HARBOR IMPROVEMENTS. 161 16. Town Creek, North Carolina.-One thousand dollars was appro- priated by the river and harbor act of March 3, 1881, for the im- provement of this river. A project for the expenditure of this sum has been approved, but owing to the expense of superintendence and get- ting machinery to the river operations have not been commenced, being postponed with a view to the use of the plant now on the Cape Fear River at such times as high-water would prevent it being used upon that stream. July 1, 1881, amount available------------------------------------- ........................................... $1,000 00 July 1, 1862, amount available ................---------------------................-----...--------- 1.000 00 Amount (estimated) required for completion of existing project--- ---........... 8, 078 48 Amount that can be profitably expended in fiscal year ending June 30, 1884. 8, 100 00 (See Appendix I 16.) 17. Yadkin River, North Carolina.-The river and harbor act of March 3, 1881, appropriated $12,000 for continuing the improvement of this river. Under this appropriation operations have been carried on during the year in accordance with the existing project, which con- sists of cutting through the ledges and constructing wing and sill- dams for regulating and directing the current and removing the shoals. J)uring the year a channel for vessels drawitg not more than 2 feet has been made navigable for from 8 to 8± months of years of ordinary rain- fall from the Old Road Bridge to the foot of Click's Fish-Dam, 12 miles above the North Carolina Railroad Bridge. A large amount of work has also been done between Click's Fish Dam and Swicegood's Mill-Dam. In this work there have been blasted and removed 4,468 cubic yards rock, and 1,907 linear feet of wing-dams and dikes built, and 125 cubic yards of timber and brush put in dams. A large number of bowlders were removed from the channel between the ledges. A number of current observations made and a careful survey and maps have been made of all mill-dams, ten in number, between the North Carolina Railroad Bridge and foot of Bean Shoals, together with all ledges, twenty-three in number, to be removed between the North Carolina Railroad Bridge and foot of Douthet's Dam, about 251 miles above said bridge. Work upon this river under previous appropriations having now been carried up to a mill-dam which prevents further improvement until it is removed, since no part of the appropriation for improvement can be expended in purchasing mill-dams or paying damages for their removal, the expenditure of the available funds must be deferred until full right of way is secured. The experience gained-in carrying on this work shows that the cost of the complete improvement will largely exceed the original estimates. ____ July 1, 1881, amount available .................... ___ ___ ____ _..................... $43, 619 11 Amount received from sale of wood to Capt. James Mercur..........--- - 22 50 43, 641 61 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ---..----.... ---- .. .. $24, 246 97 July 1, 1882, outstanding liabilities......_........ ............ 1, 459 44 25,706 41 July 1, 1882, amount available........................................... 17,935 20 Amount appropriated by act passed August 2, 1882- -... - - - - ......... 25, 000 00 Amount available for fiscal year ending June 30, 1883 - -- - -...... ....- 42, 935 20 Amount (originally estimated) required for completion of existing project. 11,000 Co Amount that can be profitably expended in fiscal year ending June 30, 1884. 11,000 00 (See Appendix I 17.) 11 E 162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 18. Great Pee Dee River, South Carolina.-The act of March 3, 1881, appropriated $6,000 for the improvement of this river between Little Bluff and Cheraw, and work for the year has been carried on under this appropriation. It has consisted in removing the sunken logs and trees from the river, and clearing the banks from overhanging trees in those parts of the river most obstructed by them. Work was suspended in October, owing to the prevalence of fevers disabling the laborers, but was recommenced in November and contin- ued until the near exhaustion of the appropriation, in January, 1882. With the appropriation of August 2, 1882, the work will be resumed. ....- July 1, 1881, amount available...... --------......---......---....--....-............ $6,784 57 July 1, 18H2, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-......- ......-.... ... .....- $6, 574 99 July 1, 1882, outstanding liabilities............ ...... .......... 89 68 6,664 67 July 1, 1882, amount available ............------------..----------------...-----------...... 119 90 Amount appropriated by act passed August 2, 1882....................... 6,000 00 Amount available for fiscal year ending June 30, 1883 .... -......-.......... 6, 119 90 Amount (estimated) required for completion of existing project ......-----.... 6, 520 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 500 00 (See Appendix I 18.) 19. Tlaccamaw River, South Carolina.-The river and harbor act of March 3, 1881, appropriated $10,000 for continuing the improvement of this river. The expenditure of this has been made in continuing the work previously commenced. Jetties have been built or repaired at the following points, viz: Mount's Landing Shoal, Jackson's Bluff Shoal, Dennis' Fish Hole Shoal, Indian Creek Cut-off, between the mouth of Indian Creek and Indian Creek Shoal, Oat Bed and Needle's Eye Shoals. A tug has been employed to assist the scouring of the jetties by working her propeller over some points. The results have been satis- factory, 12 feet being now carried over both Oat Bed and Needle's Eye shoal. Some of the jetties are incomplete and need filling, the banks require further trimming, and there are some logs and trees to be removed from the river in order to secure a clear channel to Conwayborough. The ap- propriation of August 2, 1882, will be applied to this. July 1, 1881, amount available .......................................... $19, 045 20 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 .................. .......... 18, 433 17 July 1, 1882, amount available .......................................... 612 03 Amount appropriated by act passed August 2, 1882 ...................... 4,400 00 Amount available for fiscal year ending June 30, 1883 .-.......-... _.... 5, 012 03 (See Appendix I 19.) 20. Santee River, South Carolina.-The act of March 3, 1881, appro- priated $22,000 for improving the Santee River, South Carolina, by deepening and straightening its outlet to Winyah Bay through Mos- quito Creek. A project for the expenditure of this sum submitted by the engineer in charge met with opposition on the part of some of the rice planters, through a fear that it would let the salt water in and ruin their lands. A careful examination not showing this danger to exist, a route changed ft neo1 noint to avoid too near an approach to South Island has been RIVER AND HARBOR IMPROVEMENTS. 163 adopted, and papers granting right of way for the necessary cuts free of cost to the United States are in process of execution. When the right of way is secured and reasonable bids are received, it is proposed to commence the operations for straightening the creek. July 1, 1881, amount available......-- --............-- ........................ $22, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ................ ___....................-- .... 1, 372 94 July 1, 1882, amount available ...... ....-....... ...... ... ......... .... 20, 627 06 Amount appropriated by act passed August 2, 1882....---.......... ....-.... 20, 000 00 Amount available for fiscal year ending June 30, 1883 .... ........ ...... 40, 627 06 Amount (estimated required for completion of existing project ........... 62, 427 40 Amount that can be profitably expended in fiscal year ending June 30, 1884. 62, 500 00 (See Appendix I 20.) 21. Wateree River, South Carolina.--Eight thousand dollars was ap- propriated by the river and harbor act of March 3, 1881, for this river. Under this appropriation operations have been conducted with a view to securing a depth of 4 feet in the channel. The work, which consists of the removal of logs and trees from the river and clearing the banks of overhanging trees, has been confined to the lower 8 miles of the river, the bridge of the Camden Branch of the South Carolina Railroad, which has no draw, not allowing the hoister to go higher up. The river is also crossed by a close bridge of the Wil- mington, Columbia and Augusta Railroad at a point about 5 miles far- ther up. These bridges in their present condition allow nothing of a greater height than 15 feet to pass at low-water, and a correspondingly less height as the water rises. A proper improvement of the river would require them to be provided with draws. It is proposed to apply the appropriation of August 2, 1882, to contin- uing the clearing of obstructions, so as to secure a 4-foot navigation from the confluence of the Wateree and Congaree rivers to the town of Cam- den, 64 miles above. July 1, 1881, amount available .--.... ... -............................. $8, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--- --........................... $7, 074 87 July 1, 1882, outs anding liabilities...-- ............ ......... 775 44 7,850 31 July 1, 1882, amount available .......................................... 149 69 Amount appropriated by act passed August 2, 1882 ..................... 15, 000 00 Amount available for fiscal year ending June 30, 1883.......... .......... 15, 149 69 Amount (estimated) required for completion of existing project .... ..... 31, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 31, 000 00 (See Appendix I 21.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Captain Mercur.was charged with and completed the following, the results of which were transmitted to Congress: 1. White Oak, Mieherrin, and New rivers in North Carolina. (See Ap- pendixes I, 22, 23, and 24.) 2. Water connection between the Waccamaw and Cape Fear rivers, with the view of ascertaining if a continuous inland water connection cannot thereby be established. (See Appendix I 25.) 164 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The above were printed as Senate Ex. Doc. 169, Forty-seventh Con- gress, first session. 3. Bar at mouth of Winyah Bay, near Georgetown, South Carolina, printed as Senate Ex. Doc. 46, Forty-seventh Congress, first session. (See Appendix I 26.) 4. Oregon Inlet, in Dare County, North Carolina, printed as Senate Ex. Doe. 190, Forty-seventh Congress, first session. (See Appendix I 27.) IMPROVEMENT OF RIVERS AND HARBORS ON THE COAST OF SOUTH CAROLINA AND 'I HE ATLANTIC COAST OF FLORIDA. Officer in charge, Lieut. Col. Q. A. Gillmore, Corps of Engineers, hav- ing under his immediate orders Capt. James C. Post, Corps of Engineers, and Capt. Benjamin D. Greene, Corps of Engineers, throughout the fiscal year, and First Lieut. W. T. Rossell, Corps of Engineers, since March 11, 1882, and First Lieut. W. L. Fisk, Corps of Engineers, until February 5, 1882. 1. Charleston Harbor, South Carolina.-The works of impiovement now in progress of construction comprise two jetties, composed of riprap stone, resting on a broad foundation mattress of logs and brush, with a mattress hearting whenever deemed expedient and advantageous. The twojetties spring, respectively, from Sullivan's and Morris Islands, and converge towards each other on curves in such manner as to cross the bar on parallel lines at a distance of about 2,900 feet from each other. The oblject of the work is to establish and permanently maintain a practicable channel across the bar of not less than 21 feet navigable depth at mean low-water, where heretofore the available low-water depth has not usually exceeded 11x feet. Previous to the adoption of this project, in 1878, there had been expended in improving this harbor since the close of the civil war (1871 to 1878) the sum of $93,700 in taking up the wrecks of fourteen ironclad and wooden vessels and for other pur- poses. North jetty.-During the fiscal year just closed there was laid on the seaward extension of the north jetty a length of 2,319 feet, having a uniform width of 118 feet, and a height varying from 2A to 4 feet, com- posed of a log and brush mattress, about 18 inches thick, overlaid with riprap stone. The work was laid in low-water depths varying from 13J to 17 feet. The quantity of log and brush mattress, 18 inches thick, laid in the north jetty during the fiscal year amounted to 32,314 square yards, and the amount of riprap stone to 28,387 cubic yards. At the close of the fiscal year the seaward end of this jetty had reached a point 14,361 feet distant from the shore of Sullivan's Island, measured along the axis of the work and about 1,000 feet inside the 18-foot curve of low-water depths on the outer slope of the bar. No further settlement of conse- quence has taken place in that portion of the work crossing Beach Channel between Sullivan's Island and Drunken Dick Shoal. At some points of the work laid during the past fiscal year settlement varying from 12 to 21 inches has been observed. If any stone has been washed off the work by the force of the waves, it ha not been reported or observed. South jetty.-On the south jetty there was laid a length of seaward extension amounting to 3,209 feet, with heights above the bottom vary- ing from 3 to 6 feet, and net widths varying from 90 to 108 feet. Every third mattress was 130 fe'et wide, so as to give a projection or spur on the sides. The quantity of logs and brush mattress, 18 inches thick, RIVER AND HARBOR IMPROVEMENTS. 165 laid on the south jetty during the fiscal year amounted to 52,163 square yards, and the amount of riprap stone to 23,030 cubic yards. At the close of the fiscal year the seaward end of this jetty had reached a point 10,122 feet from the shore of Morris Island and about 11 miles within the 18-foot curve on the outer slope of the bar. Some slight settlement has apparently taken place on that portion of the south jetty laid prior to June 30, 1881. In the deep water of the main channel the work is pretty well covered with sand. At a few points on the work laid dur- ing the last fiscal year settlement has been reported varying from 12 to 20 inches. Both jetties, on the whole, may be regarded as in a satis- factory condition of stability. On the bar between the present sea ends of the jetties the outward movement of the sand appears to be more or less constant, and the depths have sensibly increased on the line and in the vicinity of the channel to be improved. The sand movement, however, is very irregu- lar and the line of deepest water exceedingly tortuous and changeable. The contraction of the waterway has not reached the point where any decided results can be expected. On the line of the north jetty, so far as laid, the high-water section has been reduced less than 25 per cent., and on the line of the.south jetty only 15 per cent., so that the percent- age of reduction on the line of the two works and the gap between them is yet comparatively small. The sea shores of both Sullivan's and Morris islands have been wash- ing away for some time. In December, 1880, a short spur-jetty was built on Sullivan's Island at a point about 3,100 feet to the eastward of Fort Moultrie (see Appendix J 2, Annual Report of the Chief of Engineers for 1881). Another spur-jetty was built on the same shore in September, 1881. It is located 1,800 feet east of Fort Moultrie. Its width is 30 feet and length 288 feet, and it contains 960 square yards of log and brush mattresses 18 inches thick and 3661 cubic yards of riprap stone. The effects of these two works appear to be satisfactor y. The jetty last named was built with the funds appropriated for the im- provement of Charleston Harbor. During the present fiscal year it is proposed to extend seaward the foundation course of both the north and south jetties, and to build them higher at points where such increased heights are likely to produce the desired results most promptly. The work will be carried on by methods substantially the same as those heretofore followed. If deemed neces- sary, additional spurjetties will be constructed for the protection of the shores of Sullivan's and Morris islands. The estimated cost of the north and south jetties originally submitted March 9, 1878, was $1,800,000. This estimate did not include the short spur-jetties built and to be built for the protection of both shores inside the jetties. There has been appropriated to date the sum of '$745,000. Of this amount there had been expended to June 30, 1881, $744,821,46. July 1, 1881, amount available---....----- .............---...----------.............- ..----. $279,340 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... ...-------- ----........ - $279, 161 91 ----.... ---- July 1, 1882, outstanding liabilities.---..--...----....--------....------...... 178 54 - -- 279, 340 45 Amount appropriated by act passed August 2, 1882 ....................-. 300, 000 00 Amount (estimated) required for completion of existing project ..... .... 755, 000 00 Amount that can be profitably expended in- fiscal year ending June 30, 1884--------------------- ......-------------............................------------------............---. ---- 755,000 00 (See Appendix J 1.) 166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Ashley River, South Carolina.-Ashley River is about 40 miles in length, and runs in a generally southeasterly direction. At its mouth the city of Charleston occupies its left bank. By act approved June 14, 1880, the sum of $1,000 was appropriated for this improvement, and the sum of $1,500 was appropriated by act approved March 3, 1881. These are the only appropriations ever made by Congress for improving this river. A general description of the locality will be found in Appendix J 3, Annual Report of the Chief of Engineers for 1880. The plan of improvement recommended comprised- 1. The removal of a shoal at a place known as Accabee, about 8 miles above Charleston City, where, according to a survey made in 1873, there was then only 9 feet of water at mean low-tide; and 2. The removal of a shoal just below the Wando Phosphate Works, where only 6 feet of water was found at low-tide. During the last fiscal year a channel of about 100 feet width and over 1,000 feet in length was cut by dredging through the shoal at the crossing near the Wando works to a depth of 11 feet at mean low-water. In doing this 13,558 cubic yards of material was removed. The chan- nel excavated has thus far remained in good condition, but it is not at all certain that the depth of 11 feet will be maintained by the scouring power of the stream. Dredging from time to time will probably be necessary, unless the stream is contracted by suitable works. No esti- mates of the cost of such works are submitted by the Engineer in charge. There are other shoals lower down where the channel requires deep- ening. The total amount expended on this improvement to June 30, 1882 was $2,414.93. July 1, 1881, amount available -------- .... ----....-- ..---............--------......--......-----.... ----....-- -- $2, 479 93 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ing liabilities July 1, 1881 ...--.......................................... ------------------------------------ 2, 394 86 July 1. 1882, amount available---..----........----------....-----------------------........... 85 07 Amount (estimated) required for completion of existing project - ---------- 2,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 2, 500 00 (See Appendix J 2.) 3. Vappoo Cut, South Carolina.-By the river and harbor act ap- proved March 3, 1881, the sum of $10,000 was appropriated for improv- ing Wappoo Cut, South Carolina, this being the first appropriation ever made by Congress for this work. Wappoo Cut is a narrow, tortuous, tidal creek to the north of James Island, connecting Stono and Ashley rivers. The project of improvement submitted by the Engineer officer in charge contemplates the establishment of a straighter channel of 6 feet by 90 feet low-water dimensions, at an estimated cost of $34,000. At present only 2 to 4 feet can be carried over the principal shoals at mean low- .tide. The plan of improvement comprised dredging on the bar at the en- trance from Ashley River, and at one place in the cut; a cut off through the marsh about 24 miles from Ashley River, closing three small tidal branches; and the construction of a short jetty at both the Stono and Ashley river ends. The engineer in charge has not deemed it expedient to begin the im- provement with the $10,000 appropriated March 3, 1881, for the reason that little improvement could be accomplished of a permanent charac- RIVER AND HARBOR IMPROVEMENTS. 167 ter with that amount. Operations during the present fiscal year will consist in deepening the channel over the bar at the Ashley River end of the cut; in dredging in Elliot's Cut and in the reach leading to it, and on the bar at the outlet into Stono River as far as funds available will admit. July 1, 1881, amount available ......----.......-- __ ......----.....------------...... --- ---...... 10, 000 00 July 1, 1882, amount available .--....-----------..........----....--.....------......----------.... 10, 000 00 Amount appropriated by act passed August 2, 1882 ...... _ ............. 10, 000 00 Amount availab)le for fiscal year ending June 30, 1883-..--..........----- --....--.... ---- 0,000 00 Amount (estimated) required for completion of existing project .......... 14, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.- 14, 000 00 (See Appendix J 3.) 4. Savannah Harbor and River, Georgia.-Duringthe last fiscal year operations were carried on in conformity to the project submitted Au- gust 28, 1873, and the supplementary projects of March 19, 1879, and January 16, 1882. The plan of improvement now in progress of execution contemplates the establishment of a channel from Tybee Roads to the city of Savan- nah, navigable for vessels of 22 feet draught, and the widening of the river opposite the city to 600 feet, of uniform depth with the balance of the channel. This is to be accomplished by improving the north channel, in prefer- ence to the south, from the head of Elba Island to the head of Long Island; closing with dams all the lateral channels connecting the north and south channels from Elba Island to Tybee Roads; constructing a low dam across the south channel above Saint Augustine Creek, in order to increase the volume of ebb-flow down the north channel; raising the dam at the Cross Tides, 4 miles above the city of Savannah, to a higher level, possibly to the level of high-water; narrowing the river between Savannah and Tybee Roads by wing-dams where the widths are excess- ive and the navigation poor; constructing a low jetty or training-wall from some point on either Jones or Turtle Island in a southeasterly di- rection to the Red Light Beacon; and protecting Saint MichaelPs Chan- nel below that beacon by a similar wall. Works of shore protection will be built and dredging done wherever deemed necessary. The estimated cost of the improvement, according to the plan sub- mitted January 16, 1882, is $730,000. Prior to July 1, 1881, the Cross Tides dam was constructed nearly up to the level of low-water, although at places the top was 6 to 8 feet be- low that level; a low dam was partially constructed across the upper end of the south channel; a portion of the old King's Island jetty was re- moved; and dredging had been done at various places between the Cross Tides dam and Tybee Roads to the amount of 1,241,500 cubic yards. A number of wrecks and portions of wrecks, as well as piles, cribs, and other obstructions, were removed from the channel. During the last fiscal year the Cross Tides damn was raised higher by depositing thereon 2,638 cubic yards of broken stone and 280 square yards of brush mats 12 inches thick. The adjacent shore was protected with 333 square yards of log mats ballasted with stone. The crest of the dam is now at the level of 3 feet above mean low- water, the rise and fall of the tide at that point being 5.47 feet. Opposite the city of Savannah t wo wing-dams were constructed on the Hutchinson's Island side, to contract the water-way in that locality. 168 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. One is 300 feet and the other 350 feet in length. They are substantially constructed with five courses of log-rafts or mattresses, ballasted with riprap stone, with a number of piles driven alongside to keep them securely in place. The bottom mattress is 30 feet wide, the others 15 feet. They were completed to the level of high-water in March last. These dams contract the water-way to a width of 660 feet. The width of the river at Fig Island was increased to 660 feet by cutting away the point on the left bank. There were excavated, by dredging, from the Garden Bank Shoal 24,289 cubic yards of materials. A jetty or train- ing-wall was constructed, starting from near the lower end of Fig Island and extending down stream a length of about 5,000 feet. This jetty is • composed of log and brush mattresses, ballasted with riprap stone, and is three courses high in some places, its crest being about 3 feet above the level of mean low-water. At its upper end it contracts the water- way to a width of about 790 feet, and at its lower end to about 850 feet. The work of closing the cross-channels between the islands from Elba to fong Island was accomplished in March, April, and May, 1882, by means of dams composed of log and brush mattresses, loaded with rip- rap stone, carried up to mean high-water level. There are three of these dams, and their aggregate length is 3,249 feet. All the dams and wing-dams, including the dam at the Cross Tides, are in good condition and stable. Some dredging was done in the new " Wrecks" Channel at Oyster Bed Beacon, north of Fort Pulaski, and at the Tybee Knoll, and in Saint Michael's Channel, the total quantity removed from the .several localities being 89,412 cubic yards. The channel from the city of Savannah to Tybee Roads, taken as a whole, was never in better condition than at the present time. Vessels drawing 19 feet and upwards have gone to sea from the wharves of the city. During the present fiscal year it is proposed to carry on the work in conformity to the project submitted January 16, 1882. The total expenditures on account of this improvement to June 30, 1882, including outstanding liabilities, have been $466,948.08. July 1, 1881, amount available .--.......... .. ..--...--.........---...... $170, 471 78 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-.............. ...... $141, 297 27 July 1, 1882, outstanding liabilities . ...-...... ..... 14. 122 59 155, 419 86 ----------.....-----------..-------------............. July 1, 1882, amount available-................. 15,051 92 Amount appropriated by act passed August 2, 1882.--. -........-- ...... 200, 000 00 Amount available for fiscal year ending June 30, 1883-.......-...... ...- . 215, 051 92 Amount (estimated) required for completion of existing project ... .... 530, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 184 _ 530, 000 00 (See Appendix J 4.) 5. Savannah River, Georgia.-By act approved March 3, 1881, the sum of $15,000 was appropriated for this improvement, referring to that por, tion of the river between the city of Augusta and the head of Hutchin- son's Island, 4 miles above the city of Savannah. This was the first appropriation ever made by Congress for this improvement. The prin- cipal obstructions are sand-bars, snags, and overhanging and floating trees. The plan of improvement contemplates narrowing the river by wing-dams where the widths are excessive; aiding the deposit of silt by light hurdle dikes, revetting caving banks wherever necessary; cut- ting away projecting points, removing snags and piles, and dredging wherever necessary to aid the development of a low-water channel. RIVER AND HARBOR IMPROVEMENTS. 169 For the greater portion of the year boats of 4 to 5 feet draught can pass from Savannah to Augusta, a distance by river of 248 miles, but during the low-river season the worst shoals have only 2 to 3 feet of water upon them. The object of the improvement is to secure a low- river channel 5 feet deep, and its estimated cost is $91,000. During the last fiscal year an efficient snag-boat was constructed, her cost being charged in part to the appropriation for this work, and in part to the applopriations for Savannah River and Harbor and the Altamaha River. The snag-boat went to work on the river during the latter part of February, 1882, and continued until the 7th of the follow- ing April. She operated on a reach of about 60 miles in length be- tween Hack's Bar, about 70 miles below Augusta, and Brier's Creek, about 130 miles below that city. A number of piles, snags, and over- hanging trees were removed. The total amount expended on this improvement to June 30, 1882, was $14,924.82. During the present fiscal year it is proposed, under the appropriation of August 2, 1882, to continue the work of removing snags, drift logs, overhanging trees, &c., and building wing-dams to contract the river where excessive widths produce and maintain shoals. July 1, 1881, -$15,000 amount available ......-----......-----......-......-.....-......--...... 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .................... ..... .. ... -14, .... ......-.... 924 82 July 1, 1882, amount available------- .. ..........------......-------..------......----......---------- --.... 75 18 Amount appropriated by act passed August2, 1882....................... 25,000 00 Amount available for fiscal year ending June 30, 1883 .. ... ... - -.... ... 25, 075 18 Amount (estimated) required for completion of existing project ......... 51, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1t-4 51, 000 00 (See Appendix J 5.) 6. Savannah River aboveAugusta, Georgia.-By act approved March 3, 1881, the sum of $8,000 was appropriated for this improvement, and the sum of $16,000 was previously appropriated by act of June 14, 1880. Two estimates of the cost of improving the river from Augusta to Trotter's Shoals have been submitted, viz: 1. Cost of improving the river for pole-boat navigation with a chan- nel 3 feet by 30 feet, a distance of 64 miles, $45,000. 2. Cost of a steamboat channel, 3 feet by 90 feet, over the same route, $124,000. Prior to June 30, 1881, a number of wing-dams for confining the cur- rent were built, some rock had been removed by blasting from ledges in the channel, and a small quantity of gravel had been excavated from obstructing shoals. All this was done within 8 miles of the city of Augusta. During the last fiscal year 3,365 cubic yards of rock and a small quantity of gravel were removed from ledges and shoals, and 1,800 cubic yards of riprap dams were built. This work was done at various points between Stevens' Creek Falls, S miles from Augusta, and Trot- ter's Shoals, 64 miles above that city. From an examination made after the work was suspended, it appears that there had been undoubted improvement of the channel, although the pole boats going down stream were more benefited thereby than those going up, as the velocity of the current through the improved channels had been somewhat increased. 170 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the present fiscal year operations of a similar character to those above indicated will be carried on. It is doubtful, however, whether any additional work will be of much advantage to the navigation. The total amount expended on this improvement to June 30, 1882, was $23,752.76. July 1, 1881, amount available..........-----..--...-----......----..............-------. $21, 115 98 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...------------------------------------------............................. 20, 868 74 --......------ ..-----.......-----. July 1, 1882, amount available ............---------------....-- 247 24 Amount appropriated by act passed August 2, 1882 .................. .... 15, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 15, 247 24 (See Appendix J 6.) 7. Altamaha River, Georgia.-By act approved March 3, 1881, the sum of $5,000 was appropriated for improving this river, being the first ap- propriation ever made by Congress for this object. The Altamaha is the most important river lying entirely within the State of Georgia, and is formed by the confluence of the Oconee and Ocmulgee. It is 155 miles long, has a southeastly course, and empties into the Atlantic Ocean through Altamaha Sound below the town of Darien. The principal obstructions to navigation consist in rock ledges, sand bars, and snags; and the plan of improvement provides for their removal so as to secure a navigable low-water channel 80 feet wide and 3 feet deep, at an estimated cost of $60,000. The sum of $5,000 available July 1, 1881, for beginning the work was expended in part payment for the construction of a snag-boat, the bal- ance of the cost of the boat having been charged to the appropriations for the Savannah River and Savannah River and Harbor. The total amount expended on account of this improvement to June 30, 1882, was $4,993.90. During the present fiscal year it is proposed to expend the appropri- ation of August 2, 1882, in removing snags of the worst character, piles driven in the bed of the river, and perhaps some of the most objection- able rock and bar reefs. This work cannot well be done by contract. July 1, 1881, amount available----..........................................----. $5,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...--......-----..---......---........--- ........--..--- ....---...... 4,993 90 July 1, 1882, amount available..----...........-----------......--......------------------.............----. 6 10 --- Amount appropriated by act passed August 2, 182----....................... 15,000 00 Amount available for fiscal year ending June 30, 1883..................... 15,006 10 Amount (estimated) required for completion of existing project ...-... .. 40, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1881. 40, 000 00 (See Appendix J 7.) 8. Brunswick Harbor, Georgia.-During the last fiscal year opera- tions have been carried on in general conformity to the project sub- mitted by the engineer in charge April 29, 1876, described and slightly modified in his annual report for the fiscal year ending June 30, 1880. That plan comprises the construction of a jetty starting from the north- easterly point of Buzzard's Island, and located approximately parallel to, and 1,000 feet distant from the established pier-head line on the RIVER AND HARBOR IMPROVEMENTS. 171 opposite shore, for the purpose of contracting the waterway and con- centrating the current upon a shoal about 1 mile below the town of Brunswick. The bottom being hard and tough, dredging has been necessary. The object of these works is to establish and permanently maintain a channel not less than 15 feet deep at mean low-tide, over the shoal upon which heretofore the navigable low-water depth was only 9 feet. The first appropriation for this locality was made in 1836, and amounted to $10,000. It was expended in dredging on this shoal. The other appropriations have been $20,000 by act of March 3, 1879; $10,000 by act of June 14, 1880, and $5,000 by act of March 3, 1881. Up to June 30, 1881, 37 cribs had been sunk in position on the line of the jetty. Fourteen of these, of an aggregate length of 310 feet, formed the return face of the jetty at right angles to the shore; the other 23 cribs occupied the main line for a length of 474 feet. These cribs are kept some feet below the water-line, and are filled with brush and with materials obtained by dredging, and are topped off with broken stone. Up to the same date 36,002 cubic yards of material had been removed by dredging. During the last fiscal year the main line of the jetty was extended 1,319 feet, in part by cribs resting on a platform of pine logs, and in part by log mattresses formed in two tiers of 12-inch logs, with 10 inch binders between them. The cribs were filled with brush and dredgings and topped off with riprap stone, and the log mattresses were loaded with brush and stone. The aggregate length of the jetty is now 2,104 feet including the return face 310 feet long. During the last fiscal year 16,016 cubic yards of material were dredged on a line parallel to the jetty, and about 720 feet east of it. Up to the present time 2 cuts have been made through the shoal to a low-water depth of 15 feet. The cuts are about 4,400 feet long, and each one is from 20 to 25 feet wide. Two other cuts of the same width have been carried partly over the shoal to a depth of only 12 feet. The jetty work stands well, and the low-water depths of 15 feet, obtained by dredging, have shoaled up in a few places only, reducing the depths to 13 to 14 feet. Since the survey of 1879 the upper end of the branch on which the town of Brunswick is located has shoaled up considerably, indicating that some works will be needed at this point to aid the flow of water through the branch. The total amount expended on this improvement to June 30, 1882, was $34,998.53. During the present fiscal year it is proposed to continue the work on thd jetty and to widen and deepen the ship channel by dredging. A project for some works at the upper end of the branch will be pre- pared. Estimated cost of works of improvement below the town of Brunswick... $73, 187 50 Amount appropriated to June 30, 1882 ......................... ....... 35. 000 00 July 1, 1881, amount available......--...... ..... .............. ......---.... 20, 240 24 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.....-----.---..........--------....-..------ -----...--- ......---...----... 20, 238 77 July 1, 1882, amount available........---------.. ------......----...---....------....---......----....---.... 1 47 Amount appropriated by act passed August 2, 1882...---............. 25,000 00 Amount available for fiscal year ending June 30, 1L83 .-.--.-.-- .. .. 25,001 47 172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project .......- -.... $13, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 13, 000 00 (See Appendix J 8.) 9. Entrance to Cumberland Sound, Georgia and Florida.-By act ap- proved June 14, 1880, the sum of $30,000 was appropriated for improv- ing this entrance. No expenditures were made prior to June 30, 1880. By act approved March 3, 1881, an additional sum of $100,000 was ap- propriated for the same object. The plan of improvement adopted is described in general terms in a report of the Engineer officer in charge. dated June 30, 1879, contained in Appendix I 8, Annual Report of the Chief of Engineers for 1879. The project consists essentially of two low jetties, composed of rip- rap stone, resting on a broad foundation mattress of logs, or logs and brush, startiNg, respectively, from the opposite shores of the entrance and extending seaward across the bar upon lines so directed that the outer ends will be approximately parallel to each other, and from 3,000 to 3,500 feet apart, or such distance as may hereafter be adopted. The estimated cost of the improvement, with two long jetties, is $2,071,023. They are calculated to maintain a low-water depth across the bar of not less than 20 to 21 feet, or a high-water depth of 26 to 27 feet. If only one long jetty is built on the north side, with a spur-jetty on the south side, the cost will not exceed about $1,000,000, and the low-water depth maintained will not, perhaus, exceed 16 to 17 feet. Heretofore the depth on the bar channel has not usually exceeded 13 to 131 feet at mean low-water, and at times has been as low as 11- feet. Up to June 30, 1881, only the north jetty had been commenced, and its foundation course had been carried out to a length of 276 feet, with widths varying from 25 to 35 feet. It is composed of log and brush mattress 19 inches thick, overlaid with riprap stone to the depth of about 1 feet. North jetty.-During the last fiscal year the foundation course of the north jetty was extended 7,196 feet with a log and brush mattress varying from 35 to 52 feet in width and from 19 to 22 inches in thick- ness. This mattress was ballasted with riprap stone. A second course of the same thickness, varying from 20 to 25 feet in width, was laid for a length of 1,366 feet upon the foundation course, along the deeper portions of the Cumberland Channel. Riprap stone to the amount of 10,824 cubic yards was deposited on the north jetty during the fiscal year. South jetty.-Work was begun on this jetty in May last. It starts from the eastern shore of Amelia Island, at a point about 5,700 feet dis- tant from Fort Clinch, and bearing south 78J degrees east from that place. The direction adopted for the shore end is due east. At the close of the fiscal year the foundation course of this jetty had bden carried out a length of 1,316 feet, the greatest low-water depth met with in that distance being only 5 feet. The log and brush mattresses vary from 40 to 50 feet in width, and are about 21 inches thick. An aggre- gate of 2,443 ctic yards of riprap stone was placed upon this jetty during the fiscal year. During the present fiscal year it is proposed to extend the foundation course of both jetties, and raise the work to a greater heighth at several places. The work will be carried on substantially by the same methods here- tofore followed. Estimated cost of the work of improvement, $2,071,023. The total amount expended to June 30, 1882, including outstanding liabilities, was $114,256.89. RIVER AND HARBOR IMPROVEMENTS. 173 July 1, 1881, amount available .............--- .... ....... ..... ..... ..... . $128, 922 98 July 1, 1882, amount expended during the fiscal year, exclu- sive of outstanding liabilities July 1, 1881 ............... $78, 988 54 July 1, 1882, outstanding liabilities .-..---.---.. .. _ . .. 30, 191 33 109, 179 87 July 1, 1882, amount available ...................---------------------................ -- 19,743 11 Amount appropriated by act passed August 2, 1882..................... 50,000 00 - -- - .....-. Amount available for fiscal year ending June 30, 1883............ 69, 743 11 Amount (estimated) required for completion of existing project-........ - 1,891, 023 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 (See Appendix J 9.) 10. Saint John's River, Florida.--Duringthe fiscal year ending June 30, 1882, the work of improving the channel over the bar at the mouth of Saint John's River, Florida, was continued in conformity to the plan submitted by the Engineer in charge June 30, 1879, printed in Appendix I 7, Annual Report of the Chief of Engineers, 1879. The plan of improvement consists essentially in the construction of two low jetties, starting, respectively, from the opposite shore of the entrance, and so directed that the outer ends on the bar will be approximately par- allel to and about 1,600 or 1,800 feet distance from each other, or such amended distance as shall hereafter be adopted. If two long jetties are built the estimated cost is $1,306,409, and the low-water depth which they are calculated to maintain is 15 feet upon the bar, where previously the navigable low-water depth has not usually exceeded 6 to 7 feet. With a long jetty on the north side and a short one on the south side the estimated cost of the improvement was $800,000, and the depth to be secured thereby was designed to be equivalent to the greatest depth that can now be carried from the bar to Jacksonville. The work done up to the present time contemplates the construction of two long jetties. Up to June 30, 1881, operations were contined to the south jetty, upon which a length of 2,786 feet of foundation course was laid, composed of a log and brush mattress overlaid with riprap stone. Of this length 874 feet comprised the shore end or return face, while a length of 1,9 12 feet was laid on the main line approximately parallel to the channel to be improved. The width of the log and brush mattress varied from 20 to 87 feet, the thickness from 19 to 21 inches, and the thickness of the mattress and stone combined from 34 to 36 inches. During the last fiscal year the foundation course of the south jetty was extended 2,027 lineal feet seaward, with log and brush mattresses varying from 55 to 78 feet in width. The work, where it crosses the deeper water of the south channel, was raised higher by four additional courses of mattresses and riprap. The length of the second course is 3,002 feet; that of the third course 1,776 feet; that of the fourth course 1,380 feet, and that of the fifth course 331 feet. The mattresses of each course were about 8 feet narrower than those of the next course below. As the main ship channel now in use crosses this jetty, a length of about 300 feet has been left low enough for vessels to go over it without touching. Eight spur-dikes, four on each side, were built against the south jetty to arrest the scour, which seemed to threaten the stability of the work. These spurs vary in length from 81 to 98 feet; those on the north side being 75 feet wide and those on the south side 100 feet. These spurs are in two courses. similar to those of the main line, the second course 174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. being both narrower and shorter than the lower one. They will doubt- less have to be raised higher at an early day. During the last fiscal year riprap stone to the amount of 18,504 cubic yards was desposited on the south jetty. The north jetty was begun in January, 1882, and at the close of the fiscal year the foundation course of log mattresses, overlaid with stone, had reached a length of 1,115 feet, measured from the low-water line of Fort George Island. The mattresses vary from 42 to 60 feet in width, with 'athickness of 19 to 22J inches. They are held in place by 2,162 cubic yards of riprap stone. The work on both jetties appears to be in good condition. During the present fiscal year it is proposed to continue the work of extending both jetties, and raise them to higher levels wherever deemed most advantageous. The spurs will be raised higher and strengthened, and perhaps a mattress apron will be placed at those points of the south jetty where damage from under-scour is threatened. The total amount expended to June 30, 1882, including outstanding liabilities, was $218,228.82. July 1, 1881, amount available------------------------------------........................................ $182, 703 08 July 1, 1682, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881_.......... .... .... $152, 677 67 July 1, 1882, outstanding liabilities.--.- .--... . . 23, 254 23 175, 931 90 July 1, 1882, amount available--------------------------------------- 6,771 18 Amount appropriated by act passed August 2, 1882...... ............ 150, 000 00 Amount available for fiscal year ending June 30, 1883_ _ _ _.................. 156,771 18 Amount (estimated) required for completion of existing project........ 1, 081, 409 00 Amount that can be profitably expended in fiscal year ending June 301884. 600,000 00 (See Appendix J 10.) 11. Improvement of Volusia Bar, Florida.-By act approved June 14, 1880, the sum of $5,000 was appropriated for improving Volusia Bar, Florida. This was the first appropriation for the work. A second appropriation of $5,500 was made by act approved March 3, 1881. Volusia Bar is located at the southeast end of Lake George, about 162 miles from the mouth of the Saint John's River, at a point where the waters of the river discharge into the lake. A project of improvement by means of two brush and stone jetties, with a view of establishing and maintaining a channel 6 feet deep over this bar, where heretofore the low-river depth has occasionally not ex- ceeded 31 to 4 feet, was submitted by the engineer in charge July 16, 1879. The estimated cost of the work was $15,000. Up to June 30, 1881, work had been confined to the west jetty, which had reached a length of 1,950 feet, extending from the shore to about 31 feet depth of water on the bar. It is composed of brush and pole mattresses overlaid with riprap stone, with widths varying from 6 to 12 feet, and heights from 2 to 2) feet. Piles were driven as fenders to prevent boats running against the work. During the last fiscal year the east jetty was begun and carried out a length of 1,836 feet by brush mattresses and broken stone. The west jetty was extended 256 feet with a width of 12 feet, and a second course of mats 6 feet wide was laid on the outer end of it for a length of 159 feet. There were also driven 100 piles in clusters to confine the RIVER AND HARBOR IMPROVEMENTS. 175 boats to a width of 75 feet in crossing the bar. The west jetty has reached a length of 2,206 feet. During the present fiscal year it is proposed to continue work on the east jetty, and perhaps do some dredging on the bar. Lake George is so very shoal as to render it highly probable that the bar will promptly form outside the end of the jetties and render necessary their early extension. The cost of the improvement will somewhat exceed the original estimate. Estimated cost of improvement .---------.....- $15, - ----.. ----......--.......- -....- -.... -....--- --.... 000 00 Amount appropriated to June 30, 1882 --...--..........----- --..----..-----.........-... 10, 500 00 Total amount expended to June 30, 1882 ....---------..... ---. ---..- -..........---...------ 10, 434 00 ---.........----------...---..-----. July 1, 1881, amount available......---.---.......----.....--.....-----.. 5, 500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------ .....--.......---....---- .. .... $5, 389 00 July 1, 1882, outstanding liabilities......----.... ......---------------......-.. .... - 45 00 5,434 00 July 1, 1882, amount available.--...---------------...................---...........------------------..-----. 66 00 Amount appropriated by act passed August 2, 1882- ...............- -..--..- -- - -- 5, 000 00 . Amount available for fiscal year ending June 30, 1883--- -- -..---............ 5, 066 00 Amount (estimated) required for completion of existing project......-..... 1, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 1, 000 00 (See Appendix J 11.) 12. Improvement of SaintAugustine Creek, Thunderbolt River, Georgia.- No work was done during the fiscal year ending June 30, 1882, and no appropriation is asked. July 1, 1881, amount available......--------- ---....--........--..----------------------....................... $3, 417 66 ......--------....---....----....-.. ------...-------............... July 1, 1882, amount available----- --- 3, 417 66 (See Appendix J 12.) 13. Improvement of Inside Passage between Fernandina and Saint John's River, Florida.-Work on this improvement was not resumed during the last fiscal year, for the reason given by the engineer in charge that there seemed to be iJot only no urgent need for its continuance, but no prospect of securing any permanent improvement from the expend- iture of small appropriations. July 1, 1881, amount available ...------.........---------- --------......... --....--------....---...... $4,437 51 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..---...- ..------............------------ ------------------.........--.............. 3 06 ------------ July 1, 1882, amount available-----..........----.... -----...............--------4,434 45 (See Appendix J 13.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of June 14, 1880, Lieutenant-Colonel Gillmore was charged with and completed surveys for the opening of steamboat communication from the Saint John's River, Florida, by way of Topokalija [Tohopokalija] Lake to Charlotte Harbor or Pease [Peace] Creek, the results of which were transmitted to Congress, and printed as Senate Ex. Doc. 189, Forty-seventh Congress, first ses- sion. (See Appendix J 14.) And in compliance with provisions of the river and harbor act of March 3, 1881, with the following, also transmitted to Congress: 1. Surveys and estimates of the cost of the further improvements necessary to be made in Sara.nnah River and Harbor to increase the depth of water 176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from the bar up to the city to 22 feet, and estimates of the cost of widen- ing the channel of the Savannah River opposite the city to 600 feet of uniform depth with the balance of the channel. Printed Senate Ex. Doc. 91, Forty- seventh Congress, first session. (See Appendix J 4.) 2. Indian River, Florida, at the north end, in view of opening a passage to the lagoon one-half mile east. Printed as Senate Ex. Doe. 33, Forty- seventh Congress, first session. (See Appendix J 15.) GULF OF MEXICO. IMPROVEMENT OF THE HARBORS OF MOBILE, ALABAMA, AND OF PEN- SACOLA AND CEDAR KEYS, FLORIDA; OF TAMPA AND APALACHICOLA BAYS, FLORIDA; AND OF CERTAIN RIVERS IN GEORGIA, ALABAMA, FLORIDA, AND MISSISSIPPI, EMPTYING INTO THE GULF OF MEXICO. Officer in charge, Capt. A. N. Damrell, Corps of Engineers. 1. Mobile Harbor, Alabama.-The present project for the improvement of this harbor was adopted in March, 1880, the object being to afford a channel of entrance from the Gulf of Mexico to the city of Mobile, of 200 feet width, and not less than 17 feet depth at mean low-water. The channel before was 200 feet wide through "Dog River Bar," and 300 feet wide through CC hoctaw Pass Bar," with not more than 13 feet at the shoalest part, and was obtained by dredging under previous appropria- tions for 1870 to 1878, amounting in the aggregate to $401,000. The amount expended to June 30, 1882, is $209,723.72, and has re- sulted in obtaining a channel not less than 17 feet at mean low-water, and 35 feet wide, 22.38 miles long, and the widening of the channel to not less than 75 feet for a distance of 14.44 miles with the same depth. The amount available, the amount appropriated for the next fiscal year, and the amount asked for, $370,000, is to be expended in extend- ing and widening the above channel, and it is expected that the com- bined amounts will complete the project adopted. July 1, 1881. amount available ................. __ ___ _................. _ . $302, 361 21 July 1, 1882 amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ____ _................ ..... $170, 389 62 July 1, 1882, outstanding liabilities ....... . _--......- ...... 16, 695 31 187, 084 93 July 1, 1882, amount available ...................----- ................ 115,276 28 Amount appropriated by act passed August 2, 1882 ....._.. __..........125, 000 00 Amount available for fiscal year ending June 30, 1883 ------ ............ 240, 276 28 Amount (estimated) required for completion of existing project-.......... 370,000 00 Amount that can be protitably expended in fiscal year ending June 30, 1884_ 370, 000 00 (See Appendix K 1.) 2. Pensacola Harbor, Florida.--The present project for the improve- ment of this harbor was adopted in 1881, the object being to open a channel 300 feet wide and 24 feet deep at mean low-water by dredging through a shoal which has formed inside the outer bar, and to' construct such jetties and shore protections as may be necessary to prevent the further abrasion of the beach near Fort McRae on the western side of the entrance to the harbor, and maintain the dredged channel. The ch annel upon which no dredging has as yet been made, when the pro- ject was adopted, had a depth of not more than 20 feet at the shoalest part at mean low-water. It has now not more than 19.7 feet, having de - RIVER AND HARBOR IMPROVEMENTS. 177 creased in depth and increased in extent during the past year, increas- ing the amount to be dredged about 75 per cent. over that previously estimated. The amount expended to June 30, 1882, is $38,140.66, which has been used in surveys for locating channel and jetties, advertising, office ex- penses, the construction of quarters for overseer and workmen, mattress sheds for preparing mattresses, tramways for delivering mattresses, ballast and brush, four tram-cars for transporting and launching mat- tresses, two scows for transporting brush and working at jetties, con- " struction of shore end of Jetty A" extending out 60 feet from low-wa- ter line, completion of piling and tramway for same jetty 250 feet from the same, the completion of piling and partial completion of wharf at the outer extremity for reception of ballast. A contract for the dredging required was awarded, but the contrac- tor failing to commence work after a reasonable time had been allowed him, his contract was annulled and new bids were solicited and opened June 20, 1882. The balance available and amount appropriated for the fiscal year are to be applied to dredging the channel extension of " Jetty A," com- mencement of " Jetty B," and two or three short jetties to protect the beach where it shows a tendency to scour, all according to the adopted project; and it is expected that the work to be accomplished will give immediate and great relief to the commerce of the port. July 1, 1881, amount available.........-------...........---..----..............--. $69, 611 47 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881__....--..- _-..---..- .---.-- --. ---- . 17, 752 13 51, 859 34 July 1, 1882, amount available---.......------.........---.....---.....--------.. ---. Amount appropriated by act passed August 2, 1882 ...---.--..-...... 50, 000 00 Amount available for fiscal year ending June 30, 1883................ .... 101,859 34 Amount (estimated) required for completion of existing project---.......... 54, 470 25 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 55, 000 00 (See Appendix K 2.) 3. ChattahoocheeRiver, Georgia and Alabama.-The present project for the improvement of this river was adopted in 1873, the object being to afford a channel 100 feet wide and 4 feet deep at low-water, from its mouth, near Chattahoochee, Georgia, up to Columbus, Georgia. The channel, before the improvement was commenced, was impassable at times between Columbus, Georgia, and Eufaula, Alabama, and the least depth on the bars varied from 1 to 3 feet. It was at other places nar- row and dangerous from snags and rocks. The amount expended to June 30, 1882, is $108,210.10, estimated, as no separate account was kept of the expenditure in the Chattahoochee and Flint Rivers when the appropriation was made for both together, and has resulted in the improvement of the worst bars and removal of snags and overhanging trees the whole length of the river, and generally in giving a fair navigable channel the whole year, except during such exceptionally low stages of the river as occurred last summer. An investigation was made of the effect of some of the constructions of which complaint had been made, and some changes made which it is believed will prove satisfactory. The amount available and the appropriation asked for are to be ap- plied to continuing the improvement according to the approved project. 12 E 178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available.................. ..................----...... $38, 959 36 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 -------- ----------------------.---. 22, 169 46 July 1, 1882, amount available-........ . ........ ..................... . 16,789 90 Amount appropriated by act passed August 2, 1882------ ......................------- 25,000 00 Amount available for fiscal year ending June 30, 1883 .................... 41,789 90 Amount (estimased) required for completion of existing project .......... 150,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 100, 000 00 (See Appendix K 3.) 4. Flint River, Georgia.-The present project for the improvement of this river was adopted in 1873 and modified in 1880, the object of the original project being to afford a channel 100 feet wide and 3 feet deep, at ordinary low-water, from its mouth up to Albany, Ga., and the mod- ification to improve for high-water navigation that portion of the river between Albany and Montezuma, about 77 miles above. The channel before the improvement was commenced was only navigable, at low- water, from the mouth up to Bainbridge, and even that portion was narrow, crooked, and dangerous. The amount expended to June 30, 1882,is $67,202.79, and has resulted in securing a low-water channel 100 feet wide and 3 feet deep, from the mouth up to " Hell Gate," a distance of 58 miles, and nearly complet- ing the projected improvement at that locality; also in cleaning the river of snags and overhanging trees from the mouth of Swift Creek, the head of the rock shoals above Albany, Ga,, an estimated distance of 40 miles up the river towards Montezuma, in which section of the river there is now a channel with 60 feet navigable width, and not less than 3 feet deep at low-water. The amount available and the appropriation asked for are to be ap- plied to continuing the improvement in both sections of the river, accord- ing to approved project. July 1, 1881, amount available ...---- ..............................---------- $21,974 84 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................. ._ _ ..... ...-........ .... ___.... 19, 177 63 July 1, 1882, amount available...............--....... ...-.. ............. 2,797 21 Amount appropriated by act passed August 2, 1882...................... 25,000 00 Amount available for fiscal year ending June 30, 1883 .................... 27,797 21 Amount (estimated) required for completion of existing project .......... 127,829 52 Amount that can be profitably expended in fiscal year ending June 30,1884 . 75 000 00 (See Appendix K 4.) 5. Apalachicola River, Florida.-The project for the improvement of this river was adopted in 1874, the object being to afford a channel of 6 feet depth and navigable width its whole length, avoiding the worst portion by utilizing Styx River and Moccasin Slough. The channel at that time had sufficient depth and generally sufficient width, but was obstructed by snags and overhanging trees, and the portion through Moccasin Slough was narrow, crooked, and difficult. The amount expended to June 30, 1882, is $34,370.16, and has resulted in the complete execution of the project, and, in addition, opening Chipola Cut-off, a distance of 9 miles (from its upper end to White's Bluff), giving access by steamers to the orange groves along Dead Lake. There is a depth of only 4 feet at present in low-water, in a short canal cut to straighten the upper entrance from the river into Moccasin Slough, RIVER AND HARBOR IMPROVEMENTS. 179 but there is the projected depth by the other route. It is expected the canal will deepen to more than the required depth by scour. A yearly expenditure of $2,000 will be required for the preservation of this im- provement. The appropriation of $15,000 asked for is to be applied to preserving the improvement already made, and providing a steam snag-boat and outfit for that purpose. July 1, 1881, amount available----.................. .................... $4, 239 58 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......----....--......--..--...----...... ................... 2, 109 74 July 1, 1882, amount available-............ ............. ........ ....... 2, 129 84 Amount appropriated by act passed August 2, 1882 ..--...----.............. 2,000 00 Amount available for fiscal year ending June 30, 1883 . - -.................. 4, 129 84 Amount (estimated) required for preservation of improvement annually... 2,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix K 5.) 6. Apalachicola Bay, Florida.-The present project for this improve- ment was adopted in 1880, the object being to afford a channel of en- trance from Apalachicola Bay into Apalachicola River, up to the wharves of the city of Apalachicola, 100 feet wide and 11 feet deep at mean low- water. The channel, before the improvement was commenced, had a depth of 4 feet at the shoalest place. The amount expended to June 30, 1882, is $19,905.16, and has re- sulted in securing a channel 30 feet wide and 11 feet deep at mean low- water, 5,748 feet long, and 60 feet wide for 1,967 feet of this distance, thereby increasing the depth, available for the commerce of the port, from 4 feet to 74 feet at mean low-water. The amount available and the appropriation asked for are to be ap- plied to completing the 30-foot cut through the bar, and then widening it as far as possible. It will result in giving a channel of the projected depth, and wide enough for navigable purposes. July 1, 1881, amount available ..------................- .........--...---...... $19, 598 89 July 1, 1882, amount expended during fiscal y ear, exclusive of outstanding liabilities July 1, 1881..... ......... ... ...... ...... ... .......... ...... 19,503 94 July 1, 1882, amount available........................................ 94 95 Amount appropriated by act passed August 2, 1882 ...................... 25,000 00 Amount available for fiscal year ending June 30, 1883................... 25,094 95 Amount (estimated) required for completion of existing project.........----------. 45, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 45, 000 00 (See Appendix K 6.) 7. Tampa Bay, Florida.-The present project for the improvement of this harbor was adopted in 1880, the object being to afford a channel from Tampa Bay, through the bar, at the mouth of Hillsborough River, 150 feet wide and 9 feet deep at mean low-water, and of the same depth and 200 feet wide up the river to the port of Tampa. The channel, be- fore the improvement was commenced, had a depth in the shoalest place of not more than 5 feet. The amount expended to the 30th of June, 1882, is $9,885.61, and has resulted in securing a channel of the projected depth (9 feet) at mean low-water, and 60 feet wide, 8,115 feet in length. The amount available and the appropriation asked for are to be used in extending and widening the channel as far as possible with it. A 180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel of the projected depth and navigable width may be secured during the next fiscal year. July 1, 1881, amount available---- ................. -- $10, 114 39 ............---........ July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. .....-- .--- . ....------ -.. -- --- --- .--.... 10, 114 39 Amount appropriated by act passed August 2, 1882.--..-- --..----.... . 20, 000 00 Amount (estimated) required for completion of existing project......... 57, 002 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix K 7.) 8. Suwanee River, Florida.-The present project for the improvement of this river was adopted in 1880, the object being to afford a channel of entrance through both East and West Passes, from Suwanee Bay into Suwanee River, of navigable width, and of not less than 5 feet depth at mean low-water, and to improve the river above so as to give a channel 50 feet wide, with a least depth of 4 feet, from Roland's Bluff up to Ellaville. Before the improvement was commenced the channel across the bar had a depth in the shoalest place of about 3 feet at mean low-water; from inside the bar, up to Roland's Bluff, there was a least depth of 5 feet, and from Roland's Bluff up to Ellaville a least depth of 1I feet, and much obstructed with snags and overhanging trees. The amount expended to June 30, 1882, is $7,795.99, and has resulted in securing a channel 65 feet wide, 6 feet deep, and 1,409 feet long. The amount available and the appropriation asked for are to be ex- pended in continuing and widening the cut and executing such other parts of the approved project as it will admit of. July 1, 1881, amount available--..------------------------------------........................................ $7,685 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......----------..... ----------......----....--.....--- .... ---....------....--...... 7, 481 73 July 1, 1882, amount available ........ ............ ...... . ....-.... .... 204 01 Amount appropriated by act passed August 2, 1882 .---------...................... 5,000 00 Amount available for fiscal year ending June 30, 1883..... ............... 5,204 01 Amount (estimated) required for completion of existing project ......----.... 42, 158 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix K 8.) 9. Choctawhatchee River, Alabama and Florida.-The present project for the improvement of this river was adopted in 1872, the object being to improve the navigation by the removal of snags, wrecks, overhang- ing trees, and other obstructions, to accommodate the trade at that time between the mouth of Mitchell's River and Geneva. It was modified in 1880 so as to extend the improvement up to Newton, about 40 miles above Geneva, for which an appropriation had been made, and to make a more thorough improvement of the river below Geneva, including the improvement of another mouth, or pass, called Cypress Top, having a little better water on the bar, to meet the wants of the rapidly increas- ing and changed character of the commerce on that portion of the river since the improvement was commenced. The amount expended to June 30, 1882, is $36,571.07, and has resulted in materially improving two passes, or mouths, of the river and the main river up to Geneva, 1871 miles, so that steamers drawing 41 feet can safely run at an average stage of water, where only flat-boats could run before, and the partial improvement of the river for 25 miles above Geneva, opening this section of the river for steamers during high-water, where there was no navigation before. The amount appropriated for the next fiscal year it is proposed to use in RIVER AND HARBOR IMPROVEMENTS. 181 still further improving the section of the river between Geneva and Scott's Slough, 25 miles below, so that steamers can run during the low- est stages of water, and to extend the improvement above Geneva for high-water navigation as far as possible. July 1, 1881, amount available__ ...... .................... ---............ $9, 632 67 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--............ --.........-----......---..... ....-.....-----. 9, 203 74 July 1, 1882, amount available__ .....................................---- .. 428 93 Amount appropriated by act passed August 2, 1882 ...-----------.--- .--. 20,000 00 Amount available for fiscal year ending June 30, 1883--.................---------. 20, 428 93 Amount (estimated) required for completion of existing project........... --------- 66, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 30, 000 00 (See Appendix K 9.) 10. Withlacoochee River, Florida.-The project for this improvement, adopted in 1881, is to improve the river by the removal of snags, loose rock, and overhanging trees, the deepening of some of the worst shoals, and of a bar near the mouth of the river, so as to enable boats drawing 2 feet of water to navigate the river during about half of the year. The least depth at present in the channel does not exceed 1 foot. The amount expended to June 30, 1882, is $3,568.37, and has resulted in securing a proper outfit for the work, and the improvement of about 4 miles of the river. The work was very much delayed by difficulty in obtaining labor. The amount available and appropriation asked for are to be expended in continuing the improvement, and will probably complete the project. July 1, 1881, amount available --.................................------------........ $7,500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 18,1---...-...--. -...... -- ------ ..-- ..---.---- 3, 568 37 July 1, 1882, amount available.--------------.....-----------..------.....--...----. 3,931 63 Amount (estimated) required for completion of existing project ........... 16,400 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 400 00 (See Appendix K 10.) 11. Peas Creek, Florida.-The project for this improvement, adopted in 1881, is to improve this stream for high-water navigation by the re- moval of snags, overhanging trees, and loose rocks from the channel from its mouth to Fort Meade. The amount expended to June 30, 1882, is $2,423.33, and was for part of the cost of an outfit for this work, the remainder being borne by the appropriation for the Withlacoochee River. No work was done on the river during the year, but it will be com- menced as soon as the appropriation for the Withlacoochee is exhausted. This plan has been adopted in order to use the same outfit, on account of the smallness of the appropriation. The amount available and the amount asked for are to be applied to carrying on the work according to the approved plan, and will probably complete the work. July 1, 1881, amount available--..---.....--.----......-----.......-----......-----.-----..........-- $7,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.........................................---------..----. 2,423 33 July 1, 1882, amount available .......................................... 4,576 67 Amount appropriated by act passed August 2, 1882......--...... .......... 4,000 00 Amount available for fiscal year ending June 30, 1883.................... 8, 576 67 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, - -.... $5, 700 00 Amount (estimated) required for completion of existing project.... .... Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 700 00 (See Appendix K 11.) 12. Escambia River, Florida.-The project for this improvement was adopted in 1880, the object being to afford a channel of entrance from Escambia Bay into Escambia River of 150 feet width and 5- feet depth at mean low-water, and to improve the river above to the Alabama and Florida state-line. The least depth on the bar at the mouth of the river before the improvement was commenced was 1.9 feet; the river above had sufficient depth and width, but was obstructed by snags and log-booms. The amount expended to June 30, 1882, is $9,639.57, and has resulted in securing a channel 100 feet wide, with the projected depth (5) feet) through the bar at the mouth of the river. The unexpended balance on hand, and part of the appropriation of $12,000 of August 2, 1882, for the improvement of Escambia and Conecuh rivers, will be applied to continuing this improvement upon the plan adopted. July 1, 1881, amount available-...---.---....................-----..-------..--------. $12, 671 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..........-..................................- 9,310 88 July 1, 1882, amount available -.---- ----. _-.--.-..--.-. ---.------. 3,360 43 Amount appropriated by act passed August 2, 1882, ForEscamba - - 12,000 00 and Conccuh. Amount available for fiscal year ending June 30, 1883 ..........-........ 15, 360 43 Amount (estimated) required for completion of existing project for the improvement of the Escambia ...........- ............ ...... ....... 6,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 000 00 (See Appendix K 12.) 13. Alabama River, Alabama.-The project for the improvement of this river was adopted in 1876, the object being to afford a channel 200 feet wide and 4 feet deep at low-water from its mouth, 50 miles above Mo- bile, to Wetumpka, Alabama. The channel before the improvement was commenced had sufficient width, but a least depth of about 2 feet on some of the shoals, and was badly obstructed by snags and over- hanging trees. The amount expended to June 30, 1882, is $93,901.53, and has resulted by clearing the river of all dangerous snags and overhanging trees, and the improvement of the worst bars, in opening 20 miles of the river be- low the "'Cut-off," before inaccessible during low-water, in increased safety to navigation, greater regularity and reduction in time of trips, and enabling boats to carry larger loads. The amount available and the appropriation asked for are to be applied to keeping the river free from snags and overhanging trees, keeping jetties and dams already constructed in repair, and improving as many of the remaining bars, having less than the projected depth of water, as possible. July 1, 1881, amount available- ........ ------..........----------..-----....--......----.---...---.... $41, 854 20 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..------..... ------................-----......--..... ........... 35, 755 73 July 1, 1882, amount available........................................ 6,098 47 Amount appropriated by act passed August 2, 1882.......... ............. 20,000 00 Amount available for fiscal year ending June 30, 1883 .-... -......... -26, .... 098 47 RIVER AND HARBOR IMPROVEMENTS. 183 Amount (estimated) required for completion of existing project ...... ...--. $109,741 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix K 13.) 14. Warriorand Tombigbee Rivers, Alabama and Mississippi.-a. War- rior River, Alabama.-The present project for the improvement of this river was adopted in 1875, the object being to afford a channel 80 feet wide and 4 feet deep at low-water from its junction with the Tom- bigbee up to Tuscaloosa. The channel at th t time was not navigable at low-water. The amount expended to Juie 30, 1882, is $152,067.31, for both rivers, no separate account having been kept when the appro- priations for the above rivers were made jointly, and has resulted in obtaining a channel such that boats can now run through on a stage of water 2 feet lower than formerly, thus materially lengthening the boat- ing season; forty-eight bars have been materially improved, and forty- eight others remain to be improved. The amount available and the appropriation asked for are to be ex- pended in removing snags and overhanging trees, and in improving those bars having less than the projected depth by blasting, the use of dams and jetties, and will result in shortening the time of trips of boats, lengthening still further the boating season and making the passage safer. b. Tombigbee River, below Columbus, Mississippi and Alabama.-The present project for the improvement of this section of the river was adopted in 1871 and modified in 1879, the object being to afford a low- water channel of navigable width and 4 feet depth from its mouth up to Demopolis, and of not less than 3 feet depth from Demopolis up to Columbus. Before the improvement was commenced this section of the river was navigable at low-water practically for regular business only 95 miles of its 366 miles of length. The amount expended to June 30, 1882, is $152,067.31 for both rivers, as no separate account was kept for each when appropriations were for the Tombigbee and Warrior jointly, and has resulted in extending low- water navigation up the river 116 miles, has added from two to three months to the length of the boating season on the remainder, has re- duced the trip time, in the opinion of pilots, fully twelve hours between Mobile and Columbus, and has added greatly to the safety of navigation. No boat has been sunk since the improvement was commenced. Forty-two of the shoalest bars have been improved. Seventy-six re- main to be improved. The amount available and the appropriation asked for are to be ap- plied to removing snags, logs, and overhanging trees, and improving as many of the bars to the projected depth by the use of dams and jetties as possible. The result will be increased safety to boats, diminished time for trips, and increased length of boating season. July 1, 1881, amount available--............ ............. .......---------. $50, 709 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..............................-- .. ............ 42,776 57 July 1, 1882, amount available--------------.................----------------......................----.. 7,932 69 Amount appropriated by act passed August 2, 1882......... --- - -........ -- 30, 000 00 Amount available for fiscal year ending June 30, 1883-.................... 37,932 69 Amount (estimated) required for completion of existing project.......---------... 148. 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 61, 000 00 (See Appendix K 14.) 184 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMY. 15. Tombigbee River, above Columbus, Mississippi.-The present pro- ject for the improvement of this portion of the river was adopted in 1873, the object being to give good high-water navigation from Colum- bus, Miss., to Fulton, Miss., by the removal of snags and overhang- ing trees. The channel, before improvement, was not navigable at all from Fulton down to Cotton Gin Port; from Cotton Gin Port to Aberdeen, about 35 miles, it was navigable only for small barges carry- ing about 125 bales of cotton; from Aberdeen down to Columbus, about 65 miles, navigation was "difficult when the water was 12 feet above ordinary low-water. The project may be considered to be accomplished, as there is now easy navigation, for steamers of 300 tons, from Columbus up to Aber- deen when the water is 4 feet above ordinary low-water, and Aberdeen up to Fulton when it is 10 feet above. The amount expended to June 30, 1882, is $27,293.65. The improvement is not permanent, but will require about $2,000 an- nually to keep the channel in its present condition by the removal of the usual accumulation of snags and fallen timber after freshets. July 1, 1881, amount available-......... ----.....------..------..--.... __....--....--__....---.... $9,848 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--------------------------------------........................------........................ 5,475 32 July 1, 1882, amount available...-----------....----....----------------------........ .................. 4, 373 40 Amount appropriated by act passed August 2, 1882 -_ ............ .... .... 1, 000 00 -5, Amount available for fiscal year ending June 30, 1883........ ............. 373 40 Amount (estimated) required for preserving improvement .... ............. - 2, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 2, 000 00 (See Appendix K 15.) 16. Noxubee River, Mississippi.-The present project for the improve- ment of this river was adopted in 1880, the object being to afford a chan- nel for small river steamers from its mouth up to Macon, Miss., of nav- igable depth and width during about nine months of the year, when the water is above the ordinary low-water stage. Before the improvement was commenced the channel was navigable for steamboats only after a considerable rise, and then only for a short distance above its mouth. During the present fiscal year the river for about 36 miles of its length was considerably, but not completely, improved by the removal of large numbers of snags, logs, and overhanging trees and limbs, fish-traps, stumps, and rafts. During the previous fiscal year it was improved in the same manner for about 38 miles. The total length partially improved since the commencement of the work is 74 miles, leaving untouched about 17. miles, which, it is ex- pected, will be worked on during the fiscal year ending June 30, 1883. The river will then be navigable for small steamers during ordinary high- water between Macon and the mouth, but much will remain to be done in the way of widening and deepening the channel to put it in the con- dition contemplated by the project. The amount expended to June 30, 1882, is $ 19,998.45. The improve- ment will not be permanent, but will require an annual expenditure of about $3,000 to preserve the channel in its improved condition. July 1, 1881, amount available....------....---...------...-- ------.......................------. $7,638 84 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------------------------------------- ........................-------........................ 7,637 29 July 1, 1882, amount available ........................................... 1 55 Amount appropriated by act, passed August 2, 1882 ................-----... --- 10, 000 00 Amount available for fiscal year ending June 30, 1883......- -...... .... ....-. -- 10, 001 55 RIVER AND HARBOR IMPROVEMENTS. 185 Amount (estimated) required for completion of existing project ........... $35, 245 25 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix K 16.) 17. Pascagoula River, Mississippi.-The present project for the im- provement of this river was adopted in 1880, the object being to afford a channel 200 feet wide and 7 feet deep at mean low-water from Missis- sippi Sound into East Pascagoula River, and to improve the river above by the removal of snags and overhanging trees. The channel before the commencement of the improvement had a depth of not more than 3 feet at mean low-water at its shoalest part. The amount expended to June 30, 1882, is $45,654.28, including out- standing liabilities, and has resulted in securing a channel 180 feet wide, with a depth of not less than 7 feet at mean low-water through the bar at the mouth of the river, and the construction of a suitable snag-boat, with steam capstan, and complete outfit for clearing the obstructions from the river above. The balance available and the appropriation of $8,000 for the next fiscal year are to be applied to removing snags, overhanging trees, and any other obstructions that may be found from the mouth of the river to its head. The improvement will not probably be permanent, but will require a small annual appropriation to remove the yearly accumulations of snags, and, possibly, small deposits that may accumulate in the dredged chan- nel. July 1, 1881, amount available---------------.................---..--..-----.....--------------.......... $22,429 56 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --------------------..................-- ..............---- .............. ------ ---------- -- 20, 083 84 July 1, 1882, amount available.............------------------ ....----.... ----..........----------.....---...... 2, 345 72 Amount appropriated by act passed August 2, 1882 ...................... 8, 000 00 Amount available for fiscal year ending June 30, 1883----..........--------.......... 10, 345 72 Amount (estimated) required for completion of existing project ....- - --...... 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix K 17.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. Captain Damrell completed, during the fiscal year, the following, with which he was charged, to comply with provisions of the river and harbor act of June 14, 1880, the results of which were transmitted to Congress, and printed as Senate Ex. Doc. No. 11, Forty-seventh Congress, first session. 1. Finhollaway River, Florida. (See Appendix K 18.) 2. Aucilla and Wacissa rivers, Florida. (See Appendix K 19.) 3. Chipola River, Florida. (See Appendix K 20.) 4. Ockolockonee River, Florida. (See Appendix K 21.) 5. Holmes Creek, Florida. (See Appendix K 22.) 6. East Bay and Blackwater River, Florida. (See Appendix K 23.) And, to comply with provisions of the river and harbor act of March 3, 1881, he was charged with and completed the following, transmitted to Congress, and printed as Senate Ex. Doc. No. 131, Forty-seventh Con- gress, first session. 1. Tombigbee River, Mississippi,from Fulton to Warren's Mill. (See Appendix K 24.) 2. Dog Island Harbor; harbor of Key West; Crystal River; Lagrange 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bayou up to Freeport; Manatee River and CrookedRiver, Florida. (See Appendix K 25.) 3. Outlet of harbor of Ship Island. (See Appendix K 26.) 4. Harbor at Biloxi, Mississippi. (See Appendix K 27.) 5. Harborat Pascagoula, Mississippi. (See Appendix K 28.) 6. Old Town Creek, Mississippi. (See Appendix K 29.) INSPECTION OF THE IMPROVEMENT AT THE SOUTH PASS OF THE MIS- SISSIPPI RIVER. Inspecting officer, Capt. W. IH. Heuer, Corps of Engineers. Examination and surveys to ascertainthe depths of water and widths of channel secured and maintained from time to time by James B. Eads, at South Pass, and whether and to what extent, within a distance of 5 miles from the present mouth of the river at the South Pass, the Gulf has filled up by deposits from the river since the construction of the Eads jetties.-The inspecting officer in his annual report, dated July 27, 1882, states that during the entire year there has been a channel having a least depth of 30 feet of water in it between the jetties, and extending to deep water in the Gulf. The least width of this channel was 20 feet, its greatest width 340 feet, while its average width was about 105 feet. The 26-foot deep channel had a least width of 200 feet, between the jetties and extending into the Gulf, except for a dew days during the year, when there was a deficiency in width beyond the jetties occasioned by a small mud lump coming up into the channel, having over its top for a few days a depth of 24 feet of water. This has since been dredged down to a depth of 29.8 feet. There was also a slight deficiency in width of this channel for 5 days, right between the outer end of the jetties. In the South Pass there has been a channel 26 feet in depth, whose least width anywhere was 50 feet. In fact, the channel in the Pass has gradually improved, and now, in its 10 miles of length, there is a 30-foot channel except for about 1.2 miles in length. The dredge-boat was dredging at the channel between and beyond the jetties for 87 days, of which 51 days were devoted to the channel in the Gulf. Surveys near the Head of the Passes show a deepening of 6 feet in Pass a L'Outre since 1875. Between the jetties the channel has varied more in width than in depth. A deep hole, which formerly had a depth of 40 feet of water in it, and now has a depth of 98 feet, is forming between the jetties, and about two-thirds of a mile below their shore ends. About 800 feet out into the Gulf, and nearly on the prolongation of the west jetty, a small mud lump has formed and now shows its top just above the surface of the water. The surveys were this year extended out into the Gulf 7 miles beyond the outer ends of the jetties, or until a depth of 300 feet of water was found, with a view to note changes which had occurred over this area since 1876. The changes are marked, and show where much of the river sediment has lodged. In the fan-shaped area extending about 1 mile beyond the jetties, and covering about 14 square miles of area, the average amount of de- posit or shoaling was 1.3 feet in height. Since 1876 the fill over this area has amounted to 4.72 feet in average vertical height. The inspecting officer reports the surveys of 1882 to have been made RIVER AND HARBOR IMPROVEMENTS. 187 under extremely favorable conditions, by the same experienced parties as have been engaged in all the previous ones. July 1, 1881, amount available....--.....-----.......... .... _ .............--.. $22, 296 34 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...------.------------------------...------------ 16, 043 15 July 1, 1882, amount available-------- ------. ----------. __. -. ----. 6,253 19 ---- - Amount appropriated by act passed August 2, 1882 ....---...----. . 10, 000 00 Amount available for fiscal year ending June 30, 1883 ....-----..--..--......------ 16,253 19 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix L.) IMPROVEMENT OF HARBOR AT NEW ORLEANS, OF PEARL RIVER, MISSISSIPPI, AND OF VARIOUS WATERCOURSES IN LOUISIANA. Officer in charge, Maj. Amos Stickney, Corps of Engineers, since Oc- tober 26, 1881, having under his immediate orders Lieut. D. W. Lock- wood, Corps of Engineers. 1. Harborat New Orleans,Louisiana.-Theoriginal project under which all work has hitherto been done, was abandoned September 29,1881, and nothing further has been done towards continuing the improvement. The river and harbor act of August 2, 1882, provides for including this work in the general plan for improving the Mississippi River under the Mississippi River Commission. The total amount expended to July 1, 1882, is $114,546.72, with which 96,031.75 square yards of the sloping portion of the river-bed have been covered; 47,575.64 yards in the third district, and 48,456.11 yards in the bend at Carrollton. ...... Total amount appropriated-- __........ . __----.........-----..-- .... $260,000 00 July 1, 1881, amount available------------------------------..................-----...................... 198, 475 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--..- ..-..- -. $50, 681 64 .....-- July 1, 1882, outstanding liabilities--.... ---............... 2, 340 53 --- 53, 022 17 ................. July 1, 1882, amount available--- ---- ------ ............ 145,453 28 Amount available for fiscal year ending June 30, 1883, and in addition such amount as may be allotted by the Mississippi River Commission. 145, 453 28 (See Appendix M 1.) 2. Pearl River, from Jackson to Carthage, Mississippi.-The original project for this improvement was adopted in 1879, the object being to obtain a navigable channel at a 5-foot stage of water, by removal of obstructions to navigation in the worst places. The present project was adopted in 1880, the object being to obtain a channel of navigable width and 5 feet depth at low-water. The natural channel is much obstructed by logs, snags, drift, standing trees in the water, and overhanging trees on the banks. The amount expended to June 30, 1882, is $601.66. This has been for inspections, &c. Two contracts are now in force, and work under one has been reported as completed, but no inspection can be made owing to the high stage of water. The amount asked for fiscal year ending June 30, 1884, is to be ex- pended in connection with appropriations of previous years in complet- ing the work. 188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Total amount appropriated---....---...--..---...--..--------------------------------............................ $18, 500 00 July 1, 1881, amount available..--................ ...----...--------..----------......----...... 15, 584 86 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...--------------------------------------------- 186 52 July 1, 1882, amount available.............._ ............................ 15, 398 34 Amount appropriated by act passed August 2, 1882 .------.. --.. .......... --.... 2, 500 00 Amount available for fiscal year ending June 30, 1883......-...... ........ 17, 898 34 Amount (estimated) required for completion of existing project . -......... 2, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 2, 500 00 (See Appendix M 2.) 3. Pearl River, below Jackson, Mississippi.-The present project for this improvement was adopted in 1880, the object being to obtain a chan- nel of navigable width and 5 feet depth at low-water from Jackson to the Rigolets. The natural channel is much obstructed by snags, sunken logs, rafts, standing trees in the water, and overhanging trees on the banks, which will have to be removed. A number of run-out bayous will also have to be closed. The amount expended to June 30, 1882, is $2,075.08 for examinations, .&c. There are two contracts now in force covering 295 miles of river below Jackson. The appropriation asked for is to be applied to completing the im- provement according, to original plan. Total amount appropriated ........ _.....-___ .......- __ ..... ___.__.. $70,000 00 .............. July 1, 1881, amount available ............-----------------.......... __-- __...... 53, 807 80 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ......--....--......----...---......-...........-...... 882 88 ........ July 1, 1882, amount available----- ............................... 52, 924 92 Amount appropriated by act passed August 2, 1882 . -.. --....-............ 15,000 00 Amount available for fiscal year ending June 30, 1883 .... ................ 67,924 92 Amount (estimated) required for completion of existing project----------.......... 25, 940 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 26. 000 00 (See Appendix M 3.) 4. Amite River, Louisiana.-The present project for this improvement was adopted in 1880, the object being to obtain a channel of navigable width and 5 feet depth at low-water, or as near that as practicable with- out dredging. The natural channel is much obstructed by snags, sunken logs, rafts, standing trees in the water, and overhanging trees on the banks. The contract work under appropriation of June 14, 1880, has not yet been completed, and under appropriation of March 3, 1881, no contract has yet been made. The amount asked for is to be applied to completion of work accord- ing to original estimate. Total amount appropriated..------ ......---.....-----......----...-----.--------...............-------.... $13, 000 00 Total amount expended ..............-------------------..------------------------............................. 302 26 July 1, 1881, amount available....-----....-----.----.............................------------------......- ---- ---- 12,845 73 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... . .. ....-----.------ --. ------ 147 99 July 1, 1882, amount available---................-------.. --- ------ 12,697 74 ...............----- RIVER AND HARBOR IMPROVEMENTS. 189 Amount (estimated) required for completion of existing project .. ....... $10,760 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 800 00 (See Appendix M 4.) 5. Vermillion River, Louisiana.-The present project for this work was adopted in 1880, and modified in 1881, the object being to obtain a channel of navigable width and depth from the railroad bridge above Vermillionville to Vermillion Bay. The natural channel is much obstructed by snags, sunken rocks, and overhanging trees, and the mouth in Vermillion Bay by a mud bar. At the close of the fiscal year 22 miles of the river from the railroad bridge had been completed, with an expenditure of $5,172.32, and the contractor for the remainder of the improvement was about to commence work. No further appropriation is required. Total amount appropriated..---............---------------.--------- ...------.....----..---. $9,900 00 July 1, 1881, amount available--.............------.-----.........-----....------..........---------..... 9,786 46 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --- -.-- ---- ---------. .- --. .---------..--. 5, 058 78 July 1, 1882, amount available-.....-----......-----..----...------------------....----.... 4,727 68 (See Appendix M 5.) 6. Tangipahoa River, Louisiana.-The present project for this im- proveinent was adopted in 1880, the object being to obtain a channel of navigable width, and 5 feet depth at low-water, or as near that as prac- ticable without dredging. The natural channel is much obstructed by snags, sunken logs, rafts, standing trees in the water, and overhanging trees on the banks. At the end of the fiscal year 34 miles of the river upstream from its mouth had been cleared at a cost of $5,008.99. The bid received for continuing the work uuder the appropriation of 1881 was considered too high, and it is proposed to readvertise the work this year, inviting pro- posals for continuance. The appropriation asked for fiscal year ending June 30, 1884, is to be applied in continuing the improvement up the river. Total amount appropriated.-------..--..----......----------- ---..--........----------......-$7,000 00 July 1, 1881, amount available---..-...........---..-----------......---.............-------..-----...... 6, 843 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...-------- ------------------ ----------- ------ 4, 852 90 July 1, 1882, amount available -....----....---.....-----....----- ------...-------........-----. 1,991 01 Amount (estimated) required for completion of existing project ..........-----. 3,700 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 3, 700 00 (See Appendix M 6.) 7. Tchefuncte River, Louisiana.-The plan for improvement of this recommended in 1880 had for its object the dredging of the bar at its mouth, and removal of snags and overhanging trees up to Covington. The bar at the mouth has but 4q feet of water over it during north winds, and from Old Landing to Covington the river was obstructed with snags and overhanging trees. The amount expended to June 30, 1882, was $457.76, and has resulted in clearing out snags and trees from Old Landing to Covington. The appropriation asked for is to be applied to the completion of the work according to the orginal estimates. 190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Total amount appropriated--..---...........----------------...................-------------------- $3, 000 00 July 1, 1881, amount available--..----........................ ............ 1, 500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ---------------------------------------------- 457 76 ........... July 1, 1882, amount available....--- ------......------....---....------....--........----------- 1,042 24 Amount appropriated by act passed August 2, 1882 ....................... 1,500 00 Amount available for fiscal year ending June 30, 1883 ............ ........ 2, 542 24 Amount (estimated) required for completion of existing project............------------ 2, 460 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 2, 500 00 (See Appendix M 7.) 8. Tickfaw River, Louisiana.-The present project for this work was adopted in 1881, the object being to obtain a channel of navigable width and depth for a distance of 26 miles upstream. The natural channel is much obstructed by snags and overhanging trees. The amount expended to June 30, 1882, was $84.74, the contract under appropriation of March 3, 1881, not having been completed. The appropriation asked for is to complete the work according to the original estimate. July 1, 1881, amount available..---------------------......................---................ $2,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---- ............................----..------ -- ----.............. -- 84 74 July 1, 1882, amount available........................................... 1,915 26 Amount appropriated by act passed August 2, 1882.....-_............... 2. 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 3,915 26 Amount (estimated) required for completion of.existing project ........... 6,230 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 300 00 (See Appendix M 8.) 9. Bayou Teche. from Saint Martinsville to Port Barre, Louisiana.-The present project for this work was adopted in 1880, and modified in 1881, its object being to secure low-water navigation of the bayou, the natural channel being obstructed with snags and overhanging trees. The amount expended to date is $6,535.35, and has resulted in clearing the bayou of obstructions from Saint Martinsville to Leonville. To carry low-water navigation to the latter place one or more dams and locks will be needed, and the amount available will be applied to commencement as soon as detailed plans can be prepared and approved. The appropriation asked for fiscal year ending June 30, 1884, is to be be applied to constructing locks and dams referred to above. Total amount appropriated. .... .. __........ ... ..... ............... $26,000 00 July 1, 1881, amount available..........................................--------------------------------------20, 132 66 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1181 _....... -- ..... ...... -...-........... ..-- 668 01 July 1, 1882, amount available.............--..... ..................... 19,464 65 Amount (estimated) required for completion of existing project.......... 30, 690 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 31, 000 00 (See Appendix M 9.) 10. Connection of Bayou Teche with Grand Lake at Charenton, Louisiana. -The present project for this work was adopted in 1880. Up to June 30, 1882, no work had been done, as the title to and jurisdiction over the site had not been vested in the United States. This has, however, now been secured, and work will shortly commence. RIVER AND HARBOR IMPROVEMENTS. 191 The appropriation asked for is to be applied to completing the work according to original estimate. Total amount appropriated......--...... ..--..........----..---............... $25, 000 00 Total amount expended---. --------.. ----- -------.------ -----------. .- 774 00 July 1, 1881, amount available--------.................................--..--....------- 25, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................ ................................ 774 00 July 1, 1882, amount available........................................ 24,226 00 Amount (estimated) required for completion of existing project ......... 50, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix M 10.) 11. Bayou Black, Louisiana.-No project had been submitted for this work at the close of the fiscal year, but as the bayou very much resem- bles the Terrebonne in the character of the obstructions, &c., the im- provement will be similar to that now in progress on the latter stream. The amount expended to July 30, 1882, is $4,959.16. This money has been used in building a dredge-boat hull, and fitting up machinery for same. The appropriation asked for is to be applied in carrying the dredged channel above Tigerville to Houma. Total amount appropriated . ............-.................... ....... - $20, 000 00 July 1, 1881, amount available-... -_ ...- _....._.. ..- ........ ---.... 10, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881l..... ......- .... ........... . .... .. .... ..... .. 4,959 16 July 1, 1882, amount available .----...----.... ------....--.....--------- ........----...... ...... 5, 040 84 Amount appropriated by act passed August 2, 1882..........-- --......... 10, 000 00 Amount available for fiscal year ending June 30, 1883....----........---........ 15, 040 84 Amount (estimated) required for completion of existing project-.......... 27, 520 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 27,500 00 (See Appendix M 11.) 12. Bayou Courtableau,Louisiana,from Port Barre to the Atchafalaya, Lousiana.-The present project for this work was adopted in 1.881, its object being to insure low-water navigation, 1st, between the Courta- bleau and Atchafalaya by the removal of Little Devil's Bar; and, 2d, up the Courtableau by a dam at the proper point. The Courtableau at low-water is much obstructed near its mouth by a sand-bar that frequently cuts off all communication with the Atcha- falaya, and it is proposed to remove this by closing the principal run- out bayous of the Courtableau, and thus forcing all its water out through its mouth. The amount expended to June 30, 1882, is $8,914.85, and has resulted in closing Bayou Big Fordoche, and clearing the river of snags and overhanging trees from Port Barre down nearly to the Atchafalaya. The appropriation asked for is to complete the work as originally es- timated. Total amount appropriated...... ....-.......... ... ...-......-- ...... $15, 000 00 July 1, 1881, amount available............------------....----....-----....--....--------..--....----.... 13,781 39 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...----....----............-- $7, 387 24 July 1, 1882, outstanding liabilities...------------.....-----........---------........ 309 00 7,696 24 July 1, 1882, amount available--..------------..................------------......--.....--.... 6,085 15 192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project-........... $25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25,000 00 (See Appendix M 12.) 13. Bayou Terrebonne, Louisiana.-The present project for the improve- ment of this bayou was adopted in 1880, the object being to obtain a channel of navigable width and 4 feet depth at low-water from Houma down. The natural low-water channel is very narrow and much ob- structed by shoals acid sunken logs. The amount expended to June 30, 1882, is $17,222.81, of which $11,- 960.11 has been applied directly to the work of dredging, and $5,262.70 to constructing a dredge-boat, that has just been completed but not yet put at work. This expenditure has resulted in securing a channel from 38 to 40 feet wide, with a depth of not less than 4 feet at low-water, for a distance of about 82 miles, and the construction of a dredge for the prosecution of the work. It is proposed to continue the dredging towards Houma during the coming fiscal year. The appropriation asked for is to be applied in carrying the dredged channel to Houma. Total amount appropriated .......................................... $25, 800 00 July 1, 1881, amount available.....---.................................-----------------------------------.... 9, 757 86 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1851...._...........-..... .. __$8, 170 17 July 1, 1882, outstanding liabilities.......... .............. 10 50 8,180 67 July 1, 1882, amount available -.............. ...... ........... ... . 1, 577 19 Amount appropriated by act passed August 2, 1882 ...................... 7,000 00 Amount available for fiscal year ending June 30, 1883.... ...... ... ..... 8, 577 19 Amount (estimated) required for completion of existing project.........-----. 13,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 13, 000 00 (See Appendix M 13.) 14. Bayou Lafourche, Louisiana.-Thepresent project for improvement of this bayou was adopted in 1879, the object being to afford low-water navigation of the lower bayou by removal of all obstructions, such as snags, wrecks, and raft-heaps, with which the natural channel was much obstructed from Donaldsonville down. The amount expended to June 30, 1882, is $20,336.08, and has resulted in clearing the bayou to a point 17 miles below Lockport. The appropriation asked for is to be applied to a continuation of this work. Total amount appropriated..---.................... ...... ........-.... $25, 000 00 July 1, 1881, amount available---_ ......----............... ........ ...... 8, 776 77 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---..---------......--.....-------....------..----------------- 4, 112 85 July 1, 1882, amount available......----.......--......--------....--.. --------. 4,663 92 Amount (estimated) required for completion of existing project.......... 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 15, 000 00 (See Appendix M 14.) 15. Calcasieu River, Louisiana,from Phillips'Bluff to its mouth.-The present project for this work was adopted in 1881, the object being to obtain a channel of navigable width and depth from Phillips' Bluff to the mouth of the river, in Lake Charles. The natural channel is much obstructed by snags, sunken logs, and overhanging trees. RIVER AND HARBOR IMPROVEMENTS. 193 No work has yet been done, but it is proposed to apply the appropri- ations of 1.881 and 1882 to the improvement of such portions of the river as shall be determined on after further examination. Total amount appropriated ......................... .................... $10, 000 00 July 1, 1881, amount available.................. .... ............... 3, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 - . -..... ............... .. ................ .... 8 61 July 1, 1882, amount available.......................................... 2, 991 39 Amount appropriated by act passed August 2, 1882 ....-... ......-....- 7, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 9,991 39 (See Appendix M 15.) 16. Improving Calcasieu Pass, Louisiana.-The present project for this work was adopted in 1881, being a modification of the one adopted in 1872, the object being to obtain a channel of navigable width and depth across the flat at the foot of Calcasieu Lake, where ordinarily there is a depth of but 4 feet. The amount expended to June 30, 1882, is $11,843.25, and resulted in obtaining a cut through the bar at the lower end of Calcasieu Lake 7,500 feet long, 70 feet wide at bottom, and 8 feet deep. Work proposed for fiscal year ending June 30, 1883, is not yet decided upon. ................ Total amount appropriated ....---..---........-----.----.....--..-----------------------.. $15, 000 00 July 1, 1881, amount available.. --..............--............-------.......... 12, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding -- - - - -- --- --- ---- .....- liabilities July 1, 1881...- ...-----..... 11, 843 25 July 1, 1882, amount available ........................................ 156 75 Amount appropriated by act passed August 2, 1882.. .. .... .... .......... 3, 000 00 Amount available for fiscal year ending June 30, 1883...... ........ .. .... 3, 156 75 (See Appendix M 16.) 17. Removal of wreck in Pass Marianne, Mississippi Sound.-At the end of the fiscal year a contract for removal had been awarded to Messrs. Beck and Burriss, and work under it nearly completed. The amount of contract is $3,800. (See Appendix M 17.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. Major Stickney submitted to this office the following reports of the results of examinations and surveys made under the direction of the late Maj. C. W. Howell, Corps of Engineers. To comply with provisions of the river and harbor act of March 3, 1879: 1. Surveys and estimates for a breakwater in Lake Pontchartrain,in the vicinity of the new canal outlet near New Orleans, to serve as a harbor of refuge. Transmitted to Congress and printed in Senate Ex. Doc. 185, Forty-seventh Congress, first session. (See Appendix M 18.) And to comply with requirements of the river and harbor act of June 14, 1880: 2. Atchafalaya River, Louisiana. (See Appendix M 19.) 3. Bayou Grand Caillou, Louisiana. (See Appendix M 20.) 4. Bayou Little Caillou, Louisiana. (See Appendix M 21.) 13 E 194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Transmitted to Congress and printed in Senate Ex. Doc. 172, Forty seventh Congress, first session. 5. Pass Manchac and Bayou Manchac, Louisiana, from its mouth to the Mississippi River. Printed in Senate Ex. Doc. 191, Forty-seventh Con- gress, first session. (See Appendix M 22.) 6. Bayou Plaquemine, Louisiana. (See Appendix M 23.) 7. Bayou Fusilier, Louisiana. (See Appendix M 24.) IMPROVEMENT OF SABINE PASS AND BLUE BUCK BAR, AND OF SABINE AND NECHES RIVERS, TEXAS. Officer in charge, Capt. W. H. Heuer, Corps of Engineers. 1. Sabine Pass and Blue Buck Bar, Texas.-The object of the improve- ment at Sabine Pass is to increase the depth of water over the bar at the entrance. For this purpose it was determined, in 1877, to confine the improvement to dredging a channel of a width sufficient for the needs of commerce and 12 feet deep. This proved very expensive owing to the locality being exposed and distant from supplies, and insufficient because the material forming the bottom is such as to require constant dredging to prevent refilling. The amount expended to July 1, 1881, was $153,023.88. During the fiscal year ending June 30, 1882, a careful resurvey of the locality was made with the view of devising a more permanent plan of improvement. A report upon this subject, with a plan proposed and estimates of cost, were prepared by Captain Heuer, and referred to the Board of Engineers for Fortifications and River and Harbor Improve- merit, for examination and report, all of which was transmitted to Con. gress March 28, 1882, and printed as House Ex. Doc. 147, Forty-seventh Congress, first session. The proposed plan was estimated to cost over $3,000,000, and con- templated the construction of jetties to concentrate and confine the water and produce sufficient scour to maintain a channel when once established. On July 1, 1882, there was a balance remaining of former appropria- tions for this work of $151,296.06, and a further appropriation of $150,000 was made in the river and harbor act of August 2, 1882. Assuming, therefore, that the granting of this additional appropria- tion should be considered as the adoption by Congress of the proposed improvement at its estimated cost, the project of Captain Heuer was submitted for approval and adopted. The work will be commenced without delay. It having been recently ascertained that material for the construction of jetties, of suitable quality and convenient access, is to be found in abundance, it is more than probable that the work can be built for less than the original estimate. July 1, 1881, amount available......-- ..... ...... .... ........ .... ...... $159, 976 12 July 1, 18M2, amount expended during fiscal year, exclusive of outstanding ............. liabilities July 1, 1881 ........---..-----------..----..----..-----.....--.........------------ 8, 680 06 July 1, 1882, amount available........---------..-------....-----...............------..---............ 151, 296 06 Amount appropriated by act passed August 2, 1882............ .......... 150,000 00 Amount available for fiscal year ending June 30, 1883 ................... 301,296 06 Amount (estimated) required for completion of existing project...... .... 2, 876, 310 44 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 (See Appendix N 1.) RIVER AND HARBOR IMPROVEMENTS. 195 2. Sabine River, Texas.-(In charge of Captain Davis, United States Engineers, to October 23, 1881.) Previous to improvement this river had 3J feet depth on its bar. The project for improvement was to deepen the water on the bar and remove logs, snags, &c., in the river, so as to admit vessels drawing 5 feet of water. The amount expended during the fiscal year ending June 30, 1882, was $6,130.75, and was for making two cut-offs in the Narrows and removing some sunken logs and snags near the upper end of the Nar- rows. There was available July 1, 1882, an unexpended balance of $12,000. With this a contract was made to dredge a channel over the bar at the mouth. This channel had been previously dredged to a depth of 6 feet, but was not sufficiently wide, and it is hoped the cut may be made at least 100 feet in width. With the funds appropriated August 2, 1882, $4,000, some work may be done in the Narrows and also on the bar at mouth of river if required. The work is not susceptible of per- manent completion. It is believed that the money now available will complete the work so far as it is susceptible of completion, and will an- swer the requirements of commerce for several years to come. July 1, 1881, amount available...---.....-------------........---....-----........--.------....... $17,935 84 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ---.---- liabilities July 1, 1881 ........--------- .............----..-------..---.......---- --..........- 6,130 75 July 1, 1882, amount available .....-----....----....---------.............------......-----------..... 11, 805 09 Amount appropriated by act passed August 2, 1882 ..-....---...--...-- ----...... 4,000 00 Amount available for fiscal year ending June 30, 1883..--...--..--..----....-----.... 15, 805 09 (See Appendix N 2.) 3. Neches River, Texas.-(In charge of Capt. C. E. L. B. Davis, United States Engineers, to October 23, 1881.) Before improvement the bar at the mouth of the river had 24 feet depth of water. It now has a channel 5 feet deep, and averaging 60 feet in width, except for a length of 1,200 feet, where the cut is only 30 feet in width. There had been expended up to June 30, 1882, $20,718.56, for which a 5-foot channel was obtained at the mouth, and logs, snags, &c., removed up to Bevilport, the head of high-water navigation in the river. It is thought that with the funds now available, $5,281.41, the channel at the bar may be widened and staked out. The work is not susceptible of permanent completion, but no money will be required for the year ending June 30, 1884. July 1, 1881, amount available........................................... $8, 007 56 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..........-----..----....... ---- ---..... ----..-..--..----......- ...----.. 7, 726 12 July 1, 1882, amount available.---.........-----.....-----.-----.----......-------..----------............. 281 44 Amount appropriated by act passed August 2, 1882--...--......----.........----. 5, 000 00 Amount available for fiscal year ending June 30, 1883..................... 5,281 44 (See Appendix N 3.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Captain Heuer was charged with and made an examination of- 1. Sabine Pass, Texas, through Sabine Lake and River, to Orange, and Sabine Lake and the Neches River, to Beaumont, to ascertain the cost and practicability of a deep-water channel from Sabine Pass to Orange and Beaumont. The result of which was transmitted to Congress and printed as Senate Ex. Doe. 67, Forty-seventh Congress, first session. (See Appendix N 4.) 196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE STATE OF TEXAS. Officer in charge, Maj. S. M. Mansfield, Corps of Engineers, having under his immediate orders Lieut. W. L. Fisk, Corps of Engineers, since February 1, 1882. 1. Entrance to Galveston Harbor, Texas.-The work of improvement projected in 1874 has had for its object the deepening of the inner and outer bars, by contracting the outflowing current upon a less extent of bar, to thereby effect its removal and prevent for some time to come its reformation. The amount expended to June 30, 1881, $813,190.59, has resulted in obtaining and maintaining a good channel over the inner bar, and the partial construction of the outer-bar jetties. There has been expended during the year ending June 30, 1882, $320,912.34. The work has been confined to the building of the south jetty and covers, placing therein 111,392.89 cubic yards of brush-mattress work and stone ballast The foundation layer of mattresses is complete, and a second layer there- on is near completion. The third and fourth layers for the outer 1 miles of the jetty remain to be placed to complete the south jetty according to approved plan. Results.-The commerce of the port has been benefited to the extent of affording a draught of from 1 to 2 feet more water for crossing the bar than formerly, and this was the result of so much only of the work as was in place before winter northers ceased. The most effective part of the jetty, and that from which the greatest results can come, has been placed since; and it is reasonable to expect a great improvement of the bar upon the advent of the fall storms. Five hundred thousand dollars may be profitably expended during the year ending June 30, 1884, in continuing jetty construction in ac- cordance with approved plan, looking to an ultimate depth of 25 feet on the bar. The estimated amount required for the entire and permanent completion of the work of improvement, in accordance with the approved and adopted project, is $1,000,813. July 1, 1881, amount available.....----- -----------------------------......................... $264,791 45 Amount appropriated by act approved March 4, 1882 .................. 100,000 00 364, 791 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 - - - --.............. $310, 024 18 July 1, 1882, outstanding liabilities-...... - .- - ..-......... 54, 767 27 364,791 45 Amount appropriated by act passed August 2, 1882 --...-...--......--.. 300, 000 00 Amount (estimated) required for completion of existing project........ 1, 000, 813 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 (See Appendix O 1.) 2. Ship-channel in Galveston Bay, Texas.-The natural channel had a depth of not more than 7 feet at the shoalest places. The project for improvement (adopted in 1871, modified in 1877) had for its object the deepening and widening of the channel from the head of Bolivar Channel to the cut through Morgan's Point, to afford a chan- nel for navigation 12 feet deep at mean low-tide, with a width at bottom of 100 feet. The amount expended to June 30, 1881, was $178,721.26, which amount RIVER AND HARBOR IMPROVEMENTS. 197 has secured a navigable channel from the Gulf to the upper bay, with a depth of not less than 9 feet. During the year ending June 30, 1882, there was expended $14,792.89, which was applied to deepening the channel in the upper bay, between Red Fish Bar and Morgan's Point. The work commenced in March, 1882, and from the 30th of March to the close of the fiscal year there were removed 160,440 cubic yards of material, which was deposited about one-quarter of a mile to the westward of the channel-cut, in 8J feet of water. The cut made was 1,500 feet long approximately, 36 feet wide, 4. feet deep. The progress made by the contractor is re- ported by the officer in charge as unsatisfactory, owing to insufficient equipment for the work in hand. With the money in hand July 1, and the balance of the estimate of 1877, appropriated by the act of August 2, 1882, operations will be continued, completing the channel required, during the fiscal year ending June 30, 1884. The work cannot be con- sidered of an entirely permanent character. Juiy 1, 1881, amount available............-----.....---------......---------........---.-------......... $203, 478 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-...-------------------. $14, 792 89 July 1, 1882, outstanding liabilities ..- .------------------. - 100, 219 72 115,012 61 July 1, 1882, amount available......................................... 88, 466 13 Amount appropriated by act passed August 2, 1882 -- --..................... 94,500 00 Amount available for fiscal year ending June 30, 1883 - - - - - - - - -................. ----- - - -.. 182, 966 13 (See Appendix O 2.) 3. Trinity River, Texas.-The natural channel at the mouth of the river was shoal, 41 feet, and extremely narrow across the bar. The project (adopted in 1871 and modified in 1873) had for its object the opening of the river to navigation so as to admit the entrance of vessels drawing 5 feet. The amount expended to June 30, 1881, was $11,930.44, by which was gained a dredged channel across the bar at the mouth of not less than 5- feet depth, averaging 110 feet in width and 4,800 feet in length. The amount expended during the year ending June 30, 1882, was $7,938.65, resulting in making a cut 85 feet wide and 7 feet deep through a bar located about 4 miles below Liberty, and the clearing of the river between the mouth and Liberty by removing snags and over- hanging trees (on 25 miles of river), and the part removal of a wreck which obstructed the channel about 8 miles below Liberty. The project for expending whatever money may be available in the fiscal year end- ing June 30, 1883, is held in abeyance. The officer in charge makes no estimate of the money required for the fiscal year ending June 30, 1884, as it is not demanded in the absence of river commerce. The estimated amount required for completion of the work of im- provement in accordance with approved and adopted project is $14,541. The work is not susceptible of permanent completion. July 1, 1881, amount available ......----......--...------------...------......----...........--------...... $14,569 56 July 1, 1882, amount expended during fiseal year, exclusive of outstanding liabilities July 1, 1881 ............-------------- ......--..------..............--------------.....-------..----.. 7,938 65 July 1, 1882, amount available------..------....------....-............-------------....---..-.....--... 6,630 91 Amount appropriated by act passed August 2, 1882------ ...................... 8, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 14,630 91 Amount (estimated) required for completion of existing project.......... 14, 541 00 (See Appendix O 3.) 198 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Buffalo Bayou, Texas.-The original channel-way below Houston, at time of examination, in 1880, was navigable for vessels drawing 6 feet of water. The adopted project (1880) proposes to increase the depth and width of the channel, and to open it up for commercial purposes. The estimate is for a channel 12 feet deep and 100 feet wide (between Simm's and White Oak bayous), to be made by dredging. The channel, as it is developed, to be protected at points by sheet-piling, and the banks to be relieved of all overhanging trees, &c., tending to obstruct naviga- tion. The first appropriation, $25,000, was given by act of March 3, 1881. Under this appropriation work was carried on, under contract, to the amount of $5,684.18, which was the sum expended during the fiscal year ending June 30, 1882, resulting in removing overhanging trees for a dis- tance of 11.2 miles of bank, and in dredging and removing from shoal places in the bed of the bayou a total amount of 24,895 cubic yards of snags, stumps, logs, and earth. A material improvement is already ob- served along the line of channel so treated; $100,000 can be profitably expended in the fiscal year ending June 30, 1884, in deepening and en- larging the present channel to the advantage of commercial interests. The estimated amount for the entire and permanent completion of this work of improvement is $310,299.75. July 1, 1881, amount available ..........---------------...... ................---.... $25, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............---.......... - $5, 684 18 July 1, 1882, outstanding liabilities .... -- .... --........ 18, 454 84 --....--...... 24, 139 02 July 1, 1882, amount available..........----------------------...........----.....-------------............ 860 98 Amount appropriated by act passed August 2, 1882..................... 50, 000 00 Amount available for fiscal year ending June 30, 1883............ ...... - 50, 860 98 Amount (estimated) required for completion of existing project.......... 310,299 75 Amount that can be profitably expended in fiscal year ending June 30,1884. 100, 000 00 (See Appendix O 4.) 5. Channel over the bar at mouth of Brazos River, Texas.-The natural channel across the bar afforded a depth of not over 8 feet, being always subject to changes due to winds, tide, and stages of water in the river. The project adopted in 1880 for the improvement has for its object the maintenance of a good navigable channel across the bar. The amount expended to the close of the fiscal year ending June 30, 1881, was $16,205.26, which was applied to constructing the north channel jetty. No appreciable effect resulted, for the reason that the work was of but limited extent, the funds being applied mainly to that part of the jetty forming its shore-work. During the year ending June 30, 1882, there was expended $40,759.03 in constructing the north jetty. Until the artificial works have reached a more advanced stage no favorable effect upon the bar channel can be expected. One hundred thousand dollars can be profitably expended in the fis- cal year ending June 30, 1884, in continuing operations in accordance with approved plan. The estimated amount required for the entire and permanent com- pletion of this work of improvement in accordance with the adopted project is $392,890.44. RIVER AND HARBOR IMPROVEMENTS. 199 July 1, 1881, amount available..---...................... ........-- ...----... 00 $--------43,000 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ---- ---- ----. liabilities July 1, 1881 .--.............----..--...-..---.........-- 40, 759 03 July 1, 1882, amount available----......................................... 2,240 97 Amount appropriated by act passed August 2, 1882..--- ..---- ---.. 50,000 00 Amount available for fiscal year ending June 30, 1883 ..........----........ 52, 240 97 Amount (estimated) required for completion of existing project ....--- - ..... 392, 890 44 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 100, 000 00 (See Appendix O 5.) 6. Pass Cavallo Inlet to MatagordaBay, Texas.-The natural channel has always afforded a depth of water across the bar of between 8 and 9 feet. The project adopted in 1879 has for its object the obtaining of a 12- foot channel across the bar, and the protection of the head of Matagorda Island from abrasion. The amount expended to June 30, 1881, was $32,321.61. The pro- portions of jetty built at that date were inadequate for advantageous effect upon the bar. The amount expended during the year ending June 30,1882, $87,678.39 (reported as outstanding liabilities in last report), has resulted in the building up and extension of the south jetty. Any effect of this jetty upon the bar channel can only be attained after the jetty assumes larger proportions. Two hundred thousand dollars can be profitably expended during the year ending June 30, 1884, in continuing work on south jetty; $799,280 is the estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project. July 1, 1881, amount available ....---......-----.... ....---.... ......----..---..---.... $60, 000 00 July 1, 1882, outstanding liabilities............. .... ..---............ 55, 000 00 July 1, 1882, amount available ----------....--------------------------- 5, 000 00 Amount appropriated by act passed August 2, 1882 .... .......... ...... 60,000 00 Amount available for fiscal year ending June 30, 1883---------.....-----......-----..... 65, 000 00 Amount (estimated) required for completion of existing project..........---------. 799,280 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 200, 000 00 (See Appendix O 6.) 7. Aransas Pass and Bay, up to Rockport and Corpus Christi, Texas.- The channel across the bar was maintained at from 7 to 8 feet by natural causes. The project (adopted in 1879) has fof its object the maintenance of a 12- foot (at mean low-water) channel over the bar, and the protection of the head of Mustang Island up to and beyond Turtle Cove. The amount expended to June 30, 1881, was $100,000. This sum, to- gether with the expenditure made in the fiscal year ending June 30, 1882 ($79,251.47), aggregates $179,251.47, by which was built a number of groin-jetties for the protection of the head of Mustang Island up to and beyond Turtle Cove, in conjunction with a mattress and stone re- vetment along the channel-face of Mustang Island, and the partial con- struction of the south channel jetty. The assurance that the pass is now secure in its present position gives hope for a largely improved channel over the bar when the funds of the appropriation of 1882-'83 shall have been applied to their full extent. The officer in charge predi- cates this largely improved channel upon the basis of results already obtained from the jetty in its incomplete state. 200 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The subject of the improvement of interior navigation, contemplated in previous reports, is now brought forward by the officer in charge. This improvement looks to deepening the channels from deep water of the harbor to interior points, viz, one to deep water of Corpus Christi Bay, another to deep water of Aransas Bay, to accommodate shipping up to the wharves at Corpus Christi and RIockport; the channels now afford- ing navigation for vessels of about 9 feet draft only in shoalest places. Four hundred thousand dollars can be profitably expended in the fis- cal year ending June 30, 1884, in constructing jetties at the pass and improving interior channels; $920,722.75 is the estimated amount re- quired for the entire and permanent completion of the work of improve- ment in accordance with the approved project. $80,000 00 July 1 1881, amount available............................-------------------- .----..........--. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............ ... ..... $79, 251 47 July 1, 1882, outstanding liabilities......................-.... 300 00 79,551 47 July 1, 1882, amount available---- 448 53 ................-----.......----------....-----...... ............ 100, 000 00 Amount appropriated by act passed Afigust 2, 1882 ..........---- 100, 448 53 Amount available for fiscal year ending June 30, 1883.... ............-.... Amount (estimated) required for completion of existing project......... 920,722 75 Amount that can be profitably expended in fiscal year ending June 30, 1884. 400, 000 00 (See Appendix O 7.) 8. Harbor at Brazos Santiago, Texas.-By natural causes alone the depth of water over the bar is maintained at not over 71 feet at high- tide. The project of 1881, for deepening the channel across the bar and the maintenance of a suitable harbor inside the pass, has been adopted in part. The effects that the construction of the south jetty may produce will govern in the question of the proposed interior dam and extension of a north jetty. One hundred thousand dollars were available for this improvement July 1, 1881. The amount expended during the year ending June 30, 1882, viz, April to June, was $5,005.33. The work accomplished with this amount, plus $6,787.30 due contractor and remaining unpaid June 30, was the placing of a foundation-course of south jetty 60 feet wide, 495 feet long, and with brick ballast 21 feet high above the sand bottom. The small extent of work could not have any effect upon the channel to be improved. The work is only commenced. * Two hundred thousand dollars can be profitably expended during the year ending June 30, 1884, in constructing south jetty and interior dam. The estimated amount required for the entire and permanent comple- tion of the work outlined at this point is $518,084.50. July 1, 1881, amount available-----..--..... ----.....----......-----------------......---- $100, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of ..- - - ---......- .. $5,005 33 outstanding liabilities July 1, 1881---- July 1, 1882, outstanding liabilities------..---..-----..........--------......... 91, 783 92 - 96,789 25 July 1, 1882, amount available.............................----------------------- 3,210 75 Amount appropriated by act passed August 2, 1882 ..................... 60, 000 00 Amount available for fiscal year ending June 30, 1883 .................. 63, 210 75 RIVER AND HARBOR IMPROVEMENTS. 201 Amount (estimated) required for completion of existing project.... ..... 518, 084 50 Ameunt that can be profitably expended in fiscal year ending June 30, 1884. 200, 000 00 (See Appendix O 8.) 9. Protection of river bank at Fort Brown, Texas.-This work was de- signed to arrest the progress of encroachment which threatens not only to destroy the most valuable buildings at the post, but to break through into the lagoon, which would entirely change the channel of the river, and leave the greater portion of the post on the opposite side of the channel. The amount expended to June 30, 1882, is $16,769.96. The results attained have not been commensurate with the expenditure; and for reasons (explained in report of the officer in charge, herewith) it has been considered best not to attempt to control the Rio Grande at this point by artifical works, and that it would be more expedient to move, from time to time, such of the buildings as may be in actual danger. No further appropriation for this work is recommended. July 1, 1881, amount available .....------...... ---------------.............. $230 04 July 1, 1882, amount available............................ ..------......----- .... 230 04 Amount appropriated by act passed August 2, 1882......-- ......------.... ....-- ----.... 1, 000 00 Amount available for fiscal year ending June 30, 1883...................... 1,230 04 (See Appendix O 9.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of river and harbor act of March 3, 1881, Major Mansfield has submitted report upon- 1. Matagorda Bay, at the mouth of Saint Mary's Bayou, near the town of Matagorda, Texas. Transmitted to Congress and printed as Senate Ex. Doc. 13, Forty-seventh Congress, first session. (See also Appendix o 10.) 2. From Brazos de Santiago, through Laguna Madre, to Point Isabel, Texas, to ascertain the cost and practicabilityof a deep-waterchannelfrom the anchorage at Brazos de Santiago to the railroadwharf at Point Isabel. (See also Appendix O 8.) WE STERN RIVERS. PRESERVATION OF THE PORTS OF MEMPHIS, VICKSBURG, AND NAT- CHEZ-IMPROVEMENT OF THE MOUTH OF RED RIVER, OF THE RAFT AND UPPER RED RIVER, LOUISIANA AND ARKANSAS, OF CER- TAIN RIVERS IN MISSISSIPPI AND TENNESSEE-WATER GAUGES ON THE MISSISSIPPI AND ITS PRINCIPAL TRIBUTARIES. Officer in charge, Maj. W. H. H. Benyaurd, Corps of Engineers. 1. MississippiRiver and Harborat Memphis, Tennessee.-Work was con- tinued upon the revetment for the protection of the river front. When the water had receded it was found that some caving of the upper bank had taken place in the vicinity of the coal landing, which, if continued, would endanger the stability of a portion of the remaining work. This caving of the bank was hastened by the action of the owners of the property adjacent cutting into the banks in order to get to their fleet of boats and carry on their business. It was also partly due to the storm-water from the city flowing over the banks. Attention is called to this matter in the reports herewith. The necessary repairs were made and the revetment work continued 202. REPORT OF THE CHIEF OF ENGINEERS,, U. S. ARMY. to the extent of the funds available. During the season 11,460 square yards of mattress revetment were constructed and placed in position. As this work hereafter will be under the supervision of the Missis- sippi River Commission, the allotment for the work for the coming sea- son will be made out of the appropriation for the improvement of the Mississippi River. The amount expended to June 30, 1881, was $96,909.46, and during the fiscal year ending June 30, 1882, there was expended $15,370.40. July 1, 1881, amount available ......-----......---.....-- -- ------ ..........--...--- ......... $16, 090 54 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881...........................................----------------------------------------15, 370 40 July 1, 1882, amount available .... .......... ... ..... -.... . ... . ... .... 720 14 (See Appendix P 1.) 2. Mississippi River and Harbor at Vicksburg, Mississippi.-Work was continued upon the revetment of the delta point until January 10, 1882, when high-water caused a suspension of operations. The old plant was repaired and a new set of ways for constructing a continuous mattress was built. A steam-pump was also purchased and fitted up for use in the operations of bank grading. During the season 750 feet of mat- tress was constructed and laid. The amount expended up to the close of the fiscal year ending June 30, 1881, was $154,353.05. The amount expended during the year end- ing June 30, 1882, was $46,952.34. During the coming season it is pro- posed to expend the balance of the old appropriation on the construc- tion of the revetment of the delta point. As this work will be under the supervision of the Mississippi River Commission, in accordance with the river and harbor act of August 2, 1882, an allotment for carrying on the work next season will be made from the appropriation for the improvement of the Mississippi River. July 1, 1881, amount available-......................................... $74, 646 95 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881..........-............ ...... - ... ... 46, 952 34 July 1, 1882, amount available...... ..- .... . ... ...... ............- ...- . 27, 694 61 (See Appendix P 2.) 3. Mississippi River at Natchez and Vidalia, Mississippi.-The work during the past season has been carried on in Giles' Bend, the object being to check the extensive caving that has been going On throughout the entire bend. This, if not accomplished, will ultimately allow the river to cut through the narrow neck of land and destroy the landings at Natchez and Vidalia. These two cities have the best harbors on the Mississippi River below Cairo, and, though no work is actually needed in the immediate vicinity, their existence depends upon the security of the work in the bends above. As the appropriation was not sufficient to protect the entire length of the bend with mattress revetment alone, this latter was used in combi- nation with screen or open dike work. Operations were commennced in August, 1881, and were continued until March, 1882. During this time 4,500 linear feet of bank was cov- ered by the work; the greatest depth of water in which the screens Were sunk was 120 feet. The officer in charge states that at last accounts the work was hold- ing well, with no signs of caving, though the full value of the work as a means of preventing extensive bank caving cannot be fully deter- mined until the water reaches a low stage in the fall. RIVER AND HARBOR IMPROVEMENTS. 203 As the work will be under the supervision of the Mississippi River Commission, in accordance with the river and harbor act of August 2,. 1882, an allotment for carrying on the work next season will be made from the appropriation for the improvement of the Mississippi River. The amount expended up to the fiscal year ending June 30, 1881, was $40,147.22. The amount expended during the fiscal year ending June 30, 1882, was $41,600.74. July 1, 1881, amount available ...........-------------.. ..... .. ..... .... ...... . $49, 852 78 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881...--- ...... ..... .............. ..... ...-.... 41,600 74 ....--....... July 1, 1882, amount available--------..-----------......--- --....--......--------....---.... 8, 252 04 (See Appendix P 3.) 4. Mouth of Red River, Louisiana.-The work the past season con- sisted in keeping open a temporary channel through the Lower Old River, by means of a dredge, assisted in the operation by a steamboat and two powerful tug-boats. The operations were only partially suc- cessful. The very strong current that existed from the Mississippi towards the Atchafalaya caused a sliding in of the banks and a partial filling up of the channel, which for a short season put a stop to naviga- tion and caused a transfer of freights overland between Red River Land- ing and the head of the Atchafalaya. A survey of Bayou Cut-off was made during the season, and the ob- servations and measurements directed by the Board of Engineers on Fortifications and River and Harbor Improvements were also carried out. During the coming season it is proposed to continue the work of main- taining a channel through Lower Old River, and it is also intended to. undertake work under the supervision of the Mississippi River Com- mission to check the enlargement of the Atchafalaya. The former appropriations were as follows: By act of June 18, 1878 ............. ........... .... ...---.. --...... ...-. $150, 000 By act of March 3, 1881...... . ..... ....... ........... ... ....... ......- . 40, 000 The amount expended up to the close of the fiscal year ending June 30, 1881, was $63,795.36. The amount expended during the year ending June 30, 1882, was $35,392.24. July 1, 1881, amount available .......... ... ..... ...... ....-.... .... $126,204 64 July 1, 1882, amounut expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881....--........... ...........----- ......--.....----. 35, 392 24 July 1, 1882, amount available ..... ............. ................ . 90, 812 401 (See Appendix P 4.) 5. Removing Raft from Red River and Imnproving Tone's Bayou, Louisi- ana.-Raft.-The original project for this work embraced the entire removal of the great obstructions. After a sufficient channel had been cut through, the river scoured out, and so enlarged and deepened that it is now of sufficient width and depth for all navigable purposes. It is, however, necessary to keep a boat in the vicinity for the purpose of removing the drift which comes down on each flood in great quantities, otherwise the channel would again be blocked up. During the past season at low-water a considerable amount of work was done between Shreveport and Shady Grove. During the flood season thirty-five side jams or drift piles were removed from the river, and the steamer Florence was engaged in patrolling the river and keeping the channel free from drift. 204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tone's Bayou.-It having been decided to effect a closing of this bayou so as to retain in Red River proper a great quantity of water which oth- erwise was lost by flowing into the lakes and low lands to the westward, a contract was entered into with A. L. Gervin and John A. Bietry, of New Orleans, to build earthen dams across the bayou and Lower Old River, and connect them with a levee across Scorpinis Island. According to the terms of the contract the whole was to be completed during the low-water season of 1881, and the officer in charge states that there would have been ample time in which to do the work had it been properly pushed forward. This the contractors failed to do, and on the night of December 1 the Confederate dam was destroyed, carrying with it a portion of the nncompleted work, and on the night of February 4 the main dam was cut, causing the balance of the work to wash away. The contractors made application for the payment for their work, claiming that the destruction was caused by the people in the neighborhood. The work had never been completed nor accepted, and the officer in charge therefore declined to pay. In connection with this work the officer in charge calls attention in his report to the determined opposition by some of the people in the vicinity to closing Tone's Bayou, and invites consideration of the fact whether it be advisable or not to make appropriations therefor in the face of such hostility. The amount expended on these works up to June 30, 1882, was $388,317.36, and during the year ending June 30, 1882, there was ex- pended $6,761.93. The appropriations for Red River have all been united in one under the title of Improving Red River, Louisiana. July 1, 1881, amount available......------------..---...----- $31, 12 64 .-----...-----------. July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities, July 1, 1881 .. .......................... ...... ..... ----- 6, 761 93 July 1, 1882, amount available.........................................-- . 24,420 71 Amount appropriated by act passed August 2, 1882 .......-------..............------ (See Appendix P 5.) 6. Removing obstructions from Red River, Louisiana.-This improve- ment was commenced in 1878, the object being to render the stream safe for all steamers navigating it by removing all obstructions from the bed and banks. The new snag-boat intended for the special use of this stream was not finished in time for active operations, and therefore the snag-boat O. G. Wagner was sent into the river. Eight hundred and thirty-four snags, three hundred and eighty shore snags, and one wreck were removed. The new snag-boat, C. W. Howell, was received November 19, and it is intended this season to complete her outfit and send her into Red River for work. As the work must necessarily be continuous on account of the ob- structions added each year, no detailed estimates are presented. The amount expended up to the close of the fiscal year ending June 30, 1881, was $74,776.81. The amount expended during the fiscal year ending June 30, 1882, was $41,276.43. As the appropriation for the fiscal year ending June 30, 1883, is for the "improvement of Red River," an allotment will be made therefrom for the operations of the snag-boat. * Further provisions for this work is made in the general appropriation of $75,000 for improving Red River, Louisiana, in act of August 2, 1882. RIVER AND HARBOR IMPROVEMENTS. 205 July 1, 1881, amount available..--....................................... $42,723 19 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.---..---.........---- -..---------------.........----------..... ----.............. --- 41,276 43 July 1, 1882, amount available--....--.............------------------------------...----....... 1,446 76 Amount appropriated by act passed August 2, 1882........---..............--- -- (See Appendix P 6.) 7. Upper Red River, Arkansas.-Work upon this section of the river was commenced in 1879 and continued through the season of 1880, at which time all such obstructions as interfered with navigation at a time when boats could run were removed. It was not deemed necessary to con- tinue the work during the past season. The flood of this spring, how- ever, the greatest that we have any record of in Red River, caused con- siderable bank caving, and thereby greatly increased the obstructions; these latter it will be necessary to remove. The new appropriation of $75,000 for Red River includes the stretch here considered, for the improvement of which an allotment will be made. The amount expended up to the close of the fiscal year ending June 30, 1881, was $15,240.66. The amount expended during the fiscal year ending June 30, 1882, was $1,885.15. July 1, 1881, amount available...........------...-----....-----.----..----.-----................---. $4,759 34 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------------------------------------------................................................. 1,885 15 July 1, 1882 amount available--------------------------------------........................................... 2, 874 19 Amount appropriated by act passed August 2, 1882.... .................... (See Appendix P 7.) 8. Improving Red River, Louisiana.-The three preceding items of im- provement were combined under the above heading in the River and Har- bor act of August 2, 1882, and an appropriation of $75,000 made therefor. The estimate submitted for the fiscal year ending June 30, 1884, is $75,000. 9. Yazoo River, Mississippi.-The work upon the Yazoo River consists in the removal of snags, logs, and other obstructions to the safe navi- gation of the stream. The improvement was commenced in 1874, and up to the present time 13 wrecks have been removed and the naviga- tion otherwise improved by the removal of a large number of logs, snags, &c. During the past season the snag-boat John R. Meigs was employed in the river. Six hundred and 7 snags, one wreck, and other obstruc- tions were removed. The amount expended up to the close of the fiscal year ending June 30, 1881, was $120,266.15. The amount expended during the fiscal year ending June 30, 1882, was $4,427.54. The appropriation of $24,000 asked for, for the fiscal year ending June 30, 1884, will be applied to the continuance of the work as above. July 1, 1881, amount available ............... ......................... $4, 733 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..-----------------..........-------------------------.... 4, 427 54 July 1, 1882, amount available ----------------.............-------.................... .... 306 31 Amount appropriated by act passed August 2, 182.--.............. ........ 8, 000 00 Amount available for fiscal year ending June 30, 1883 ..........--......... 8, 306 31 Amount that can be profitably expended in fiscal year ending June 30, 1884. 24, 000 00 (See Appendix P 8.) * Further provision for this work is made in the general appropriation of $75,000 for .mproving Red Ri ver, Louisiana, in act of August 2, 1882. 206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10. Big Sunflower River, Mississippi.-Work upon this river was com- menced in 1879, since which time the navigation of the stream has been greatly improved by the removal of snags, logs, &c., and by the deep- ening of the water over the shoal places by means of wing-dams. During the past season a considerable amount of work was done in the upper section of the river between Faisonia and Dougherty's Ferry, besides repairing some of the wing-dams built the previous year, and constructing a new one in the lower portion of the stream. During the season over 20,000 trees were cut down, and a total of 775 feet of wing-dam were constructed at Callao, Shell Ridge, and Vick's Landing. The amount expended to June 30, 1881, was $27,735.51, and during the fiscal year ending June 30, 1882, there was expended $2,909.87. The estimated cost of this improvement was $66,000. With the appropriation of $15,000 asked for, for the fiscal year ending June 30, 1884, it is intended to continue the work of removing the ob- structions from the bed and banks of the river and in constructing wing- dams. July 1, 1881, amount available--------.....----------...............--..-------.............. $4,264 49 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......................................---------------------------------------- ...... 2,909 87 July 1, 1882, amount available..-------..........................----------------........... 1, 354 62 Amount appropriated by act passed August 2, 1882 .................... 5, 000 00 Amount available for fiscal year ending June 30, 1883. ----........-......--...... 6, 354 62 Amount (estimated) required for completion of existing project. .....-.-- 29, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix P 9.) 11. Tallahatchie River, Mississippi.-This work was commenced in 1879. On the upper river, from Porter's Ferry to Batesville, a naviga- ble channel at the higher stages of water has been opened, and on the lower river the boats can run throughout the entire season. During the first season 457 snags and logs were removed from the channel and a number of leaning trees were cut down. The amount expended up to the close of the fiscal year ending June 30, 1881, was $16,420.20. The amount expended during the year end- ing June 30, 1882, was $1,579.78. With the amount asked for, for the fiscal year ending June 30, 1884, it is proposed to continue the work as heretofore. The estimated cost of this improvement was $40,000. July 1, 1881, amount available--.. _ -............. .... _....--......--.............. $1, 579 78 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ... . ........ . ..............-..- .. ..... .... 1, 579 78 Amount appropriated by act passed August 2, 1882. ..--... -........-.... 3, 000 00 Amount (estimated) required for completion of existing project ..........----------. 19, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 10, 000 00 (See Appendix P 10.) 12. Goldwater River, Mississippi.-This work was commenced in 1879, during which year and the one following a number of snags and logs were removed from the river, and over 5,000 leaning trees cut down and deadened. No appropriation was asked for last year and none will be asked for this year, as the officer in charge states that the stream could not be put in a navigable condition without the expenditure of a large amount of money, which the commerce of the country will not warrant. RIVER AND HARBOR IMPROVEMENTS. 207 The amount expended up to the close of the fiscal year ending June 30, 1881, was $8,835.80. The total amount expended for the fiscal year ending June 30, 1882, was $825.19. July 1, 1881, amount available. ......... .... .... .................-- . $2, 164 20 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........- ..................... .................... 825 19 July 1, 1882, amount available....... .................. ........... .... . 1, 339 01 (See Appendix P 11.) 13. Tchula Lake, Mississippi.-Thework upon this stream commenced in July, 1881. Operations continued until September, and resulted in improving the navigation so that boats can run without danger to their upper work, and can also run on a stage of water two feet lower than before. During the season 9,363 trees were cut down, 2,588 trees deadened, and 686 snags removed. With the appropriation asked for, for the fiscal year ending June 30, 1884, the same work will be continued. The amount expended during the fiscal year ending June 30, 1882, was $2,704.02. The total estimated cost of this work was $10,000. Amount expended during the fiscal year ending June 30, 1881, $295.98. July 1, 1881, amount available .......... .......... .. ................... $2, 704 02 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881. ...... ............ ... .. ... ...... ........ .... 2, 704 02 Amount appropriated by act passed August 2, 1882.. ... ................. 2,500 00 Amount (estimated) required for completion of existing project........... 4, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 4,500 00 (See Appendix P 12.) 14. Yallabusha River, Mississippi.--Thiswork was first commenced in June, 1881, and continued until the following September. Operations consisted in clearing the bed and banks of the stream of all obstruc- tions to navigation. The appropriation was very small, and therefore only the worst por- tion of the work was gone over. During the season the following amount of work was accomplished: 540 snags and logs removed. 694 trees destroyed. 63 drift piles removed. The estimated cost of the work was $7,000. The appropriations are as follows: By act approved March 3, 1881 ............... ........................ $3, 500 00 By act passed August 2, 1882 ........................ ................... 3, 500 00 July 1, 1881, amount available...--..-... ...........----.. . ................. 2, 427 69 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....----------... --------- ------..................-- --. 2, 427 69 Amount appropriated by act passed August 2, 1882........................ 3, 500 00 (See Appendix P 13.) 15. Big Hatchie River, Tennessee.-Work upon this improvement was commenced in 1880, and has resulted in giving greatly increased facili- ties for navigating the river. During the past season the operations were continued from July 1 to October 15, and extended over the entire stretch of river from Bolivar to the mouth of the river; 3,204 snags and logs were removed and a large number of leaning trees destroyed. 208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work during the coming season will be continued as heretofore, and the appropriation asked for, for the fiscal year ending June 30, 1884, will be expended to the same end. The amount expended to June 30, 1881, was $7,323.46, and during the fiscal year ending June 30, 1882, there was expended $5,744.65. The estimated cost of the improvement was $30,000. --------------- $6,176 54 July 1, 1881, amount available......-----------------------..................--......... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............................. ............ 5,744 65 July 1, 1882, amount available .................................... ........ 431 89 Amount appropriated by act passed August 2, 1882 -_.................. . 3, 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 3,431 89 Amount (estimated) required for completion of existing project ........... 13, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix P 14.) 16. Ouachita River, Arkansas and Louisiana.-Previous to operations' by the government the navigation of this stream was obstructed by a number of shoal places in addition to the snags and leaning timber. The original project for the improvement contemplated the construc- tion of a series of locks and dams for slack-water navigation. This was afterwards abandoned and operations confined to the removal of ob- structions and improvement of the shoals. The total amount expended in this latter project (including the cost of iron-hull snag-boat and outfit) to the end of the fiscal year ending June 30, 1881, was $141,829.24. The operations last year were carried on as heretofore with the snag- boat O. G. Wagner. From July 1 to August 15, 111 snags were removed and 2,275 trees cut down. No work was done at Catahoula Shoals. The amount expended during the fiscal year ending June 30, 1882, was $5,871.38. With the appropriation asked for it is intended to continue the oper- ations with the snag-boat. No detailed estimate can be presented for the operation of the snag- boat, since the nature of the stream renders this work continuous from year to year. July 1, 1881, amount available......---........................... ......--....--- $7, 582 89 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................................................. 5, 871 38 July 1, 1882, amount available....................--................... 1,711 51 Amount appropriated by act passed August 2, 1882 ......-.......... ..... 12, 000 00 Amount available for fiscal year ending June 30, 1883 ..............--------------....----. 13, 711 51 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 (See Appendix P 15.) 17. Bayou Bartholomew, Louisiana and Arkansas.-Work upon this stream was begun in July of last year. Operations were commenced at Baxter Station, Ark., for the purpose of opening the upper section of the bayou to navigation, and were continued down stream until Decem- ber 23, when high-water put an end to work for the season. The following is a summary of the work: 3,937 leaning trees cut down; 6,017 snags and logs removed, in addition to the miscellaneous obstructions removed. RIVER AND HARBOR IMPROVEMENTS. 209 The amount expended up to the close of fiscal year ending June 30, 1881, was $142.85. The amount expended during the fiscal year ending June 30, 1882, was $7,274.89. During the coming season the removal of obstructions to navigation will be continued, and the appropriation asked for will be applied to the same purpose. The estimated cost of this improvement was $26,862. ...........................----..--------............ July 1, 1881, amount available-------------------------- $7, 857 15 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilitiesJuly1, 1881-----------------------------..................................---------............... 7,274 89 July 1, 1882, amount available-....-......_................................. 582 26 Amount appropriated by act passed August 2, 1882 .. ..---...... .. .. ..----...... 5, 000 00 Amount available for fiscal year ending June 30, 1883...---.. ............ 5, 582 26 Amount (estimated) required for completion of existing project .-.......... 13, 862 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 14, 000 00 (See Appendix P 16.) 18. Tensas River, Louisiana.-Work upon the improvement of this stream was commenced in September, 1881, and continued in the removal of the ordinary obstructions to navigation. Operations were commenced at Dallas, La., and carried on as far as extent of the available funds would permit. During the season 697 trees were cut down and 695 snags removed. The amount expended to the close of the fiscal year ending June 30, 1882, was $3,000. The total estimated cost of the improvement was $23,000. .....................--.. July 1, 1881, amount available ----..-----...........----- $3,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -.----------.-- --------..--- --- ----- 3, 000 ..------ 00 Amount (estimated) required for completion of existing project......- ...... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix P 17.) 19. Bayou B wuf, or Bceuf River, Louisiana.-This work was com- menced in August last, and consisted in cutting down the leaning trees along the banks and removing obstructions from the river, thereby im- proving the navigation for steamboats. During the season 1,945 trees were cut down, 914 logs and stumps re- moved, 405 snags pulled out, and 7 rack heaps destroyed, and in addi- tion a number of the bends were cleared of underbrush. The amount expended in the fiscal year ending June 30, 1882, was $5,000. During the coming season the work will be continued in the same manner, and the appropriation asked for will be applied to the same purpose. The total estimated cost of this improvement was $20,020. July 1, 1881, amount available......------..............----.--..-----..............----. $5,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding -- ........ liabilities July 1, 181 .. __....__.... ---..-- --........... .....----- , ----.... 5, 000 00 Amount appropriate i by act passed August 2, 1882 ------.........---------------........ .. 5, 000 00 Amount (estimated) required for completion of existing project........... 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 10, 000 00 (See Appendix P 18.) 20. Cypress Bayou, Texas and Louisiana.-The first project for the im- provement of Cypress Bayou, which was to cut and dredge a channel 14 E 210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. through the lakes and bayou, has been completed, and has resulted in giving good, high-water navigation from Red River, Louisiana, to Jef- ferson, Texas. The property was left in charge of the watchman, and several repairs were made during the past season. In the report of 1880 the officer in charge stated that should it be de- sirable to carry on more extended operations, so as to give the route to Jefferson navigable water, the entire year, the plan recommended by Major Howell, to construct a dam across the lakes at Albany Point, and make a cut through to Red River, would have to be carried out. The estimated cost of the work was $372,580. The amount expended to end of fiscal year ending June 30, 1881, was $91,190. The total amount expended for the fiscal year ending June 30, 1882, was $225.42. July 1, 1881, amount available ...................... ......... -.--.---.- $2, 810 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...... ......................................... 225 42 July 1, 1882, amount available.... ....--- ................................... 2, 584 58 (See Appendix P 19.) 21. Water Gauges on the Mississippi River, and its principal tributa- ries.-Observationswere continued at all the gauges during the year, and repairs made when necessary. The flood of last year being the highest ever known at various points on the Mississippi and Cumberland Rivers, new high-water marks were established in accordance therewith. The bulletin boards established last year, so as to give to passing steamboats the daily record of the stage of water, were found to be of great service, and will be continued. July 1, 1881, amount available----__.......................................... __. $6,511 10 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........... ..... .. ................. .. ....... 5,751 81 July 1, 1882, amount available----------------------------------------.................................... 759 29 Amount appropriated by act passed August 2, 1882...-------------................. 5, 000 00 Amount available for fiscal year ending June 30, 1883...................------------------.. 5, 759 29 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix P 20.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Major Benyaurd was charged with and completed the following, the results of which were transmitted to Congress and printed as Senate Ex. Doc. 69, Forty-seventh Congress, first session: 1. Bear Creek running into Yazoo River, Mississippi. (See Appendix P 21.) 2. Big Black River, Mississiippi. (See Appendix P 22.) And in compliance with the requirements of the first section of the above act- 3. Surveys of the mouth of the Red River, Louisiana, and of Grand Bayou Cut-off. Transmitted to Congress and printed as Senate Ex. Doc. 158, Forty-seventh Congress, first session. (See Appendix P 4.) And in accordance with a resolution of the Senate of March 10, 1882- RIVER AND HARBOR IMPROVEMENTS. 211 4. Estimates for closing certain outlets of the Red River. Printed as Senate Ex. Doe. 154, Forty-seventh Congress, first session. (See Ap- pendix P 7.) REMOVING SNAGS, ETC., FROM THE ARKANSAS RIVER-IMPROVEMENT OF ARKANSAS RIVER, BETWEEN FORT SMITH AND WICHITA, AND AT PINE BLUFF, AND OF RIVERS SAINT FRANCIS, WHITE L'ANGUILLE, FOURCHE LA FIIVE, SALINE, BLACK, AND CURRENT, IN ARKANSAS AND MISSOURI. Officer in charge, Capt. Thomas H. Handbury, Corps of Engineers. 1. Removing snags, &c., from Arkansas River, Arkansas.--During last season this work was carried on by the government snag-boats with crews of hired men. The field of operations was from the mouth of the river to Fort Smith, Arkansas. The Reese worked in this river from August 10 to March 15, and the Meigs during the month of October, making eight months for the two boats. The following is the summary of the principal work done. Snags pulled 976, weight 11,000 tons; drift piles removed 18; trees cut 3,460. From the 15th of March until the 15th of April the C. B. Reese was, by direction of the Secretary of War, used for the purpose of distrib- uting supplies to the sufferers from overflow of the Mississippi River and its tributaries. During this time the boat was under the control of Lieut.-Col. Amos Beckwith, Commissary Department, U. S. Army. The expenses incurred amounted to $2,999.47, and were paid from the special appropriation made for this purpose. The work done during the year has been very beneficial and has given satisfaction to those interested in the commerce of the river. It is pro- posed to continue these operations during the coming season as far as funds available will permit. The removal of snags and other obstructions of like character affords but temporary relief and must be continued from year to year. For that reason, in addition to the amount estimated for carrying on these operations (luring the fiscal year ending June 30, 1884, which is $36,000, the officer in charge submits in his report an estimate of $21,000 for continuing the survey of the Arkansas River, made in 1869, from Fort Gibson, Indian Territory, to Little Rock, Arkansas, down to its mouth, with the view of devising some plan of permanent improvement. July 1, 1881, amount available......................----------..........--....... $30,836 37 July 1, 1882, amount expended during fiscal year. exclusive of outstanding liabilities July 1, 181 ........ ........................... .... ........ 26, 479 96 July 1, 1882, amount available............... ............. .... ...... 4, 356 41 Amount appropriated by act passed August 2, 1882 ......-...... ...... 35,000 00 Amount available for fiscal year ending June 30, 1883......................... 39, 356 41 Amount that can be profitably expended in fiscal year ending June 30,1884. 57, 000 00 (See Appendix Q 1.) 2. White and Saint FrancisRivers, Arkansas.--The object of this work is the removal of snags, wrecks, and other obstructions to the naviga- tion of these streams. On the White River, operations were carried on from the iron snag- boat J. R. Meigs, with her hired crew of officers and men. They ex- 212 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. tended from the mouth of the river to Newport, Ark. After reserving from the limited appropriation of last year the proportionate amount for the Saint Francis River, and sufficient for the care of the boat in ordinary, but one month's work could be allowed this river. In that time 279 snags were pulled, 2 drift piles removed, 2 sunken barges de- stroyed, and 122 trees cut. For the work upon the Saint Francis River an outfit which chanced to be available and a party of men were hired. Operations extended from the mouth of the river toWittsburgh; 394 snags, 1 sunken raft, and 14 logs were removed. In view of the fact that these two rivers are not directly connected with each other, are entirely dissimilar in character, and the plant that would be suitable for economical work in one would not be adapted to the other, the officer in charge suggests that a separate appropriation be hereafter made for each. The snag-boat J. R. Meigs can be worked to very good advantage in the White River six months during the year, the remainder of the time be available for some other stream more adapted to its draught, if needed. An outfit suitable for economical work upon the Saint Francis River, it is estimated by the officer in charge, would cost about $4,000, and the running expenses of the same he estimates at $1,500 per month. The estimate for the fiscal year ending June 30, 1884, for these two rivers is as follows: WHITE RIVER (REMOVING SNAGS, &C.) BELOW JACKSONPORT. Working expenses of snag-boats, including incidental repairs six months, at -.... $3,000 per month-.................................................- $18,000 Expenses in ordinary and general repairs--------.......... - ---.................. 2, 000 20, 000 Saint Francis River : Outfit ......----.....------.....---..----....----............---..------................--------------------....... $4,000 Working expenses of same eight months, at $1,500 per month ...... 12, 000 16,000 Total..------....---------..----....--..------..---------------------....----............. 36,000 July 1, 1881, amount available ...------------..---....--..------..--.....--...---..----. $8,178 07 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--------------..............-----------------------------.............. 7, 672 43 July 1, 1882, amount available ------.....--------......-- --............................---------------------.. 505 64 Amount appropriated by act passed August, 188-.. -.................. 12, 000 00 Amount available for fiscal year ending June 30, 1883.._ --..... ...-.. -12,505.... 64 Amount that can be profitably expended in fiscal year ending June 30, 1884. 36,000 00 (See Appendix Q 2.) 3. Arkansas River at Pine Bluff, Arkansas.-The original project for this improvement contemplated the protection of the city front from the erosive action of the river, the prevention of a cut-off which threatens to take place and leave the city several miles from the new course of the river, and the general rectification of the channel in the vicinity so as to improve its navigation. The work of last season was continued on the general plan adopted. The left bank of the river in Yell's Bend, the upper side of the narrow neck where the cut-off is threatened, was graded for a distance of 3,000 feet and the low-water protection put in place throughout this distance. RIVER AND HARBOR IMPROVEMENTS. 213 But 700 feet of high-water protection for this bank was in position, when a sudden rise in the river caused a suspension of the work. The remain- der of the unprotected graded bank was washed so that it will be nec- essary to regrade it before the revetment can be continued. Some of the low-water protection was also washed out. It will be necessary during the coming season to repair this. The same rise caused some damage to the dike which was built below. This has been repaired and is now accomplishing the object for which it was built. With the funds that may be made available, it is proposed during the coming season to continue this work in accordance with the gen- eral plan adopted; first repairing the damage done to the revetment already in place, then extending the protection in Yell's Bend down from 1,500 to 2,000 feet. After this is completed, the revetment of the lower side of the narrow neck will be commenced and such permeable dikes for the rectification of the channel as may be found advisable will be put in. This will be carried out as far as the funds will admit. July 1, 1881, amount available.......---..--..-...........--..---.......--. ---...... $23, 988 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....------.......---.....--..........------...---...----..--..-------....------.---. 22, 179 03 July 1, 182, amount available.............. .......................... 1,809 01 Amount appropriated by act passed August 2, 1882 ..---........... -....- 20, 000 00 Amount available for fiscal year ending June 30, 1883 ... ... .......... 21, 809 01 Amount (estimated) required for completion of existing project-........... :2, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 32, 000 00 (See Appendix Q 3.) 4. Arkansas River, between Fort Smith, Arkansas, and Wichita, Kan- sas.-The object of this improvement is to remove snags, rocks, over- hanging trees, and other obstructions to navigation between the two points designated, and thus provide a means of water transportation to market for the suprlus products of a large portion of Western Kan- sas and Indian Territory. The snag-boat designed for this work, which was in process of con- struction at the close of last year, was finished and dispatched to the field on the 28th of September last. Earl in October it reached the mouth of Grand River, 95 miles above Fort Smith. Above this point the water was found to be unprecedent- edly o10w and divided by. numerous sand-bars and islands into many channels. For seven months this boat was in this upper reach of the river, never being able to get above the Pawnee Agency Landing in Indian Territory or back to Fort Gibson. Early in May a rise in the river brought the boat out. From that time until the end of the year its operations were confined to the reach of the river between Fort Smith, Arkansas, and Fort Gibson, Indian Territory. Before this river can be made available for navigable purposes above the mouth of the Grand River in Indian Territory, except at high stages, it would seem that some works for concentrating the water into one channel are an absolute necessity. To submit an intelligent report with estimates of the cost of improvements of this nature covering so large an extent of river, an accurate map with all available data bearing upon the subject should be at hand. The officer in charge renews the recommendation of last year for an appropriation of $16,300 for this survey from Little Rock, Ark., up to to Wichita, Kans. 214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ........ ....... .............. ........ .. $30,074 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...- .......-...... .... 21,451 90 July 1, 1882, amount available--.... .......... .................... .... 8,622 84 Amount appropriated by act passed August 2, 1882 -.....-.... -.... ........ 20,000 00 Amount available for fiscal year ending June 30, 1883..------------------................. 28, 622 84 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30,000 00 (See Appendix Q 4.) 5. White River, between Jacksonportand Buffalo Shoals.-The object of this improvement is the removal of snags, rocks, &c., from the channel of the river, overhanging trees from the banks, and the concentration of the water to increase its depth over shoal places that are difficult to navigate. The work during the season was confined to that portion of the river between Jacksonport and Batesville. At Maguire's Shoal 200 feet of brush and gravel was added to the old dam, which was also slightly raised. At Saffold Shoal 1,250 feet of dam, composed of the same ma- terial, were built. At Haggletooth Shoals similar works were con- structed. All these were for the purpose of concentrating the water and improving navigation in these localities. The results were very marked, especially at Saffold and Haggletooth. At these places boats were frequently delayed from ten to twenty-four hours with light loads. Now they pass with little or no delay. On this reach of the river 590 snags and 36 stumps were removed; 337 overhanging trees were cut from the banks. With the funds available for the coming season it is proposed to con- tinue the work of improvement on the general project adopted, so far as they will suffice. The officer in charge suggests the propriety of taking steps looking toward the permanent improvement of the White River throughout its entire navigable extent. With this object in view he submits an estimate for an accurate in- strumental survey of the river from its mouth to Forsyth, Mo., a dis- tance of 600 miles. This estimate amounts to $50,000; of this amount $25,000 could be profitably expended in one season. July 1, 1881, amount available.............----------..--..-----------------------....................... $7,480 31 July J, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-.........._ .......... _............ .... __........ 5,214 63 July 1, 1882, amount available---------------------------------------........................................... 2,265 68 Amount appropriated by act passed August 2, 182 ...... _ ...._............ 6, 000 00 Amount available for fiscal year ending June 30, 1883 .. ---..........---.... 8, 265 68 Amount that can be profitably expended in fiscal year ending June 30, 1884. 45, 000 00 (See Appendix Q 5.) 6. White River, above Buffalo Shoals, Arkansas.-The proposed im- provement contemplates removing loose rocks, blasting others, and con- structing wing-dams at various shoals, removing snags, and cutting over- hanging trees, so as to make the river in this region navigable at me- dium and high stages of water. The operations of the season were confined to a reach of the river about 15 miles in extent above Buffalo Shoals. Crooked Creek, Red Bud, and Summer Shoals were improved and rendered navigable at a stage of water 3 feet less than before. After this work was done the RIVER AND HARBOR IMPROVEMENTS. 215 Upper White River boats made several trips above Buffalo on a medi- um stage of water. This could not have been done before this improve- ment was effected. With the funds that may become available during the coming year it is proposed to continue this work in accordance with the general project as far as they will permit. July 1, 1881, amount available---.. ................................... $19, 708 33 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 _........................ __ .. __.................. 18, 055 49 July 1, 1882, amount available......----.......------......-- ..------....-------------.....------...... 1, 652 84 Amount appropriated by act passed August 2, 1882 .... .......... ..... 4, 000 00 Amount avaailable for fiscal year ending June 30, 1883 .......... ........ -5, 652 84 Amount that can be profitably expended in fiscal year ending June 30, 1884. 12, 000 00 (See Appendix Q 6.) 7. L'Anguille River, Arkansas.-Work on this stream during the year was confined to one month's operations of the small party and outfit that was engaged upon the Saint Francis. The party ascended as far as Marianna and removed all the snags and overhanging trees that were obstructions to navigation at that stage of the water. The demands of the commerce on the stream did not seem to require further expenditure from the small balance available for this work. It proposed to expend the amount yet remaining of the appro- priation for this work in removing snags, overhanging trees, &c., as occasion may require. Total amount of appropriation, $17,000. July 1, 1881, amount available..-------------...........-------...--.....---..----...--.........----- $4, 651 13 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..---..---...- ----............ ........ .... ..---....... 1,502 26 July 1, 1882, amount available ....--..................---- ......----...... ---........ 3, 148 87 (See Appendix Q 7.) 8. Fourche La Fbve River, Arkansas.-The object of this improvement is to remove snags, overhanging trees, and other obstructions to the navigation of the river. The work of the season was done between its mouth and Hurricane Shoals, a distance of 60 miles. It was commenced August 15 and suspended October 30. During this time 293 snags and 183 logs were removed and 685 overhanging trees cut down. During the coming season it is proposed to continue the removal of these obstructions as far as the funds available will permit. July 1, 1881, amount available --..---........-----.....---.....------..-------.........----------........ $3,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..-------------- --------- ---- --- ----..------.-2, 898 15 ---- July 1, 1882, amount available........................................... 101 85 Amount appropriated by act passed August 2, 1882 -..------.------.----. 4, 000 00 Amount available for fiscal year ending June 30, 1883 ..-- ..--................ 4, 101 85 Amount that can be profitably expended in fiscal year ending June 30, 1884 10, 000 00 (See Appendix Q 8.) 9. Improvement of the Black River, Arkansas.-The project for this im- provement contemplates the removal of snags, logs, and overhanging trees that are impediments to its navigation; also, the improvement of shoals and the damming of chutes that withdraw the water from the channel. 216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of the season was carried on between the mouth of the river and the mouth of Current River, an estimated distance of 160 miles. This reach was put in a tolerably fair condition for navigation by the boats now upon the river; 388 snags were destroyed, 1,100 leaning trees were felled, and 157 trees deadened. During the coming season it is proposed to continue the removal of these obstructions as far as the funds available will permit. July 1, 1881, amount available....-----..---....----------------------------........................ 5, 104 01 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ------------------------------------------- 4,293 35 July 1, 1882, amount available .----------------...........-- ------....-----..---------..........-- 810 6k6 (See Appendix Q 9.) 10. Improvement of the Black River, Arkansas and Missouri.-The ob- ject of this work is to improve the navigation of the river by removing snags and logs from the channel, overhanging trees from the banks, and increasing the depth of water over troublesome shoals. To comply with the requirements of the act approved March 3, 1881, the improvement was commenced at Poplar Bluff, Mo., and carried down the river a distance of 20 miles, where, for want of further funds, it was discontinued. Within this distance one chute was closed that was drawing off from the main channel about 25 per cent. of the avail- able water; 583 snags were destroyed, and about 2,000 trees of various sizes that obstructed navigation were removed, It is proposed during the coming season to continue these operations in furtherance of the general project, as far as the funds made available will allow. The officer in charge suggests the advisability of procuring more suit- able and economical appliances for prosecuting this work. He estimates that a suitable outfit can be procured for about $15,000, and that the running expenses for the next fiscal year will be about $15,000 more, making the total that could be profitably expended $30,000. July 1, 1881, amount available -----------------.....................-------.......------------...........-- $6, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--... ----------------------- ------------------ 5, 140 75 July 1, 1882, amount available .....-----.....--.....--------------..---------..........--..---------.......... 859 25 Amount appropriated by act passed August 2, 1882 ....................... 10,000 00 Amount available for fiscal year ending June 30, 1883......-- ...-- - -.........---...10, 859 25 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 30, 000 00 (See Appendix Q 10.) 11. Saline River, Arkansas.-The general plan of this improvement is to remove the snags, logs, and other obstructions from the channel of the river and overhanging trees from its banks, so as to make it navi- gable and give an outlet to market for cotton, timber, &c., raised along its banks. The work is being done by hired labor furnished with the necessary plant. During the year work was carried on between Mount Elba, where operations were suspended at the end of the previous season, and Long- view, 50 miles farther down the stream. This point is 180 miles from the place of beginning, and about 70 miles from the mouth of the river. In the reach where operations were carried on last season, the following obstructions to navigation were removed, viz: 5,633 overhanging trees and 446 snags and stumps; 236 trees on the bank were girdled. RIVER AND HARBOR IMPROVEMENTS. 217 During the coming season it is proposed to continue this improvement on the same general plan from Longview to the mouth of the river, completing the work as far as the funds available will allow. July 1, 1881, amount available...------..----------------..................-----.......---.........------ $8, 637 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...----.-- .... ----- __.....-...... . .---- . 6, 162 94 July 1, 1882, amount available.................. ................ ..... 2, 474 32 Amount appropriated by act passed August 2, 1882-........ ...........--- 4,000 00 Amount available for fiscal year ending June 30, 1883 ...... ...... ....--.... 6, 474 32 Amount that can be profitably expended in fiscal year ending June 30, 1884.. - 10, 000 00 (See Appendix Q 11.) 12. Current River, Missouri and Arkansas.-The project for improving the navigation of this stream is by means of wing-dams of brush and stone to concentrate the water over the shoal places, and to remove the snags, logs, and overhanging trees. With the amount available for the work during last season, 180 snags were removed and about 3,000 over- hanging trees cut down. Operations were commenced at the mouth and carried up the river an estimated distance of about 50 miles. With the funds that may be made available for the next season's work, it is proposed to carry out the general project for the improve- ment as far as they will suffice. July 1, 1881, amount available------..--..----...--.............. ----...... ---- ----..----------...... $2, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..................--------------...... -....-------..---........--.. 1,465 17 July 1, 1h82, amount available---..------------........----------------.......-----..... 534 83 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix Q 12.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act approved March 3, 1881, Captain Handbury was charged with and has completed the following, which was transmitted to Congress and printed as Senate Ex. Doc. No. 32, Forty-sixth Congress, first session. Little Red River, Arkansas. (See also Appendix Q 13.) IMPROVEMENT OF THE MISSISSIPPI RIVER BETWEEN THE MOUTHS OF THE ILLINOIS AND OHIO RIVER-IMPROVING HARBOR AND MISSIS- SIPPI RIVER AT ALTON-ICE HARBOR AT SAINT LOUIS, MISSOURI- IMPROVING MISSISSIPPI RIVER AT OR NEAR CAPE GIRARDEAU, MISSOURI, AND MINTON POINT, ILLINOIS-IMPROVEMENT OF OSAGE RIVER IN KANSAS AND MISSOURI. Officer in charge, Maj. O. H. Ernst, Corps of Engineers, having under his immediate orders First Lieut. F. V. Abbot, Corp of Engineers, since June 10. 1. Mississippi River, between the Illinois and Ohio rivers.-Work was carried on at the Supply Depot, Arsenal Island, Horsetail, Carr ll's Island, Twin Hollows, west bank, Twin Hollows, east bank, Beard's Island, and "Jim Smith's." Supply Depot.-A piece of ground belonging to the United States within the limits of the city of Saint Louis was occupied as a supply depot. The necessary shops and store-rooms were erected, and im- 218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provements were made in the landing on the river side. The expendi- tures were $7,494.32. Arsenal Island.-The project for the improvement of this locality was adopted in 1876, its object being to stop the erosion of the west side of Arsenal Island, and the consequent deterioration of the navigation. The amount expended during the year was $14,513.88. The total amount expended to June 30, 1882, is $24,187.73, and has resulted in the partial protection of 7,525 feet of bank, of which 4,450 feet was completed. It is proposed to extend the protection to the foot of the island, a dis- tance of about 300 feet, and to complete the portion already begun. Horsetail.-The present project for the improvement of this locality was adopted in 1873 and modified in 1879, the object being to afford a channel not less than 8 feet deep. The natural channel was often not more than 4 feet in depth at the shoalest part, and was tortuous. The amount expended during the year was $98,553.23. The total amount expended to June 30, 1882, is $610,082.67, of which, however, but $304,389.33 has been employed upon the system adopted in 1879. It has resulted in securing a direct navi- gable channel with a depth not less than 8) feet. Further work will be required to preserve these results, the amount of which is a matter of future contingency. Carroll's Island.-The present project for the improvement of this lo- cality was adopted in 1881, the object being to protect the west side of Carroll's Island near its down-stream end from caving and the conse- quent deterioration of the navigation. Before the work was begun the caving was going on at the rate of several feet per day. The amount expended during the year, which includes all expenditures to June 30, 1882, was $12,038,69, and has resulted in stopping the erosion over a length of 1,695 feet of bank. No further work here will be required unless changes in the direction of the channel above should occur in the future. Twin Hollows, west bank.-The present project for the improvement of this locality was adopted in 1881, the object being to afford a chan- nel not less than 8 feet deep. The natural channel was often not more than 4 feet deep in the shoalest parts. The amount expended during the year, which includes all expenditures to June 30, 1882, was $103,- 500.25. The works have not advanced sufficiently far to have any effect upon the channel. It is intended during the coming year to push them forward as rapidly as can be done without interfering with navigation, but it is not expected that mucih more can be accomplished during the coming year than to straighten the channel without materially deepen- ing it. Twin Hollows, east bank.-The present project for the improvement of this locality was adopted in 1881, the object being to stop the caving which extended over a length of 8,400 feet of the bank and the conse- quent deterioration of the navigation. Before the work was begun the caving was progressing at the rate of several feet per day. The amount expended during the year, which includes all.expenditures to June 30, 1882, was $72,696.63, and has resulted in stopping the caving over a length of 5,925 feet of the bank. In this distance the work has been completed for a length of 2,350 feet. It is proposed during the coming year to complete the portions already begun and to extend the protec- tion 2,475 feet down-stream. Beard's Island.-The present project for the improvement of this lo- cality was adopted in 1881, the object being to close a small chute north of the island, and to stop the erosion of the west side of the island and the consequent deterioration of navigation. Before the work was be- RIVER AND HARBOR IMPROVEMENTS. 219 gun the caving was progressing at the rate of several feet per day and the water in the chute was 40 feet deep. The amount expended during the year, which includes all expenditures up to June 30, 1882, was $35,614.53, and has resulted in closing the chute and stopping the caving for a distance of 3;550 feet of the bank, over about half of which the work is not entirely completed. It is proposed during the coming year to complete the portion already begun and to extend the protec- tion to the foot of the island, a distance of about 3,950 feet. "Jim Smith's."--The present project for the improvement of this local- ity was adopted in 1881, the object being to afford a channel not less than 8 feet deep. The natural channel was often not more than 4 feet deep in the shoalest parts. The amount expended during the year, which includes all expendi- tures up to June 30, 1882, was $11,068.37. The works have not ad- vanced sufficiently far to have any effect upon the channel. Estimate.-The appropriation of $1,000,000 asked for is to be applied to completing the works now progressing and to beginning new works below Foster's Island. From the changeable nature of the stream it is not practicable to give in advance the names of the exact localities where work will be required. The programme is to make the improvement continuous, working down-stream from Saint Louis, by reclaiming land and building up new banks, thus reducing the width of the river to the uniform width of about 2,500 feet. Caving banks are to be protected. The appropriation of the above sum is recommended. --- July 1, 1881, amount available...... ----- -......--....... ..---.-.....-....- .... $616, 809 35 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...............-.. $466, 168 88 July 1, 1882, outstanding liabilities. .. ................ .... 38,495 29 --- 504,664 17 July 1, 1882, amount available.....--------...-...----......---..-- ......-- -- -----....... 112,145 18 ....------....----.... Amount appropriated by act passed August 2, 1882 ..................... - 600, 000 00 Amount available for fiscal year ending June 30, 1883-..---...--- ..-.... 712, 145 18 Amount (estimated) required for completion of existing project* .. .... 5, 094, 288 98 Amount that canbe profitably expended in fiscal year ending June30, 1884.1, 000, 000 00 (See Appendix R I.) 2. Harborand Mississippi River at Alton.-The present project for the improvement of this harbor was adopted in 1881, the olbject being to remove a shoal in front of the dowln-stream portion of the landing. The amount expended during the year, which included all expenditures up to June 30, 1882, was $33,324.70. The work has not had time to exert any great effect upon the shoal, and it has not extended far enough to be of great benefit. The appropriation of $16,700 asked for is to be applied to raising and extending the dike opposite and above the town. July 1, 1881, amount available ----....-------- ...... ------...---- ... ....---.....--..----------...... $33, 324 70 July 1, 1882, amount expended during fiscal year exclusive of outstanding liabilities July, 881..---...........---- ...-----........--..-- --..........------------ ---------...... 33, 324 70 Amount (estimated) required for completion of existing project .... ...... 51, 675 30 Amount that can be profitably expended in fiscal year ending June 30 1884 t 16,700 00 (See Appendix R 2.) "Estimate of last year increased by amount previously expended between Dickey's Island and mouth of Ohio, and by amount allotted to Alton Harbor by act of August 2, 1882. t Estimate of last year diminished by $35,000 the amount allotted by Congress from appropriation of August 2, 1882, for improving Mississippi River from Cairo to the Illinois Rivtr. 220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Ice Harborat Saint Louis, Missouri.-This work has not been begun- the funds being held until further action by Congress. The act of Au- gust 2, 1882, transfers the appropriations to the title of "Improvement of the channel of the Mississippi River opposite the city of Saint Louis, Missouri." They will hereafter be accounted for under that title. It is proposed with them to raise the present submergible dam across Caho. kia Chute, and to complete the protection of the west side of Arsenal Island. It is thought that they will be sufficient to accomplish what is required for the present, and no additional appropriation is asked for July 1, 1881, amount available ...-....-- -. . --........ .......... $60, 000 00 ..-.... July 1, 1882, amount available ...... .... ...... ...... ...... ...... .... 60, 000 00 (See Appendix R 3.) 4. Mississippi River at or near Cape Girardeau,Missouri, and Minton Point, Illinois.-The present project for the improvement of this locality was adopted in 1881, the object being to remove a large and growing bar in front of the Cape Girardeau Landing and to provide an 8-foot channel between that place and Minton Point. The bar was dry at a stage of 16 feet above low-water, and the channel depth was liable to be as little as 4 feet. The amount expended during the year, which included all expenditures to June 30, 1882, was $43,529.96 of which $18,350.12 was added to the special appropriation from the funds pro- vided for improving Mississippi River between Illinois and Ohio rivers, and has resulted in wholly removing the bar and increasing the navi- gable depth above. The appropriation of $42,000 asked for is to be applied to perpetuat- ing these results by protecting the banks. July 1, 1881, amount available..---..........--...------ ------------- 25, 179 84 ........---......--........----..----. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1681 ..........------- .--.........---............ 25, 179 84 .... --........ Amount (estimatedfrequired for completion of existing project'......... ---- 41,820 04 Amount that can be profitably expended in fiscal year ending June 30, 1884- 42, 000 00 (See Appendix R 4.) 5. Osage River, Kansas and' issouri, below Tuscumbia.-The present system of improvement employed below Tuscumbia was begun in 1871, the object being to afford a channel of navigable width not less than 2 feet deep. The natural channel was frequently not more than 6 inches deep at many of the shoals. The amount expended during the year was $9,696.96. The total amount expended to June 30, 182, is $167,870.57, and has resulted in increasing the depth to at least 2 feet over 21 shoals, and removing all snags and overhanging trees. Above Tuscumbia.-The project for the improvement of the Osage above Tuscumbia was adopted in 1881, the object being to remove all snags and overhanging trees which obstructed navigation. In the natu- ral state of the river many hundreds of these obstructions existed. The amount expended during the year, which includes all expenditures up to June 30, 1882, was $10,759.36, and has resulted in clearing the natural channel as high up as Warsaw, a distance of 176 miles from the mouth. Funds on hand will be sufficient to repeat as much of this work as may be required during the present year and to extend it to Osceola, the head of navigation, 2301 miles from the mouth. The appropriation of $5,000 asked for is to be applied to the removal of the new supply of these obstacles which is to be expected. * Estimate of last year diminished by amount allotted from funds appropriated for improving Mississippi River between Illinois and Ohio rivers. RIVER AND HARBOR IMPROVEMENTS. 221 .--.....------...... July 1, 1881, amount availabie............----------------..-- -----........ ---- $31,908 88 Miscellaneous receipts ...------------------------------------------------ 35 95 31, 944 83 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -.. -- ..-- --....-- ..----.. $20, 406 45 .........-........ July 1, 1882, outstanding liabilities.-- .... 49 87 _- _- 20,456 32 July 1, 1882, amount available--------------------.....................----------------................ 11,488 51 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix R 5.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act of March 3, 1881, Major Ernst was charged with and completed a survey of the Fish Bend near Fort Chartresin the Mississippi River. The report was trans- mitted to Congress and printed as Senate Ex. Doc. No. 76, Forty-sev- enth Congress, first session. (See also Appendix R 6.) REMOVING SNAGS AND WRECKS FROM THE MISSISSIPPI AND MISSOURI RIVERS-SURVEYS AND IMPROVEMENTS AT VARIOUS POINTS ON MIS- SOURI RIVER-SURVEY OF MISSOURI RIVER FROM ITS MOUTH TO SIOUX CITY. Officer in charge, Maj. Charles R. Suter, Corps of Engineers. 1. Removing snags and wrecks from the Mississippi and Missouri rivers.- Mississippi River.-During the past season the snag-boats worked on this stream from the mouth of the Missouri to Vicksburg, Miss., a distance of 860 miles. Their work, though greatly interfered with by high-water, was very satisfactory. The officer in charge renews his recommendation that the remaining wooden snag-boat be extensively repaired and fitted up for wrecking purposes, and submits estimates therefor. During the present fiscal year it is proposed to do nineteen months' snag-boat work. ESTIMATES. For repairing one wooden snag-boat and fitting it up for wrecking pur- poses ..--- ----- ... ---------------------------- ----------.. ------.. $50, 000 00 For working expenses of three boats, ten months each, at $4,000 per month. 120, 000 00 ................--...--------.......------------------------............... Total---------------- 170,000 00 ......-----...............-------------..........---....---....---- July 1, 1881, amount available------ 79, 123 47 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------------------------------------------................................................ 75, 311 29 July 1, 1882, amount available ...........-----------------......-----......--------------................ 3, 812 18 Amount appropriated by act passed August 2, 1882...............--..--...-- . 85,000 00 Amount available for fiscal year -- ---... --------.. ending June 30, 1883......- ... 88, 812 18 Amount that can be profitably expended in fiscal year ending June 30, 1884. 170, 000 00 Missouri River.-It was not found possible to begin the construction of the new snag-boat provided for by last year's appropriation, but this work will soon be taken in hand and the boat completed during the present season if possible. The officer in charge renews his recommendation for the construction 222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for a light-draught stern-wheel snag-boat for service on the Missouri River above Omaha, and submits an estimate therefor. During the present fiscal year it is proposed to devote eight months snag-boat work to the Missouri. ESTIMATES. For building light-draught snag-boat ................................... $80, 000 00 For operating three boats, nine months each, at $4,000 per month...... .. 108, 000 00 Total------.......------..--------------.- ....-- -------......... 188,000 00 July 1, 1881, amount available............... ..................--------------------------------------. 80, 000 00 - ------ July 1, 1882, amount available-...................................----....---. --- 0, 000 00 Amount appropriated by act passed August 2, 1882-- ....---.... .............. 65, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 145,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 188, 000 00 (See Appendix S 1.) 2. Missouri River at Saint Charles, Missouri.-The works of channel contraction which were in progress at this locality at the date of last An- nual Report were continued during the season with encouraging results. Lack of funds prevented the completion of the contemplated revetments, which work will be done during the present season by allotment from the general appropriation for improving Missouri River from its mouth to Sioux City, Iowa. After this is done no further work is contemplated till this point is reached in the general improvement of the river. ---------------- July 1, 1881, amount available --------------.......................................... $15,881 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--.. --.-.... ..... ...... ..... ..... ............ 15, 384 46 July 1, 1882, amount available ---........................................-------------.. 496 85 (See Appendix S 2.) 3. Missouri River at CedarCity, Missouri.-The work in progress at date of last report was continued during the season. The wire-screen dike in front of Cedar City, which had for its object the improvement of the harbors of Cedar City and Jefferson City was completely successful. Some small amount of work was also done in Murray's Bend farther up the river. The immediate object of the improvement having been ac- complished, no further operations are contemplated till this point is reached in the general improvement of the river. July 1, 1881, amount available .................................... ...... $16, 837 19 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................ ................- -.............. 16, 5.6 99 July 1, 1882, amount available ....................................--------------.. 310 20 (See Appendix S 3.) 4. Missouri River at Glasgow, Missouri.-The work done at this point during the season of 1880 in the first bend above Glasgow having proved perfectly successful, operations during the past season were transferred to Cambridge and Middle bends, farther upstream. Owing to lack of funds the new work could not be given sufficient extension and received considerable injury during the season. It will be repaired and extended this year by allotment from the general appropriation for improving Missouri River from its mouth to Sioux City, Iowa, after which no fur- ther operations are contemplated till this work is reached in the general improvement of the river. RIVER AND HARBOR IMPROVEMENTS. 223 July 1, 1881, amount available ....-----...--...............---..........---.... $15, 263 43 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......---------...--...----..--...-..--.......---------....--------------. 15, 058 51 July 1, 1882, amount available......--...---... ....... ............ ...--.. 204 92 (See Appendix S 4.) 5. Missouri River at Lexington, Missouri.-- ork at this point last season was confined to protecting the left bank of the bend above Lexington, the rapid erosion of which had nearly destroyed the harbor of that town. This work has been successful, and further operations will be prosecuted under the general work of improving the river from its mouth to Sioux City, Iowa. July 1, 1881, amount available .............-----------..--.................... $14, 383 70 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..... ...... . ................. ......... ....... 14, 312 34 July 1, 1882, amount available.............. ........ .......----.........------ 71 36 (See Appendix S 5.) 6. Missouri River at Kansas City, Missouri.-After many vexatious delays work was begun late in the fall and carried as far as available funds would allow. It consisted entirely of revetment of the right bank below Quindaro, and has been successful. Further operations in this neighborhood will be under the general project for improving the river from its mouth to Sioux City, Iowa. July 1, 1$81, amount available ......................................... $23. 912 61 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----................----...----............. ............ 23, 861 34 July 1, 1882, amount available...................... ...... ........... 51 27 (See Appendix S 6.) 7. Missouri River at Fort Leavenworth, Kansas.-An attempt was made during the past season to repair the damage done to the works at this point by the disastrous spring floods of 1881. Owing, however, to the small amount of money available but little could be done, and the works put in were lost. Further operations in this neighborhood will be under the general project for improving the river from its mouth to Sioux City, Iowa. July 1, 1881, amount available.. ......... ................. $11,279 57 Amount received from sale of fuel to officers - .... ... ... ..... 39 37 - 11,318 94 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......................... ................... .... .....--- 11,279 88 July 1, 1882, amount available...........--..... -- -............... ........ 39 06 (See Appendix S 7.) 8. Missouri River at Atchison, Kansas.-Duringthe past season oper- ations at this point were confined to constructing dikes for channel reg- ulation. These dikes, composed of wire screens supported on piles, were constructed in the face of considerable difficulties, and required and received extensive repairs during the spring floods. They were on the whole successful and promise good results. Further operations at this point will be under the general project for improving the river from its mouth to Sioux City, Iowa. July 1, 1881, amount available --------------------------------..... $22, 997 14 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........................----. -............. 18, 810 00 July 1, 1882, amount available ......... ..... ..... .... -............ 4, 187 14 (See Appendix S 8.) 224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 9. Missouri River at Saint Joseph, Missouri.-Duringthe past season revetment and dike work was carried on in Bon Ton Bend above Saint Joseph, and revetment work on Elwood Point, opposite the town, with satisfactory results. Further operations at this point will be under the general project for improving the river from its mouth to Sioux City, Iowa. July 1, 1881, amount available ..---- ............. ----- .............. $27, 923 27 .. July 1, 1882, amount expended during fiscal yoar, exclusive of outstanding liabilities July 1, 1881-.. . ..... . .. ....................... 26,893 68 July 1, 1882, amount available .................................-.... -1,029 59 (See Appendix S 9.) 10. Missouri River at Brownville, Missouri.-The small amount of money appropriated for work at this locality was expended in construct- ing a wire-screen dike across the head of Sonora Chute. The work was not successful. As the necessities of navigation in this neighborhood are not pressing, and as no effective work can be done without the expend- iture of large sums of money, it has been deemed best to suspend opera- tions at this point until it is reached in the general improvement of the river. July 1, 1881, amount available......-----................. .................... $8, 745 77 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----------------- ...... ...------- 8, 312 39 ----....------......----....--...... ... ....----. . . ........... July 1, 1882, amount available .................. ..... ...... . 433 38 (See Appendix S 10.) 11. Missouri River at Eastport, Iowa, and Nebraska City, Nebraska.- During the past season operations were confined to dike work in Cope- land's Bend, the results of which were encouraging, though lack of funds prevented their prosecution on a scale sufficiently extensive to secure definite results. During the present season the work will be carried on by allotment from the general appropriation for improving Missouri River from its mouth to Sioux City, Iowa, and will consist mainly of revetment work in Eastport Bend. July 1, 1881, amount available. . .....--.. ...... ..... ........... $18, 482 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--.... ----....----......--.......... 17, 655 76 ..--...----.....--. July 1, 1882, amount available......-.......... ............_........ .. 826 28 (See Appendix S 11.) 12. Missouri River at Plattsmouth, Nebraska.-Duringthe past season the available funds were expended in the construction of wire-screen dikes designed to regulate the river in front of Plattsmouth and to im- prove the approaches to the railroad bridge. It is not thought that this work can advantageously be prosecuted any further till the river is effectually held between Omaha and the mouth of Platte River. It has therefore been decided to suspend operations at this point till it is reached in the general improvement of the river. July 1, 1881, amount available....... -- ............................ $15, 416 15 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilitles July 1, 1881----- .....--- -......---....-- -- .... ........--......----..... .... 13,954 96 July 1, 1882, amount available.............................. ... ... .......1,461 19 (See Appendix S 12.) 13. Missouri River at Council Bluffs, Iowa, and Omaha, Nebraska -- During the past season repairs were made to the old work and consid- RIVER AND HARBOR IMPROVEMENTS. 225 erable progress made upon dike work in the neighborhood of Florence, Nebr., the object of which was to contract and regulate the channel through this reach. This work was successful and will be extended during the present season under allotment from the general appropria- tion for improving Missouri River fromn its mouth to Sioux City, Iowa. July 1, 1881, amount available .....---..... ............... $37, 624 38 Amount received from sales of fuel to officers ................. 39 37 37,663 75 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......------------.......--.----....---....--..-------....-------.... ------....--...... 28, 099 80 July 1, 1882, amount available........--------------------....----....--..--...----..............9, 563 95 (See Appendix S 13.) 14. Missouri River at Sioux City, Iowa.-Duringthe past season a wire- screen dike was constructed from the right bank, about 2 miles above Sioux City, the object being to regulate the channel in front of the town. The work was successful. During the present season the work will be carried on by allotment from the general appropriation for im- proving the river from its mouth to Sioux City, Iowa; the operations contemplated being an extension and strengthening of the Covington revetment opposite Sioux City. July 1, 1881, amount available .--......................................... $11,077 21 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...............------------..---....--......--------..---........-----------..---. 10, 595 29 July 1, 1882, amount available....---.. ......--................---- ---.... ..-- 481 92 (See Appendix S 14.) 15. Missouri River at Vermillion, Dakota.-During the past season work was begun about 13 miles above Vermillion, and a wire-screen dike, 8,000 feet long, was constructed from the right bank with a view to contracting and regulating the channel in this vicinity. Although only recently finished this work has given good results. The amount estimated for the completion of the existing project for this improvement is $113,000, and an allotment will be made for the continuation of the work from the appropriation of $100,000, in the river and harbor act of August 2, 1882, for improving Missouri River from Sioux City to Fort Benton. July 1, 1881, amount available .............................. $19, 585 14 Amount received from sales of fuel to officers ................. 19 12 19, 604 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......-----------------....-----..........--......--......--................ 15,092 15 July 1, 1882, amount available .......................................... 4,511 81 (See Appendix S 15.) 16. Missouri River between Kansas City and the mouth.-This appro- priation was devoted to snagging, and eight months' work was accom.- plished, the operations extending over the river from Kansas City to the mouth, a distance of 375 miles. During the present fiscal year this work will be continued under the usual appropriation for removing snags and wrecks from the Mississippi, Missouri, and Arkansas rivers. July 1, 1881, amount available---.......--..---..........----...--............---... $35,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....----.....--...... .............---.....---.......... 34, 443 57 July 1, 1882, amount available......----......... ...... .................---- 556 43 (See Appendix S 16.) 15 B 226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 17. Survey of the Missouri River from its mouth to Fort Benton, Mon- tana.-Duringthe past season the survey was extended from Sioux City, Iowa, to Fort Randall, Dak., a distance of 176 miles. The check-levels below Sioux City were completed and the maps of previous year's work were finished and prepared for publication. During the present season it is expected that the survey will be extended about 500 miles. July 1, 1881, amount available ..... ..--............-.... ............. $33, 791 55 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --------------------------....................---------------...... 33, 445 54 .... July 1, 1882, amount available...................................---------------------------------------- 346 01 Amount appropriated by act passed August 2, 1882...-..-...._............ 40, 000 00 Amount available for fiscal year ending June 30, 183................ . 40, 346 01 Amount (estimated) required for completion of existing project..-....... 65, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix S 17.) 18. Gasconade River, Missouri.-The work on this stream during the past season began in August and ended in November, and consisted mainly in the removal of snags and other obstructions from the chan- nel. The work was thoroughly done and has been of substantial bene- fit to the navigation of the stream. During the present season it is proposed to continue this work where necessary, and to begin work on the improvement of some of the worst shoals. July 1, 1881, amount available......------------......---------......--------......--......------............ $11, 069 50 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..........-... .....--.......................... -- 10,535 19 July 1, 1882, amount available.......--------.--------......-............----......---......-.... -534 31 Amount appropriated by act passed August 2, 1882 ...... ................ 10, 000 00 Amount available for fiscal year ending June 30, 1883 _ .. ....--.......... 10, 534 31 Amount (estimated) required for completion of existing project ......-.... 25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 (See Appendix S 18.) 19. Missouri River, from its mouth to Sioux City, Iowa, including .uch harbors on said river now in the course of improvement as in the judgment of the Chief of Engineerswill benefit commerce and navigation.-It is pro- posed to expend the bulk of this appropriation, made by act of August 2, 1882, in inaugurating a thorough and comprehensive improvement of the river within the limits named in the act. The general plan contemplates the contraction of the present water- -way to such dimensions as will insure a low-water channel depth of about 12 feet, this object being attained by the building up of new shore-lines and the protection of old ones till an approximate uniformity of width and slope at all stages of water is obtained for the regulated river. Operations will be initiated on that portion of the river lying between Charleston, Kans., and Lexington, Mo., a distance of 186 miles, and will be pushed as far as possible during the present season with the equipment now on hand, while it is expected that the new and exten- sive plant, which must at once be procured for carrying on a work of such magnitude, will be ready for use in time for the next appropriation. With future appropriations it is proposed to complete the work now initiated and to extend it over the rest of the river as rapidly as pos- sible. In addition to this w ork it is proposed to carry on the improvements RIVER AND HARBOR IMPROVEMENTS. 227 already inaugurated at Saint Charles, Mo., Glasgow, Mo., Nebraska City, Nebr., Omaha, Nebr., and Sioux City, Iowa, points not at present embraced in the general project, but at which the interests of commerce and navigation seem sufficiently important to justify the allotment of funds from the general appropriation. It is the opinion of the officer in charge that to secure economy and dispatch in the prosecution of this work the annual appropriation should not be less than $1,000,000. ESTIMATE. For prosecution of work.................... ... .... ..... .......... $1, 000, 000 Amount appropriated by act passed August 2, 1882 ......--..-..- ...... -. 850, 000 Amount (estimated) required for completion of existing project ---.......... 7, 150, 000 Amount that can be profitably expended in fiscal year ending June 30, 1884- 1, 000, 000 (See Appendix S 19.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act of March 3, 1881, Major Suter was charged with, and has completed, the follow- ing surveys, the results of which were transmitted to Congress: 1. Missouri River, at or near Arrow Rock.-Printed as Senate Ex. Doc. 90, Forty-seventh Congress, first session. (See also Appendix S 20.) 2. For survey of Nishnabotana,from Hamburg, Iowa, to its junction with the Missouri.-Printedas Senate Ex. Doc. 155, Forty-seventh Congress, first session. (See also Appendix S 21.) IMPROVEMENT OF MISSOURI RIVER, ABOVE MOUTH OF YELLOWSTONE- IMPROVEMENT OF YELLOWSTONE RIVER. Officer in charge, Capt. Edward Maguire, Corps of Engineers. 1. Missouri River, above mouth of Yellowstone River, Dakota.-The work was confined to the river below Benton. Rock was removed from the channel at Gallatin Rapids and used for constructing a damn at the same point, and also quarried and taken from the channel and placed in the dam at Dauphin's Rapids, and quarried and placed in the dam at the foot of Grand Island. The bars at Pablos and Kip's rapids were raked for a length of 1,000 feet and width of 100 to 200 feet, and 1,670 cubic yards of rock were quarried and delivered at various localities where dams are to be built. Surveys were made at the following-named localities: Grand Island, Armell's Island, Hawley Island, Trover, Buffalo, and McGonigal shoals. The work of the present season will consist is com- pleting the removal of the rock from the channel at Gallatin Rapids, in strengthening the dam at Dauphin's Rapids, in completing the dams at Snake Point, McGarry's Bar, and at the lower end of Grand Island. It is also expected that damrns will be built at Dexter Islands, Trover and Buffalo shoals, and at Castle Bluff. The results of the work are as follows: The chute at the head of Grand Island has nearly filled with gravel above the dam, the dam on the bar above has become perma- nent, and these two have straightened and deepened the channel to an easy one of 2.9 feet depth at lowest stage. An increased depth may be expected. Over the bar below Grand Island there is a greatly im- proved channel, with a least depth of 3.2 feet at lowest stage. At Cow Island, Snake Point, Little Dog, Lone Pine, and Bear rapids, Chimney Bend, and McGarry's Bar there is a greatly improved channel. 228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available---....................................-.. $-46,514 12 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--...-------------------- $38, 489 19 July 1, 188'2, outstanding liabilities ................ .......... 6, 954 94 45,444 13 July 1, 1882, amount available .... .- - - - -----......--......----...--....----.... -- 1, 069 99 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix T 1.) 2. Yellowstone River, Montana and Dakota.-During last season the work of improvement was carried on by two parties, and consisted in building dams at Buffalo Rapids, Edgerly's Island, and Katies Island, opposite the town of Glendive, and in blasting and removing rock from the channel at Buffalo, Wolf, and Baker's rapids. The work was continued until stopped by heavy ice. It is proposed to confine the work of the coining season to that por- tion of the river below Glendive. This will consist in completing the dam at Katies Island, removing rocks and snags from the channel at the foot of Katies Island, constructing dams at Glendive and Stanley's shoals, and removing the few rocks and snags to be found between those points. July 1, 1881, amount available..-......-..... -......................... $27, 655 88 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--.-.----.---- ..- .$24, 808 39 July 1, 1882, outstanding liabilities............ .......... .... 731 50 25, 539 89 July 1, 1882, amount available-..--.........- -..... ................. 2, 115 99 Amount appropriated by act passed August 2, 1882.-- ...... _............ 20, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 22, 115 99 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix T 2.) IMPROVEMENT OF THE NAVIGATION OF THE MISSISSIPPI RIVER BE- TWEEN SAINT PAUL AND THE MOUTH OF THE ILLINOIS, INCLUDING IMPROVEMENTS AT SPECIAL LOCALITIES BETWEEN THOSE POINTS- IMPROVEMENT OF GALENA RIVER AND HARBOR, ILLINOIS-IM- PROVEMENT OF CUIVRE RIVER, MISSOURI-OPERATING DES MOINES RAPIDS CANAL. Officer in charge, Maj. A. Mackenzie, Corps of Engineers. 1. Upper Mississippi River, operations of snag-boat, &c.-During the year the United States snag-boat General Barnard was employed as heretofore in removing snags and other obstructions and in making surveys for future improvements. With the funds available under ap- propriation of March 3, 1881, arrangements were made for constructing a light-draught snag-boat, which will be finished about the middle of July, 1882. With the funds appropriated in the act of August 2, 1882, it is proposed during the present season to operate both boats, using the Barnard for the heavier work, on completion of which the small snag-boat will be brought into service. The officer in charge submits an estimate of $30,000 for running the boats and making repairs during the fiscal year ending June 30, 1884, which amount cannot be materially reduced without impairing their use- fulness. RIVER AND HARBOR IMPROVEMENTS. 229 July 1, 1881, amount available .....--.... -...... .... .....-- ......-..... $28,346 59 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-........... .. .... -......- $6, 971 65 July 1, 1882, outstanding liabilities ...... .......... .......... 20, 000 00 -- 26,971 65 .....--......--...--......-------....----....----....--....------.... -- July 1, 1882, amount available-- 1, 374 94 Amount appropriated by act passed August 2, 1882 .--.... .............. 25, 000 00 Amount available for fiscal year ending June 30, 1883 ...- -................ 26,374 94 Amount that can be profitably expended in fiscal year ending June 30, 1884- 30, 000 00 (See Appendix U 1.) 2. MississippiRiver,from Saint Paul to the Des Moines Rapids.-During the year the work of improvement was carried on in the construction of brush and stone dams and shore protections between Saint Paul and Hastings, between Reed's Landing and Wabasha, at Rollingstone Bar and Betsy Slough, near Wild's Landing and Winona, in Rush Chute and Shokokon Slough, anta in dredging in the Coon Slough Bends. It is proposed to employ the funds now available and that may become available during the year in continuing improvements between Saint Paul and Hastings, between Reed's Landing and Alma, in Coon Slough and Cassville Slough, in the vicinity of Fort Madison and Burlington, and at Montrose, and it is hoped that works may be inaugurated near Richmond, Trempeleau, I)resbach, in Crooked Slough, and at such other points of obstruction as the low-water season may develop. The officer in charge recommends an appropriation of $750,000 for continuing the improvement of the river between Saint Paul and Des Moines Rapids for the fiscal year ending June 30, 1884. The work of former years has been productive of the best results and is no longer in an experimental stage, and the government now being provided with four complete equipments of its own in the way of steamboats, barges, pile-drivers, quarter-boats, &c., will be able to expend to. great advantage and very economically the amount asked for. July 1, 1881, amount available------......-.---------......--......------......-----......----......--.... $244, 108 68 Received from sale of fuel --..------------ - ----........................................... 72 00 244, 180 68 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--....--------------.................---. 207, 340 77 July 1, 1882, outstanding liabilities ........................ 15, 500 00 222, 840 77 July 1, 1882, amount available......-----.... ....------------------....--............... 21, 339 91 Amount appropriated by act passed August 2, 1882 .................... 250,000 00 Amount available for fiscal year ending June 30, 1883.- ...... ......... 271, 339 91 Amount that can be profitably expended in fiscal year ending June 30, 1864. 750, 000 00 (See Appendix U 2.) 3. Mississippi River, from Des Moines Rapids to mouth of Illinois River.-During the year works of improvement by means of brush and stone dams and shore protections were carried on at Gilbert's and Den- mark islands, Gregory's Landing, Canton and Smoot's chutes. It is pro- posed with the funds now available and such additional money as may be approi riated in 1882 to continue work at Gilbert's and Denmark islands, Canton and Smoot's chutes, and to inaugurate work at Hack- ley's Chute, Marion City, Dixon's Landing, Louisiana, and at such other points as the coming low-water may show to be most in need of im- provement. 230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The officer in charge recommends an appropriation of $500,000 for con- tinuing the improvement of the Mississippi River between Des Moines Rapids and the mouth of the Illinois River for the fiscal year ending June 30, 1884. The work of former years has been productive of excel- lent results, and the government which is now provided with a large and well-equipped plant, will be able to expend to great advantage the amount asked for. July 1, 1881, amount available......-- ................................... $184, 217 97 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July, 1881 .. ----... -$87, ...... 988 30 July 1, 1882, outstanding liabilities ....._ ---.-----.-- . 48,750 00 - 136,738 30 July 1, 1882, amount available.-----...........................----- ---------...........--- 47,479 67 Amount appropriated by act passed August 2, 1882 . ...... ...... ....... 200,000 0( Amount available for fiscal year ending June 30, 1883. .................. 247, 479 67 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 (See Appendix U 3.) 4. Removing sand-bar in Mississippi River, opposite Guttenberg, Iowa; completion of improvement.--In April, 1882, the dam across Swift Slough, designed to contract the water-way and thereby scour out the bar in front of the town, was completed. To finish the work originally pro- posed there remains only a small amount of shore protection on the head of the island, for which the funds now available are ample. No further appropriation is asked for. July1,1881, amount available.......................................... 5, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ...... ---------.....-- --------....---....-------- liabilities July 1, 1881 -----------......---...... ....-----............ 2, 472 72 July 1, 1882, amount available ...............---- ------ ---------.........-----. 2,527 28 (See Appendix U 4.) 5. Removal of bar in Mississippi River, opposite Dubuque, Iowa.-The work done during the past year at this locality consisted only in a few day's dredging near the ferry-landing at East Dubuque. The work here- tofore accomplished consisted in the removal by dredging of the bar in front of the Dubuque Wharf, thereby affording ample depth of water at all stages of the river. This bar as yet shows no tendency to form again, and until such tendency is manifest it is proposed to do no further work. As the balance now available will be sufficient for the fiscal year end- ing June 30, 1884, no appropriation is asked for for that period. The con- struction of an ice-harbor at Dubuque was made the subject of a spe- cial report in consequence of representations from the mayor and sundry steamboat owners and business men urging the subject to the attention of the Secretary of War. This report, comprising a plan, with estimates of cost, was transmitted to Congress in answer to a resolution of the House of Representatives of January 24, 1882, and printed as House Ex. Doc. No. 49, Forty-seventh Congress, first session. (See also Ap- pendix U 5.) July 1, 1881, amount available..------......----....-- ..-------------..---..---.......----------................ $11, 977 11 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............ . ..... ....... ..... ...... ...... .... . 1, 222 01 July 1, 1882, amount available....-----.......----- --............-. .............--. --- -- 10,755 10 Amount (estimated) required for completion of existing proect ......-.... ------- 9, 770 03 (See Appendix U 5.) RIVER AND HARBOR IMPROVEMENTS. 231 6. Rock Island Rapids, Mississippi River.-Duringthe past year surveys of the various cuts through the rocky chains were made; the loose rock at Saint Louis Chain, broken up by blasting with dynamite, was dredged out and a system of buoys established and maintained. To provide for the expense of the maintenance of buoys and permanent channel-marks, and for the continuance of such inspection and superintendence as is required in the interest of present and future navigation, an appropria- tion of $),000 should be made annually. July 1, 1881, amount available ...----.. --.......---------....--...----......------..- .....----...... $11,210 56 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............--....---..-----..----...... ----........--......-- 6, 219 73 July 1, 1882, amount available...--..-.. --..--......--... .-----..---..-------. 4, 990 83 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix U 6.) 7. Harbor at Rock Island, Illinois.--Owing to the scarcity of dredges and the greater importance of employing them at other points, only a small amount of work was done during the past year, which consisted in removing the deposits along the city wharf. The funds now available being sufficient for the fiscal year ending June 30, 1884, no appropriation is asked for. July 1, 1881, amount available ..... .... ............------............... 7, 359 62 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --------------- ---------- ------------ .---- 690 00 July 1, 1882, amount available......--------....--......----.....--..........------.......... -- 6,669 62 -- - Amount (estimated) required for completion of existing project .......... . 14, 759 15 (See Appendix U 7.) 8. Mississippi River, at Andalusia, Illinois.-During the past year the head of Island 321 was protected by a strong revetment of brush and stone for a distance of 510 feet, and a dam was built from Island 319 to 320. The object of this improvement is, by the construction of several dams and shore protections, to open up and maintain a good landing for steamboats at all stages of the river at this point. The amount asked for ($12,000) is to be applied to the completion of the improve- ment. July 1, 1881, amount available. ................... ...... ................ $5, 960 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................------------------------....................... ------------------- 5,384 66 July 1, 1882, amount available........................................... 575 79 Amount (estimated) required for completion of existing project --..........----. 12, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 12, 000 00 (See Appendix U 8.) 9. Harbor at Muscatine, Iowa.-Dredging along the wharf and at mouth of Papoose Creek was continued during the year and such funds as may be made available will be applied in same manner during present season. Until the main channel of the river changes from the Illinois to the Iowa side, as it now shows indications of doing, so that the Illinois Chute may be closed up, occasional dredging will be needed in Muscatine Harbor. The officer in charge estimates that $5,000 can be profitably expended during fiscal year ending June 30, 1884. 232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available..---................---------------..-------...........-----.......----..... $4,356 49 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....----....- ....-----------....----....----...-----...........----------......-----...... 3, 936 23 July 1, 1882, amount available...-----..................-----------------------------............------. 420 26 Amount appropriated by act passed August 2, 1882 .... .... .... ...... - ...... 2, 500 00 Amount available for fiscal year ending June 30, 1883 ....--....-- ......--...... 2, 920 26 Amount (estimated) required for completion of existing project ........... 1, 750 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 2, 500 00 (See Appendix U 9.) 10. Harbor at Fort Madison, Iowa.-- o work was done during the past season. A project was submitted and approved and proposals were invited for building shore protections on head of Niota Island and for laying a foundation course of brush and stone from Niota Island to Number 393. The prices asked were excessive and bids were rejected. It is proposed with the funds available to purchase stone to be used for the purpose above mentioned. To complete the original project the sum of $6,100 is asked for the fiscal year ending June 30, 1884. July 1, 1881, am,!ount available .............. . .......... ...... ..... . $2, 500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----------------.............---------------..........---------......---.................. 225 75 July 1, 1882, amount available------...------....-----....------------....---------............ 2, 274 25 Amount (estimated) required for completion of existing project. .......... 6, 086 87 Amount that can be profitably expended in fiscal year ending June 30, 184. 6, 100 00 (See Appendix U 10.) 11. Improvement of Des Moines Rapids, Mississippi River.-The work of the past year consisted in blasting and removing by dredge 1,332 cubic yards of rock from the channel of the rapids between Montrose and Nash- ville, and the laying of 352 yards of riprap face-wall in the canal. The extreme and long continued high-water of the year greatly impeded oper- ations, and much less was accomplished than was expected. A contract for furnishing 6,000 cubic yards of riprap stone for face- wall has been let, and delivery of the stone commenced. It is proposed in the coming year to continue removing rock from the channel, and the laying of face-wall in the canal. Also, to build two new cribs near upper entrance to canal, and repair those already built and damaged by ice. The officer in charge recommends raising the walls of the lower lock and part of those of the middle lock 4 feet, in order to give more water in the canal, thereby greatly facilitating navigation, and also ex- tending the period during which the canal may be kept open for the passage of boats. The estimate for this purpose increases former esti- mates the sum of $36,745. The estimate for the construction of the two cribs before mentioned is $5,000 additional, making the entire esti- mate for completion of the work $96,745, which may be expended to advantage during fiscal year ending June 30, 1884. July 1, 1881, amount available....................................._.. --- . 44,568 33 ----------------------------- Amount received from sale of fuel to officers.............. ............ 19 13 44,587 46 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..----....-----...-----..--...--..-----............... 14, 340 29 -----------------...................... July 1, 1882, amount available................... 30,247 17 Amount appropriated by act passed August 2, 1882-..................... 30, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 60. 247 17 RIVER AND HARBOR IMPROVEMENTS. 233 Amount (estimated) required for completion of existing project ....---- -.....----.$96, 745 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 97, 000 00 (See Appendix U 11.) 12. Operating and care of Des Moines Rapids Canal.-During the year the canal was operated, as heretofore, in the interest of navigation at such times as the stage of water in the river necessitated and permitted its use. The high-water of the year was of long duration, and boats were enabled to run the rapids for a much longer space of time than commonly. There passed through the canal 760 steamboats, 444 barges, and 15 rafts; number of lockages at middle lock, 2,292. The canal being much obstructed by accumulated deposits, a contract was let for dredging 40,000 cubic yards, and a second contract for 100,000 yards. The for- mer is completed, and the latter well under way. The canal dredge was also employed during a part of the year. A careful survey shows an accumulation of about 200,000 yards of deposit, which should be re- moved. A small machine shop was built and fitted up for the purpose of making repairs to canal machinery and that of the government steamboats employed in river improvements. The future expenses of the canal are provided forin the act of March 3, 1881, which authorizes the Secretary of War to draw from the Treasury, from time to time, such amounts as may be needed. (See Appendix U 12.) 13. iississippi River, near Alexandria, Missouri.-The project for this work proposes to give 5 feet at low-water on the bar known as the Warsaw Crossing, by the construction of several wing-darns. During the past year Dam No. 2, extending from Missouri shore, which was commenced in 1880, was finished. To complete the improvement under the original project the sumn of $14,945 is asked for by the officer in charge, for the fiscal year ending June 30, 1884. July 1, 1881, amount available ......................................-------------------------------------.. 5,964 15 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------ ......---------...............------..--------..........---......-------....--.... 5,754 09 July 1, 182, amount available--------------------............-----------------......... --- 210 06 Amount (estimated) required for completion of existing project - -- - - 14, 945 75 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix U 13.) 14. Improvement of navigation of Mississippi River, at Quincy, Illinois. -The original project contemplated the improvement of the trouble- some bar in front of the city, and the construction of a winter harbor by dredging out the accumulated deposits in Quincy Bay. The river bar was improved in 1879 by construction of two wing-dams from Mis- souri shore. Of the funds available on July 1, 1881, $10,000 were allotted and ex- pended for dredging in the bay. Squaw Chute was closed by a damn, thereby preventing the washing of sand into the bay from the main river. With a portion of the funds now available it is proposed to carry out such work as may be necessary for securing the channel across the bar and in front of the city, to drive rows of piling along lower end of the island for convenience in mooring vessels, and to remove a troublesome wreck adjacent. As the work of improving the bay, which is very important as a winter harbor, will be carried on hereafter under the appropriation for " improv- ing Quincy Bay," no further appropriation is asked for under this head. 234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ................ .. .. ___............--- $20, 584 70 ....--.... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--------.. ----.--------------------.------- 8,058 48 July 1, 1882, amount available.....- ........................... 12,526 22 .......... (See Appendix U 14.) 15. Quincy Bay, Illinois.-The original project for this work was pre- sented in 1879, and contemplated the expenditure of $224,000. The work proposed was the dredging of about 700,000 cubic yards of material, some shore-protections, &c., in order to afford a large and safe winter harbor capable of accommodating all the vessels that may seek refuge there. The amount expended to date on this project, under head of "im- proving navigation of Mississippi River at Quincy, Illinois," is $34,000. During the past year dredging was carried on in the bay until funds were exhausted. With the money that may become available in 1882 it is proposed to continue work as heretofore at such points in the bay as may seem most advantageous. For further dredging an appropriation of $50,000 is asked for by the officer in charge for fiscal year ending June 30, 1884. July 1,1881, amount available.............---......-- .. ......... ........ $10,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding 10,000 00 liabilities July 1, 1881-------------------------------------------....................... Amount appropriated by act passed August 2, 1882 ........ .............. 15,000 00 Amount (estimated) required for completion of existing project.. ......... 154, 109 87 Amount that can be profitably expended in fiscal year ending June 30, 1884 - 50, 000 00 (See Appendix U 15.) 16. Mississippi River, at Hannibal, Missouri.-The original project for this work, submitted in January, 1880, contemplated, at a cost of $60,000, the removal by dredging of large gravel and mud bars in front of Han- nibal, and the construction of two spur-dams and one closing dam on the Illinois side, to confine the channel to the Missouri shore and pre- vent the bars from re-forming. The closing-dam was built in 1880. During the past year the lower wing-dam was completed, and nearly 50,000 yards of material were dredged from the bars in front of the city. The results already obtained are very gratifying. To complete the original project the sum of $15,000 is asked for by the officer in charge for the fiscal year ending June 30, 1884. July 1, 1881, amount available----.......................... ............ $20,093 39 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...--------------..-------.. $10, 416 18 July 1, 1882, outstanding liabilities .......................... 9, 677 21 - 20,093 30 Amount (estimated) required for completion of existing project ......-.... 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix U 16.) 17. Mississippi River, at Louisiana, Missouri.-The original project con- templates the improvement of the channel of the river in vicinity of Louisiana, so as to afford 6 feet at low water, by the construction of several dams and shore protections, the estimate for which is $55,000. During the past year, under the initial appropriation of $10,000 made by act of March 3, 1881, a dike was constructed running out from the Illi- nois shore opposite the elevator, 1,000 feet long, and with its crest at an elevation of 9 feet above low water. The officer in charge asks for an appropriation of $45,000 to complete the improvement for the fiscal year ending June 30, 1884. RIVER AND HARBOR IMPROVEMENTS. 235 July 1, 1881, amount available..--...............-----------------...........------------...----.....--. $9, 951 62 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......-.......... .... .... . $9, 322 06 July 1, 1882, outstanding liabilities --...-- - ---. . _...- 629 56 9, 951 62 Amount (estimated) required for completion of existing project ........... 45, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 45, 000 00 (See Appendix U 17.) 18. Galena River and Harbor, Illinois.-The original project for this work at an estimated cost of $400,000 contemplated extensive dredging in Galena River and Harbor so as to afford a mininum depth of 6 feet at low water from Galena to the mouth of the river. The sum of $66,000 has already been expended in prosecuting this work. During the past year 42,358 cubic yards of material were removed by dredge, making the total quantity to date 267,753 cubic yards. It is estimated that $50,000 can be profitably expended during fiscal year ending June 30, 1884. July 1, 1881, amount available--....----..----..............----------------....... ----.............. $16,412 10 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--..------...---.. ----..............................-- ...... 16, 412 10 Amount (estimated) required for completion of existing project.-..- Amount that can be profitably expended in fiscal year ending June 30, 1884 .... 334, 000 00 50, 000 00 - (See Appendix U 18.) 19. Cuivre River, Missouri.-The original project for this work at an estimated cost of $30,000 contemplated the improvement of Cuivre River and Cuivre Slough from its junction with the Mississippi to Chain of Rocks, about 16- miles, so as to give at extreme low water a depth of at least 2 feet. The works consist in dredging, removing snags, &c., and closing Cuivre Slough. Three of the bars were improved and most of the snags removed in 1881 prior to July 1. No work was done during the last year. With the funds appropriated in the act of August 2, 1882, viz, $5,000, it is proposed to finish the work of dredging at Seed Tick Island Bar and remove such sn ags and other obstructions as may still remain. To complete the improvement the sum of $18,000 will be required for fiscal year ending June 30, 1884. July 1, 1881, amount available-------------------..................-------------.........-----.............. $372 50 July 1, 1882 amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ----..................--- ...--..... .- ............. 372 50 Amount appropriated by act passed August 2, 1882........... _......... 5, 000 00 Amount (estimated) required for completion of existing project - .... .... 18, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 18, 000 00 (See Appendix U 19.) 20. Transportation and distribution of rations and supplies to the suf- ferers by overflow of Mississippi River.-In accordance with provisions of a resolution of Congress of March 11, 1882, authorizing the use of government boats for transportation and distribution of supplies to flood sufferers, the General Barnard and tow-boat, Coal Bluff, with two barges, were turned over to Col. A. Beckwith, Subsistence Department, and employed on above duty during a part of March and April, 1882. Amount expended.----------.........---- --....------ -- ----.......-------------....--- $10, 457 28 (See Appendix U 20.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act of March 3, 1881, Major Mackenzie was charged with a survey for harbor of refuge in Lake Pepin, at Stockholm, Wisconsin, and Lake City, Minnesota. The 236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. result of this survey was submitted to Congress and printed as Senate Ex. Doc. No. 124, Forty-seventh Congress, first session. (See also Ap- pendix U 21.) PRESERVATION OF THE FALLS OF SAINT ANTHONY AND IMPROVEMENT OF THE MISSISSIPPI ABOVE THE FALLS-IMPROVEMENT OF CHIP- PEWA AND SAINT CROIX RIVERS, WISCONSIN, AND OF MINNESOTA RIVER AND RED RIVER OF THE NORTH, MINNESOTA AND DAKOTA- RESERVOIRS AT THE SOURCES OF THE MISSISSIPPI-CONSTRUCTION OF DAM AT LAKE WINNIBIGOSHISH. Officer in charge, Capt. C. J. Allen, Corps of Engineers. 1. Preservation of Falls of Saint Anthony, Minnesota.-The appro- priation made by act of March 3, 1881, could not be applied to any great extent during the year on account of high water generally prevail- ing. Some timber was procured and a few yards of rock quarried, with which to commence work by sinking a crib to prevent injuries to the toe of the apron in the angle, but this was discontinued, as there seemed no probability of the water lowering sufficiently to enable the expenditure of $15,000 to be made with any good result. The running of logs over the apron, damaging the United States works, continued, more or less, during the year until, in March last, an injunc- tion was issued by the United States court against the boom companies passing their logs over the Falls in any other manner than through the sluice provided by law. The charter granted the Mill Company, on the westerly side of the river, by the Territorial legislature in 1857, required the company to provide for the free passage of logs over the Falls. In October last Mr. J. B. Bassett and others, at Minneapolis, coinm- menced dumping large masses of stone, gravel, sand, clay, &c., into the channel of the river just above the entrance to the log-sluice, and ex- tending out into the stream for about 120 feet. The result was to block up the entrance to the sluice built by the United States, and to contract the width of waterway (the width before the additional contraction by Mr. Bassett being already too small for the proper discharge of the flood volumes), so as to force most of the discharge into the angle, the most liable to damage of any part of the whole structure. As an instance of the diversion of the water by Mr. Bassett, the discharge of the stream having been before his trespass uniform over the crest of the rolling dam the flow became such that at the end of the crest (or weir) in the angle on the easterly side the surface of the water was, as found by daily measurement for nearly two months, from 3 to 4 feet higher than at the westerly end, thus increasing the head in the angle, causing more dan- gerous cross-currents and great injury to tothe government works. Mr. Bassett was first expostulated with, then notified, and finally the case went into the United States court upon information filed with the United States district attorney. Total amount expended to June 30, 1882 (including outstanding liabil- ities), $569,571.85. July 1, 1881, amount available......-------------........-----...--------......--------......---......---...... $15, 012 16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..---------- ------------.. $4, 453 15 July 1, 1882, outstanding liabilities- ............-......---- .........---- 130 86 4,584 01 July 1, 182, amount available..---..... ..----............................-- -------------. 10,428 15 Amount appropriated by act passed August 2, 1882 --....----...... ----...... --.....--. 25, 000 00 Amount available for fiscal year ending June 30, 1883. ................ 35,428 15 RIVER AND HARBOR IMPROVF MENTS. 237 Amount (estimated) required for completion of existing project . .... .... $134, 726 31 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix V 1.) 2. Mississippi River above the Falls of Saint Anthony, Minnesota.-The work has principally consisted in the removal of snags, bowlders, and leaning trees from the channel of the river from Aitkin to Grand Rapids, north of the line of the Northern Pacific Railroad. The stretch of river worked over was about 36 miles, and the number of miles to date about 136. Before any work was done, navigation by steamer and flat-boats was difficult and precarious on account of the obstructions and rapids; now it is comparatively easy. The original cost of improving this stretch of river, included in what is known as Conradis Shoals to Grand Rapids, was placed at $54,127.50. There were removed during the fiscal year 194 cubic yards bowlders, which were utilized in building 195 linear feet of dams; also, removed 1,780 snags, 15,202 leaning trees, and 274 cubic yards of clay and gravel. There has been expended to June 30, 1882 (including outstanding lia- bilities), under this project (viz, working above Aitken), $21,640.73. Amount to be appropriated to complete the project is $19,127.50, of which amount $10,000 can be profitably expended during the fiscal year ending June 30, 1884. July 1, 1881, amount available ..............---.....--................--...... -$16, 942 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 _.....................---- $11, 820 18 July 1, 1882, outstanding liabilities . ...........- ........--- 1, 762 59 13, 582 77 July 1, 1882, amount available ........---------..------......--------........ --.....--...... --...... , 359 27 Amount appropriated by act passed August 2, 1882 ...--- --............... 10, 000 00 Amount available for fiscal year ending June 30, 1883...... ....-........ 13, 359 27 Amount (estimated) required for completion of project, viz, improvement between Grand Rapids and Conradis Shoals ........ ................. 19, 127 60 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix V 2.) 3. Constructionof Lock and Darn on Mississippi River at Meeker's island, Minnesota.-The object of the improvement is to connect with the im- provement of the Mississippi below Saint Paul, so as to secure steam- boat navigation up to the Falls of Saint Anthony. The improvement of the Mississippi River above the Falls of Saint Anthony and from Saint Paul to the Gulf of Mexico has been adopted by Congress, but no appropriations have been made for improving the stream between Saint Paul and the site of the proposed lock and dam at Meeker's Isl- and. The cost of lock and dam, as estimated in 1874, is: Masonry lock 300 feet long, 80 feet wide, with lift of 17 feet, about .....---. $630, 261 46 ....---...---.. 291,860 00 Timber dam -.....--......---- -- -..------- -..-....---.......-------..--......------......-.....-- Total cost of improvement .-..- ..... ..-..-........... 922, 121 46 Congress, by act of July 23, 1868, made a grant of 200,000 acres of public lands to the State of Minnesota to aid the State in constructing the lock and dam in accordance with the plan and estimate previously submitted. The act of March 3, 1873, appropriated- For construction of the lock and dam on the Mississippi River at Meeker's Island, Minnesota, according to the surveys and plans of the War Department, twenty-five 238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. thousand dollars: Provided, That all rights and claims in and to the land-grant made to the State of Minnesota for the above work by act approved July twenty-third, eighteen hundred and sixty-eight, shall be fully relinquished to the United States before any of this appropriation is expended. No work has as yet been done, the appropriation not being available, as the parties holding the land-grant have not made the required relin- quishment. No appropriation is asked for the fiscal year ending June 30, 1884. July 1, 1881, amount available- ----...........................-- -........... $25, 000 00 July 1, 1882, amount available--........----.. .....-----....-----.......---..--- ...-------..........------ 25,000 00 Amount (estimated) required for completion of existing project.......... 922, 121 46 (See Appendix V 3.) 4. Chippewa River, Wisconsin.-Work consisted in building brush and stone dams and jetties, repairs to old work, &c. The quantities of stone and brush placed and earth excavated are, 1,108 cords brush and 6,603 cubic yards stone placed, and 40 cubic yards earth excavation. The present project for the improvement of the river was adopted in 1877. Its cost, $139,892, was based upon the report of a survey made about 1875, when prices were 30 to 40 per cent. lower than they now are. In addition the stream has changed both through natural and ar- tificial means. The result of the work to date has been, in the highest degree, beneficial to the navigation interests of the stream. Lumber- rafts are no longer detained by bars at the confluence of the Chippewa and Mississippi, a fact filly appreciated by those accustomed to deten- tion before the work of improvement commenced. In the last annual report of this office $64,000 was asked for the protection of the high sand-banks, and $25,000 for channel improvements. The river and har- bor act of August 2, 1882, makes a special appropriation for the pro- tection of the Yellow Banks, $30,000, and for the whole river, $35,000. This last sum will be expended in removing obstructions, protecting bends, &c., between the mouth and Eau Claire. The amount asked for the fiscal year ending June 30, 1884 ($2,790), is for the protection of existing works, and as the necessity for a con- tinuous survey of the stream from Eau Claire to the mouth has been seriously felt, in order that more accurate estimates of the cost of com- pleting the improvement can be made, $6,000 are asked for such a sur- vey-in all $8,790. The total amount expended to June 30, 1882 (including outstanding liabilities), is $47,494.77. July 1, 1881, amount available .....--..----------.......----.....----.--..-----.......----------......... $16,118 93 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--......---......-- .... ....--..... 12, 398 07 July 1, 1882, outstanding liabilities......_ ..-....-.........- - . 3, 215 63 15, 613 70 July 1, 1882, amount available------------.................----....-----................. 505 23 Amount appropriated by act passed August 2, 1882-- ....---...... ....... 35, 000 00 Amount available for fiscal year ending June 30, 1883...--... ---.............. 35, 505 23 Amount (estimated) required for completion of existing project .......... - . 56, 892 50 Amount that can be profitably expended in fiscal year ending June 30, 1884, of which $6,000 for a survey of the river------ ------ -......... ......................- 8, 800 00 (See Appendix V 4.) 5. Saint Croix River, Minnesota and Wisconsin.-Work has consisted in the removal of obstructions, such as bowlders, old cribs, suags, and leaning trees, from the channel, and the construction of dikes, spurs, or RIVER AND HARBOR IMPROVEMENTS. 239 wing-dams, and dams to close island chutes so as to concentrate the flow mostly into one channel. There were removed during the year 173 stumps, snags, and leaning trees. There were also 3,314 cubic yards of rock quarried, and gravel excavated and placed in dams, revetment, &c.; 2,896 cords of brush cut and placed in dams, revetment, &c., and about 3,300 linear feet of dams and revetment placed, repaired, and leveled up. There were also about 997 linear feet of old revetment repaired. Temporary relief to navigation was also afforded by scraping some of the bars. Estimated cost of present project--...............................---..--....---. $83,450 Amount expended before its adoption..._ _...........-......- ......-........ 18,000 Total amount expended to June 30, 1882 (including outstanding liabilities).. 36, 000 The result of the work to date is that where steamers were frequently delayed weeks and months by natural obstacles, to say nothing of de- lays from running logs, steamers find the channel greatly benefited, and delays such as used to occur from natural obstructions are now hardly known. The running of loose logs, which, under the manage- ment of the Boom Company from 1878 to the ipresent, was so controlled that the river was of use to both logs and steamers, has changed hands very lately, and is now conducted in such a manner as to call for its correction by extending the statute applicable to the Mississippi River in respect to booms, piers, &c., to cover the Saint Croix. July 1, 1881, amount available..-----------............. $9, 715 72 ------..............------...........--. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-----.......................... $9,648 83 ... _... July 1, 1882, outstanding liabilities__ __..... __..... 43 32 9, 692 15 ...............------........................... July 1, 1882, amount available------- ------ ------ 2--357 Amount appropriated by act passed August 2, 1882.......-.............. 30, 000 00 Amount available for fiscal year ending June 30, 1883---..................... 30, 023 57 Amount (estimated) required for completion of existing project........... 35, 450 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 . 35, 500 00 (See Appendix V 5.) 6. Minnesota River, Minnesota.-No work was done during the fiscal year for want of funds. A project submitted in 1875 for the improvement of the river from its mouth to South Bend contemplated the construction of five locks and dams, and removal of snags, &c., at an estimated cost of $733,868. The last appropriation for this stream was $10,000, made by the river and harbor act of June 18, 1878. There has been expended since the commencement of work the sum of $117,458 in clearing the river of obstructions. The stream has no commerce worth reporting. No ap- propriation is asked for the fiscal year ending June 30, 1884. July 1, 1881, amount available__----............................--............----. $50 00 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881-- ........ ----......-- ----- $8 00 July 1, 1882, outstanding liabilities...--.........--------................ 9 00 17 00 July 1, 1882, amount available--..----............------.----..----.----.---.-----------. 33 00 Amount (estimated) required for completion of existing project-.......-... 733, 868 00 (See Appendix V 6.) 7. Red River of the North, Minnesota and Dakota.-WVork during the past fiscal year consisted in dredging from Moorhead to a point about 240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 70 miles below it. In addition, some snags and trees were removed from the channel. The result to date is a fair high-water channel from Abercrombie to Fargo, a distance of 76 miles, and a perfected low-water channel from Fargo to a port 70 miles below. The shipment of grain to Fargo and Moorhead, from points above and below, is stated to be at the rate of about 30 bushels now, as against one before these improvements were made. The sum of $17,300 can be profitably expended during the fiscal year ending June 30, 1884, in continuing the improvement. The total amount expended to June 30, 1882 (including outstanding liabilities), is $90,862.45. July 1, 1881, amount available---........----....-----.. ......----...---------------..--........----...... $54, 299, 82 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...---..-- .....--..-...... $36, 551 07 July 1, 1882, outstanding liabilities..........-......-...... -... 5, 611 20 42, 162 27 July 1, 1882, amount available-----------------------------...............---------.......................... 12, 137 55 Amount appropriated by act passed August 2, 1882 ...--..-... .....-.... 10, 000 00 Amount available for fiscal year ending June 30, 1883 ... .... .... .... .. 22, 137 55 Amount (estimated) required for completion of existing project -- -- - - .......... - 32, 310 18 Amount that can be profitably expended in fiscal year ending June 30, 1884. 17, 300 00 (See Appendix V 7.) 8. Lock and dam at Goose Rapids, on the Red River of the North, Min- nesota and Dakota.-The necessity for a lock and dam at Goose Rapids has been felt and acknowledged for a number of years. The rapids ac- cumulate, over a stretch of a few miles of river, a fall of 12 to 14 feet, and stand as a dividing wall between the upper and lower halves of this im- portant grain-carrying stream. The Northern Pacific, Saint Paul, Min- neapolis and Manitoba, and other railroads, constituting the network of the Minnesota and Dakota systems, are more or less intimately con- nected with the Red River and shipment of wheat from the same. The various reports upon the Red River of the North since 1874 have contained estimates of the cost of the lock and dam proposed, the esti- mates varying more or less, according to the particular views held at the time as to size and lift of lock and the variations in prices of ma- terials. The cost at present is estimated at $200,000. The object of the lock and dam is to overcome, more satisfactorily than by any other means, the current and shoals of the rapids, so as to connect the improvements already made and to be made upon the chan- nels above and below the rapids. Congress has recognized this project by the appropriation of $20,000, by act of March 3, 1881. This appro- priation being too small in proportion to the entire cost to warrant its expenditure, it was held to add to future appropriation. With the additional appropriation of $30,000 of August 2, 1882, this work can now be commenced, but further examinations of the locality are found to be necessary before determining upon the most advanta- geous application of the funds now available. Prices of material and labor and of transportation have greatly changed since the above esti- mate of the cost of the work was made. The improvement of the stream below having just been commenced this lock and dam are an absolute necessity to the people of the valley, who are now shipping 25 to 30 bushels of wheat by river as against one bushel before any work upon that stream was commenced. RIVER AND HARBOR IMPROVEMENTS. 241 July 1, 1831, amount available---............._........................ $20, 000 00 July 1, 1882, amount available ---........................................-------------------------. 20, 000 00 Amount appropriated by act passed August 2, 1882 ...................... -- 30,000 00 Amount available for fiscal year ending June 30, 1883--.................... -------------- 50, 000 00 Amount (estimated) required for completion of existing project .... -.. -.... 150, 000 00 Amount that can be profitably expended in fiscalyear eniding June 30, 1884. 100, 000 00 (See Appendix V 8.) 9. Reservoirs upon the headwaters of the Mississippi River and its trib- utaries.-The work to date has consisted in tabulation of lands liable to overflow, getting releases and franchises for such as could be ob- tained, making examinations on a small scale, maintaining the gauging and meteorological stations, planning dams, and in the construction of the Winnibigoshish Dam. The work on this began early in the winter of 1881 and '82, and was done entirely by hired labor and purchase of material in open market. Offers from responsible parties were at first solicited, but the lowest offer for transportation being at the rate of $1.75.per cwt. from Gull Lake on the Northern Pacific Railroad to the site of the Winnibigoshish Dam, and the lowest offer for cutting, hauling, and banking logs near the dam-site being $5 per M feet B. M. (the parties to be pIrotected against interruption by Indians), these offers were rejected, and the work has been done by day labor and purchase of materials in open market, at the following rates: Transportation from Gull Lake to Winnibigoshish, at $1.49 per cwt., and cutting, hauling, and banking logs, at $2.31 per M feet B. M. The darn is in a fair way as to progress. Work would have begun on the proposed damn at Leech Lake, but much time was necessarily consumed in getting releases or easements signed, and in investigating complaints of Indians who were not will- ing to accep)t the award made them by the commission appointed by the Department of the Interior. The cost of the reservoirs that could be constructed at the headwaters of the Mississippi, Saint Croix, Chippewa, and Wisconsin was originally estimated by the officer in charge at $1,809,083.50. The amount expended to June 30, 1882 (in- cluding outstanding liabilities), is $84,286.95. July 1, 1881, amount available--..----..-----...............--------...----............. $222, 884 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181....................... $73,389 65 July 1, 1882, outstanding liabilities-...----.....---........---..... 8, 782 21 82, 171 86 July 1, 1882, amount available......-------......-.....-----.---- -----------......................-----.140,713 05 Amount appropriated by act passed August 2, 182 .-................... - 300,000 00 Amount available for fiscal year ending June 30, 1883............ --..... 440,713 05 Amount (estimated) required for completion of existing project ....-.... 1,284, 083 50 Amount that can be profitably expended in fiscal year ending June 30, 1884.- 500,000 00 (See Appendix V 9.) 10. Surreys for reservoirs at sources of the Mississippi and its tributaries. -The officer in charge reports that it is necessary, in order to meet inci- dental questions constantly arising, to continue hydrological observations at the outlets of several well-defined basins, to make borings at the sites of reservoirs, where such have not yet been made,, to recoatour some of the sites, and to work up records, data, maps, drawings and estimates. 16 E 242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. He estimates the cost of such examinations, for one year, at about $49,000. There being no appropriation for such work, during the last fiscal year nothing was done under this head. Amount that can be profitably expended in fiscal year ending June 30, 1884- $49, 000 00 (See Appendix V 10.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Captain Allen was charged with and completed the following, the results of which were transmitted to Congress and printed as Sen- ate Ex. Doc. 36, Forty-seventh Congress, first session. The headwaters of the Cannon River in Minnesota with a view that they be added to the reservoir system of the Upper Mississippi. (See also Appendix V 11.) IMPROVEMENT OF TENNESSEE AND CUMBERLAND RIVERS, AND OF RIVERS IN EASTERN TENNESSEE AND GEORGIA. Officer in charge, Maj. W. R. King, Corps of Engineers, having under his immediate orders Capt. L. Cooper Overman, Corps of Engineers. 1. Tennessee River.-a. Above Chattanooga.-An examination of this river was made in 1830, and some channel work was done subsequently. The examination made in 1872, from Chattanooga to Knoxville, 189 miles, showed that the obstructions were rock reefs, gravel bars, shoals, &c. The present project was adopted in 1872, the object being to remove channel obstructions, reduce gravel bars, and build necessary wing- dams, so as to secure a navigable channel of not less than 3 feet depth at low-water. Work was carried on during the past year at Little River Shoals and an additional depth of 10 inches at low-water secured. The available funds and the appropriation of $9,500 asked for are to be applied to improving the Williams' Island Shoals, the Lyons Shoals near Knoxville, and other minor obstructions. The total amount expended to June 30, 1882, is $208,462.30, which has resulted in practically removing twenty-two of the twenty-nine principal obstructions, and in improving the others. The improvements are practically permanent when thoroughly completed. b. Below Chattanooga.-The Tennessee River from Chattanooga to the Ohio River, about 453 miles, is navigable, except at Muscle Shoals, Alabama. This great obstruction extends about 23 miles, exclusive of navigable portions, and when removed will connect the navigable waters of the Upper with the Lower Tennessee, and thus with the entire Mis- sissippi system. The present project was adopted ini 1872 and modified in 1877, and consists of building a canal, 70 feet to 120 feet wide and 6 feet dleep at surface, with locks and dams, around Big Muscle Shoals, and in remlov- ing or sufficiently reducing the minor channel obstructions between Chattanooga and Paducah. During the year good progress was made until the appropriation was exhausted. The total amount expended to June 30, 1882, is $2,086,647.84, and has resulted in the near completion of the work. On Elk River Division the two miles of heavy channel excavation op- posite Brown's Island are finished, nearly 40,000 cubic yards of solid rock being removed. The retaiing dam below Brown's Island is four- fifths completed. The canal upon this division is 1I miles long and has two locks. RIVER AND HARBOR IMPROVEMENTS. 243 The United States has bought the land needed at this point and for the straightening of the old Muscle Shoals Canal, some 50 acres in all, and the purchase has been formally approved by the State of Alabama. The canal trunk excavation is well under way. The pit of one lock has been excavated and good progress made in quarrying and cutting stone for the masonry. On the BlueWater and Shoal Creek Divisions (Muscle Shoal Canal) six of the nine locks are completed and ready for the gates, one seven- eighths finished, one one-fifth finished, and one seven-eighths of the pit excavated. A large quantity of the stone is cut for these three locks, the fractional quantity expressing masonry laid. The masonry of the Shoal Creek Aqueduct, 900 feet long and 60 feet wide, is completed; it has 25 masonry piers (each 75 feet long, 11 feet high, and 3 feet thick), and two abutments. The bridge over Blue Water Creek is finished, and is built upon seven piers and two abutments of rock-face masonry. The channel at Little Muscle Shoals is now navigable over the entire obstruction. Steamers drawing 3 feet, with tows, have passed from below Florence to the lower end of the canal. Below Florence, very satisfactory work to steamboat men has been accomplished by removing channel obstructions, especially some snags which have been a terror for many years. This work will also be con- tinued during the present season. In his last report on the Tennessee River the Engineer officer in charge states that navigation on this river is seriously obstructed by railroad bridges at Johnsonville, Tenn., and Florence, Ala., and unless some comprehensive general law for the removal of such obstructions, like the Lord bill (H. R. 5545, Forty-seventh Congress, first session), is passed, it is respectfully recommended that special authority be given for compelling the railroad companies to so modify these bridges as not to interfere with navigation. Above Chatftanooga. July 1, 1881, amount available......-.....................--..........---..... - $5,727 10 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881 .............................. $5,676 41 July 1, 1862, outstanding liabilities ---...............---------....---....--.... 12 99 5, 689 40 July 1, 1882, amount available....-------............................-------........... 37 70 Amount appropriated by act passed August 2, 12 .... .................---- . 7,000 00 Amount available for fiscal year ending June 30, 1883.-....-.......... -7, 037 70 Amount (estimated) required for completion of existing project............ 9,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 9, 500 00 Below Chattanooga. July 1, 1881, amount available--------------------- .....------------.................................. -- $271, 849 3; July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----.................. $261, 599 15 July 1, 1882, outstanding liabilities......- ....... 1, 398 08 262, 997 23 ........--..-..---..--...---- July 1, 1882, amount available------..........--------- 8,852 16 Amount appropriated by act passed August 2, 1882-......-..--.. ....... 2505 000 0O Amount available for fiscal year ending June 30, 1883 ................ 258.852 16 Amount (estimated) required for completion of existing project.....-. , 787, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 --.....------..----................................................ ........ 700,000 00 (See Appendix W 1.) 244 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. 2. Cumberland River.-As early as 1830 the States of Tennessee and Kentucky made appropriations for the survey and improvement of the Cumberland River, and in 1870. 1875, 1879, and 1880 the surveys and examinations were authorized by Congress upon which the present plans of improvement were based. a. Below Nashville (192 miles).-Theproject for improving this section consists of blasting out and otherwise removing ledges, bowlders, gravel bars, snags, and overhanging trees. During the year work was carried on at Dover. Middle Gatlin, Lower Gatlin, Race Track, and Little River Shoals until the appropriation was exhausted. Work at these points is reported from five-eighths to nine- teen-twentieths completed, according to project. The entire amount of money expended on this section is $220,0010. The balance of the funds available, and those herein estimated for, can be applied to completing these improvements and at other shoals between Nashville and the mouth of the Cumberland. July 1, 1881, amount available ............... ..................-........ $13, 617 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ................. $13, 579 12 July 1, 1882, outstanding liabilities ------......................---------------------.... 37 88 13,617 00 Amount appropriated by act passed August 2, 1882 ...................... 15, 000 00 Amount (estimated) required for completion of existing project.......... 13,821 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16,000 00 b. Above Nashville.-Nashvilleto Kentucky Line (229 miles).--Work was carried on at Cub Creek, Bartlett's, Goose Creek, and Whitley's Rock Shoals, which are reported from one-half to fifteen-sixteenths completed; the nature of the obstructions and project for improvement being sim- ilar to those of the section below Nashville. The total amount expended on this section is $39,155. c. Kentucky Line to Smith's Shoals (129 miles).-Work was in progress on this section at the beginning of the fiscal year, and continued until stopped by high-water in December, at Wolf Creek, Harmon's Shoals, and twenty-one other obstructions, which are in various stages of com- pletion. The new appropriation and that herein asked for can be profitably expended in continuing the improvement of the shoals between Nash- ville and the foot of Smith's Shoals. The total amount expended from Kentucky Line to Smith's Shoals is $42,609. Above Nashville (Nashville to Smith's Shoals). ...................------------------..--......... July1, 1881, amount available...---..-- $37, 823 74 July 1. 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................... ...... $33,727 01 July 1, 1882, outstanding liabilities........... ............... 704 50 -- 34,431 51 July 1,1882, amount available..............---------.........-------------------....---......------....--.... 3, 392 23 Amount appropriated by act passed August 2, 1882...................... 30.000 00 Amount available for fiscal year ending June 30, 1883-.....- ......-.. -... 33, 392 23 Amount (estimated) required for completion of existing project.......... 51,764 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 52,000 00 d. Smith's Shoals (8 miles long).-Work on these obstructions was con- tinued until the appropriation was exhausted, and resulted in the com- pletion of the essential parts of the improvement, so that boatmen can RIVER AND HARBOR IMPROVEMENTS. 245 now utilize the improved channel and determine practically whether the improvement by wing-dams and excavation will answer the purpose, or whether a more elaborate system of dams with locks will be required. The passage of boats and rafts thus far appears to indicate that the present plan of improvement, with some additional work in extending and strengthening some of the dams and shortening two others, will answer the purpose, at least for several years. The entire amount expended on this section is $99,745.37, and as the funds now available will probably do the supplementary work just re- ferred to, no additional appropriation is asked for. July 1, 1881, amount available...- ..-...-. --..... ...... .............. .... $7, 070 94 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......... ............. $ 6, 804 31 July 1, 188"2, outstanding liabilities... ... ......... ........... 12 00 --- 6, 816 31 July 1, 1882, amount available--------.....----------.........--------..---...--.---------.. 254 63 Amount appropriated by act passed August 2, 1882 ..--..---....---..- -......... 15,000 00 Amount available for fiscal year ending June 30, 1883.......----..... ---..... 15,254 63 e. Above the mouth of Jellico (110 miles).--Work was begun on this section in September and continued until interrupted by high-water in December last, under the act appropriating $10,000 for this section. The principal obstructions consist of nine mill-dams, and as about all the other work that could be done to advantage for the benefit of the commerce that can pass these dams has been completed, no additional appropriation is asked for. Attention is invited to the report of the Engineer that a charter has been granted by the State of Kentucky to a private company for im- proving and controlling the navigation of this part of the river. The entire amount expended on this section has been $8,936.11. July 1, 1881, amount available......___ _........-... ... _....- ..- ..--- $10, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.............. --.... .. .. $8, 864 85 July 1, 1882, outstanding liabilities ............... .......... 71 26 8, 936 11 July 1, 1882, amount available .-----..------....--..... __............___............ 1, 063 89 Amount appropriated by act passed August 2, 1882 ............-......-.... 5, 000 00 Amount available for fiscal year ending June 30, 1.883. .................. 6,063 89 Amount (estimated) required for completion of existing project ...... .... 40, 000 00 (See Appendix W 2.) 3. Hiwassee River, Tennessee.-This stream is a tributaryof the Tennes- see River. The work done about fifty years ago by the State gave but little permanent benefit to navigation. The present project for the improvement of this river was based upon an examination made in 1874, the object being to secure a navigable chaniel 40 feet wide and 2 tfeet deep, at extreme low-water, between Savannah Ford and the mouth of the river, the natural channel being obstructed by rock reefs, gravel bars, &c. The total amount expended to June 30, 1882, is $27,468.02, and has resulted in securing a l ermanent and useful channel for steamboats as high as Charleston, except at extreme low-water, and above Charleston the channel has been greatly improved to a point above the mouth of the Ocoee River about 17 miles from Charleston. The appropriation of $5,000 asked for can be profitably expended in 246 REPORT OF TIHE CHIEF OF ENGINEERS, U. S. ARMY. extending the improvement to Savannah Ford, the virtual head of nav- igation. July 1, 1881, amount available ....----------...... .....---. $1,758 26 ----..............---------....--------..--...-- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----. ----.. .. $1,720 91 July 1, 182, outstanding liabilities ...... ........-... .......... 5 37 1,726 28 July 1, 1882, amount available ................................-----------------------------------------...... 31 98 Amount appropriated by act passed August 2, 1882 .. ---............ ...... 1, 500 00 Amount available for fiscal year ending June 30, 1883-...-..--..-.......... 1,531 98 Amount (estimated) required for completion of existing project............ 5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix W 3.) 4. French Broad River, Tennessee.-This river has a course of about 121 miles in Tennessee. Some work done by the State about forty years ago has not been of any pelnmanent advantage. The present project for improvement of this river was made in 1876, based upon limited surveys made in 1870, 1875, and 1876, the object be- ing to remove channel obstructions, and to build the wing-dams neces- sary to contract the water-way so as to permit the passage of vessels drawing 2J feet of water, during low-water season, as high as Leadvale. Above that point slack-water navigation is the only means feasible. The total amount expended to June 30, 1882, is $12,035.41, and has secured the improvement of eight of the principal obstructions, obtain- inlg an additional depth at low-water of from 6 inches, at htanging Rock Shoals, to 23 inches at Evans's Shoals and Zimmerman's Island. Twenty- eight wing-dams have been built where most needed. The appropriation of $5,000 asked for is to be applied to continuing improvemelnt of the channel from Knoxville to Leadvale, as provided for in the existing project. July 1, 1881, amount available-----------------------------..................---------...................... $8, 839 88 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1l-----------------------.......................... $6, 854 26 July 1, 1882, outstanding liabilities--------------................---........------------- 521 03 7,375 29 July 1, 1882, amount available---......------.....--.--------------------------...................... 1, 464 59 Amount appropriated by act passed August 2, 1882.. -..................... 5, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 6, 464 59 Amount (estimated) required for completion of existing project .......... . 130,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 (See Appendix W 4.) 5. Clinch River, Tennessee.-This river, after a course of 230 miles in Tennessee, enters the Tennessee River at Kingstol. The State of Ten- nessee appropriated for its improvement at intervals between 1830 and 1844 without any marked success. An examination of this river was made by the United States in 1875, and in 1881 another examination was made, contfined to that part above Haynes. The obstructions are bowlders, gravel bars, ledges, old wing-dams built by the State, mill-damrns, fish-traps, snags, and overhanging trees. The present project is to remove the most dangerous obstructions down to extreme low-water, and build wing-dams, where necessary, to secure RIVER AND HARBOR IMPROVEMENTS. 247 at ordinary low-water a depth of 2 feet from Kingston to Clinton (70 miles), and of 1I feet from Clinton to Haynes (75 miles). The amount expended to June 30, 1882, is $7,498, and has resulted in the removal of the worst obstructions, and the channel is practically clear from Black's Shoals to Cox's Landing, 120 miles. Where work has been done, passage is possible at a stage of water from 2 to 3 feet lower than ever before. The appropriation of $10,400 asked for can be applied to the removal of high-water obstructions at such points as may be of most benefit to commerce. ----......---------..----....-- ......--.....----. $9, 247 00 July 1, 1881, amount available .-....-----------............ July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.----..........--......----..... $3,664 75 July 1, 1882, outstanding liabilities .. -...... ................ -- 80 25 -- 3,745 00 July 1, 1882, amount available . ..-... ....... ..-... .....-... -.......... 5, 502 00 Amount appropriated by act passed August2, 1882 --...-- ...--.... ........ 3, 000 00 Amount available for fiscal year ending June 30, 1883......-----......-- --........ , 502 00 Amount (estimated) required for completion of existing project.. -..--.... 10, 400 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 400 00 (See Appendix W 5.) 6. Duck River, Tennessee.-This river enters the Tennessee about 14 miles above Johnsonville. No permanent advantages to navigation were obtained until the present project, based upon an examination made in 1879, was adopted. The plan is to remove the timber and rock obstructions in the channel, and to build necessary wing-dams, to se- cure from 21 to 3 feet of water for from four to six months in the year. This will answer all practical purposes during the usual boating sea- son for several years. The total amount expended to June 30, 1882, is $8,223.75, which has secured a channel, cleared of all surface obstructions, from Centreville to Carter Bend, 2) miles from mouth of river, and a channel according to plan from Centreville to Five Islands Shoals, distance 29 miles. Raftsmien report that the new channel is a success, their business being very materially increased and accidents reduced, even at a lower stage of water than formerly. The appropriation of $ l0,000 asked for is to be applied in continuing the improvement of the channel upon the plan adopted. July 1, 1881, amount available...........-- ... .. .. ..... ..... -........... .. $7, 200 82 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--....- ......... $4,574 25 July 1, l82, outstanding liabilities .---................. ..... 850 32 5, 424 57 S July 1, 1882, amount available ...... ----.....--...--------................... 1,776 25 Amount appropriated by act passed August 2, 1882 ............ .......... 3, 000 00 Amount available for fiscal year ending June 30, 1883. .... ............ 4,776 25 Amount (estimated) required for completion of existing project....-..... 22, 118 00 Amount that can be profitably expendedin fiscal year ending June 30, 1884. 10, 000 00 (See Appendix W 6.) 7. Obey's River, Tennessee.-This river enters the Cumberland at Ce- lina, Tenn., about 3 miles south of the Kentucky line. An examination was made in 1879 fro.m Barnes Landing to its mouth, about 43 miles. The obstructions are gravel bars, loose rocks, rock 248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. reefs, snags, and overhanging trees, and the present prqject is to re- move these obstructions so far as to facilitate especially the passage of rafts, and of high-water navigation of steamboats drawing not over 3 feet, from the Cumberland, for four or five months in the year. The amount expended to June 30, 1882, is $6,500. Raftsmen have heretofore had great difficulty in getting their rafts through unbroken, but it has been reported that during the past season some sixty rafts passed into the Cumberland safely at a lower stage of water than usual. As the available finuds are deemed sufficient to complete the channel to the extent needed by the limited commerce of this stream no addi- tional sum is estimated for. July 1, 1881, amount available --------------------------.............................--.......... ------------ $3,375 22 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ................ ----.... $3, 303 12 July 1, 1882, outstanding liabilities .---.....--......--........--........ 72 10 3, 375 22 Amount appropriated by act passed August 2, 1882 ....................... 5, 000 00 (See Appendix W 7.) 8. Caney Fork River, Tennessee -This river enters the Cumberland River near Carthage, Tenn. The head of navigation is at Sligo, Tenn., about 72 miles from its mouth. When examined in 1879, the natural channel was found to be ob- structed by gravel shoals, snags, logs, &c., and a few rock reefs. The present project contemplates the removal of these obstructions and the building of the necessary wing-dams, to assist natvigation at moderately high-water for steamboats drawing not more than 3 feet, for the usual boating season, from February to June. The total amount expended is $10,000, and has resulted in thoroughly working over the entire river below Sligo, and in securing a channel cleared of surface obstructions, which appears to satisfy the boating interests. This stream will require occasional expeditions for removing snags and repairing dams, but the improvement may be considered of a permanent nature. The appropriation of $16,300 asked for is to be applied in continuing the improvement as indicated in the existing project. July 1, 1881, amount available..............................----------------------------........----------. $5, 132 25 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... ................ ...... $5, 121 57 July 1, 1882, outstanding liabilities .........................-----------------------------.. 10 6- -5, 132 25 Amount appropriated by act passed August 2, 1882 ....................... 4,000 00 Amount (estimated) required for completion of existing project .......... 16, 228 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 300 00 (See Appendix W 8.) 9. Coosa River, Georgia and Alabama.-This river is the main tribu- tary of the Alabama River, and is formed by the confluence of the Oostenaula and Etowah rivers. In 1823 action was taken by Alabama to improve the navigation of the Coosa River, &c., and five years later Congress appropriated cer- tain surplus funds for the same object. Not much work, if any, was done under either authority. After a re-examination in 1875, the pre- sent project was adopted, and consists in providing a channel at least 80 feet wide and 3 feet deep at low-water, between Rome and Greensport, a distance of 164 miles, and an extension of this implrovement, by locks and dams around the Ten Islands Shoals, and eventually to the Selma, Rome and Dalton Railroad crossing, 77 miles below Greensport. RIVER AND HARBOR IMPROVEMENTS. 249 Operations were successfully carried on during the year by hired labor, and a survey made of the lower river from the Ten Islands Shoals Canal to Broken Arrow Shoals, about 24 miles, upon which to base estimates and plan to open navigation to the Saint Clair County coal fields. The total amount expended to June 30, 1882, is $267,142.79, and has resulted in securing a fair navigable channel throughout the year between Rome and Greensport. Below Greensport, lock No. I and the longitudinal dam, 2,000 feet long, are completed. Lock No. 2 is com- pleted, except the coping, which is cut; and the dam, 1,100 feet long, across the river at this lock, is well advanced, as also the longitudinal dam extending to Wood's Island. The pit of lock No. 3 is so far advanced that the laying of masonry can be commenced soon, nearly all the stone having been quarried and cut. The appropriation of $150,000 asked for is to be applied to continuing the work on the Ten Islands Shoals Canal, putting in lock-gates, &c., and extending the improvement to a point near the upper edges of the coal fields of Saint Clair County, Alabama, and in still further improv- ing navigation above Greensport. ------...-..-...---.--. --- $78,901 59 ------...----....--......... July 1, 1881, amount available.....---...- July 1, 1882, amount expended during fiscal year,. exclusive of outstanding liabilities July 1, 1881__..........-.......... $53, 831 98 July 1, 1882, outstanding liabilities .................... .... 7, 212 40 61,044 38 July 1, 1882, amount available .....-----...... ....-----......--------------.......----..--...---.... 17, 857 21 Amount appropriated by act passed August 2, 1882 ...................... 83,700 00 Amount available for fiscal year ending June 30, 1883 ................... 101, 557 21 Amount (estimated) required for completion of existing project .......... 183, 647 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 150, 000 00 (See Appendix W 9.) 10. Oostenaula and Coosawattee rivers, Georgia.-These streams are in Northwestern Georgia, and are tributary to the Coosa River. Exam- inations were made in 1872 and 1874, and upon them the present project was based; the plan being to remove channel obstructions and build wing-dams, so as to secure 3 feet depth of water on the Oostenaula, and 2 feet on the Coosawattee, during nine months of the year. The total amount expended to June 30, 1882, is $24,858.14, which has secured a good channel in the Coosawattee, sufficient fir all its com- merce, and on the Oostenaula a much improved channel below Calhoun, Ga. The available funds will be expended in removing the abandoned bridge piers at Rome, Ga., and in completing work above that point. There appears to be no commercial necessity for any further expendi- ture in the improvement of these streams, and no additional appropria- tion is asked for. July 1, 1881, amount available...............--------------------....................-------------------.... $879 51 July 1, 1882, amount expended (luring fiscal year, exclusive of out- stainding liabilities July 1, 1881-----------........-- -- -....................... $715 80 July 1, 1882, outstanding liabilities ......... .................. 21 85 737 65 July 1, 1882, amount available.----....---.....----.......------.-----.................----------..-------. 141 86 Amount appropriated by act passed August 2, 1882.----..... ............. 1,000 00 Amount available for fiscal year ending June 30, 1883---.......-.......... 1,141 86 (See Appendix W 10.) 250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Etowah River, Georgia.--This river is tributary to the Coosa. But one appropriation has been made for this stream, that of $10,000, by act of August 14, 1876. A resurvey was made in 1879, and no work has been done except that pertaining to the survey. Nothing can be done without recourse to locks and dams, at a cost of over $2,000,000, without any corresponding advantages. Congress, by act of August 2, 1882, transferred $8,700 of the unex- pended funds to the Coosa River improvement, and the small balance will be expended in payment of authorized contingencies. July 1, 1881, amount available.....------ -........--......-- ...... ......-------...... $8, 762 20 July 1, 1882, amount available..--...----....--...--..-...--..........------------....--.....--... ------ ,762 20 Amount transferred by act passed August 2, 1882, to Coosa River.......... 8, 700 00 Amount available for fiscal year ending June 30, 1883....................--- . 62 20 (See Appendix W 11.) 12. Ocmulgjee River, Georgia.-This stream with the Oconee forms the Altamnaha, and the three were formerly the only avenues of commerce for Central Georgia, and now furnish a natural outlet for the lumber, cotton, andi other products of that region. In the early part of the century that State made several appropriations, amounting to at least $60,000, for their improvement. An examination of the Ocmulgee was authorized by Congress in 1852, and again in 1875, when the present project of improvement was formed. The obstructions are principally snags,.sunken rafts, sand and gravel bars, overhanging trees, and occasional reefs of rock, and the method of improvement consists in removing these obstructions, which is chiefly done by a steam snag-boat, with a working party fitted out expressly for that purpose. At some of the sharp bends the river has a tendency to break across, at high-water, and often rafts are drawn in among the trees and wrecked. The remedy for this is either to cut out the trees and roots and allow the river to cut a navigable channel across these places, or to pat in cribs of timber or booms to prevent the rafts from leaving the main channel. For the reasons stated by the Engineer officer in charge of the work, it is not probable that the improvement can be satisfactorily completed for less than $25,000 more than the original estimate, which was $56,240. The entire amount expended has been $48,799.49, and has resulted in securing a tolerably clear and useful channel having about 31 feet of water between Hawkinsville and the mouth of the river. The nature of the work is such that a small force will be required from time to time to remove obstructions that may develop in the future. The appropriation of $5,000, and that herein asked for ($10,000), can be expended in continuing the removal of obstructions with thle snag- boat, and at some points in building cribs and booms to facilitate navi- gation. July 1, 1881, amount available .....--....---...........----- ....--...-------. ------....--...-. $5, 557 89 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...-----------------------. $5, 325 55 July 1, 1882, outstanding liabilities..---..----................-----. 31 83 5,357 38 July 1, 1882, amount available ........----.... ..--......-....---..........--..--. 200 51 Amount appropriated by act passed August 2, 1882.......... --..---........ 5, 000 00 Amount available for fiscal year ending June 30, 1883..................... 5, 200 51 RIVER AND HARBOR IMPROVEMENTS. 251 Amount $27,240 00 (estimated) required for completion of existing project..........---- Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix W 12.) 13. Oconee River, Georgia.-TheOconee and Ocmulgee form the Alta- maha. During the first quarter of this century the State of Georgia appropriated ftr the improvement of this river sums aggregating over $35,000. The first examination made by the United States was in 1874. The obstructions are snags, logs, bars formed by sunken logs, and a few rock reefts, which interfere greatly with the commerce of Dublin and vicinity, a town entirely dependent on river and wagon transportation. The present project is to remove these obstructions by means of a snag-boat, &e., getting 3 feet of water, and over, if possible. The amount expended to June 30, 1882, is $15,462.15, and consider- able improvement to navigation has been effected, especially above Dublin, but the improvements cannot be considered permanent on ac- count of the river changing its bed at many points; and an annual expenditure will always be necessary if the channel is to be kept clear. The appropriation of $10,000 asked for is to be expended in continu- ing the work of clearing the channel at Carr's Shoals and below Dublin, as projected. July 1, 1881, amount available..-- ...............................-----.. $2,851 78 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...... .......................---- ---.................-------- 2, 813 93 July 1, 1882, amount available------ ----- .---...........-..........-----.-----..---...... 37 85 AmoL.ut appropriated by act passed August 2, 1882 .... ........ ........ 5, 000 00 Amount available for fiscal year ending June 30, 1883.................... 5, 037 85" Amount (estimated) required for completion of existing project .....---..- . 29,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix W 13.) 14. Red River, Tennessee.-This stream enters the Cumberland at Clarksville. It is navigable for about fiour months in the year for vessels drawing 15 inches of water. An examination was made in 1880, upon which the present project is based, which is to remove the channel obstructions, consisting of snags, l)owlders, gravel bars, &c., from the 38 miles of river examined, from Port Royal to its mouth. The total amount expended to June 30, 1882, is $4,956.43, which en- abled two working parties to work over the whole distance below Port Royal. The appropriation of $5,100 asked for is to be applied in completing the clearing of the channel as proposed in the existing project. No estimate is submitted for low-water navigation, as the limited commerce does not warrant the oatlay. The engineer in charge invites attention to certain bridges as serious obstructions to naviga-ion. July 1, 1881, amount available.... ........ ............... .. ......--- ....... $5, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................-- --. $4,862 75 July 1, 1882, outstanding liabilities ........ .... .............. 93 68 4, 956 43 July 1, 1882, amount available..................-------..... .... ............... 43 57 Amount (estimated) required for completion of existing project............. 5, 103 00 Amount thWat can be profitably expended in fiscal year ending June 30, 1884 5, 000 00 (See Appendix W 14.) 252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 15. South Fork of Cumberland River, Kentucky.-An examination of this stream was made in 1881, and an appropriation of $3,000 was made by act of August 2, 1882, for its improvement. No work was, of course, done during the fiscal year, but it is proposed to start a working force at once, now that funds are available. The appropriation made and that herein asked for ($10,000) can be profitably expended in deepening the navigable channel from the Ken- tucky State line to the mouth of the river by excavation and narrowing the waterway by means of wing-dams, so as to secure safe navigation upon rises above low-water of not less than 3 feet. Amount appropriated by act passed August 2, 1882........ ............... $3, 000 00 Amount (estimated) required for completion of existing project........... 59, 803 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10,000 00 (See Appendix W 15.) 16. Little Tennessee River, Tennessee.-This river rises in the Blue Ridge Mountains and flows into the Tenlessee River, near Lenioir's, Tenn. It was examined in 1875 for 150 miles up from its mouth. The obstructions are snags, bowlders, reefs, &c. The p)lan adopted in 1882 is to remove these obstructions and obtain a channel 40 feet wide and 2 feet deep from the mouth to Tellico River, a distance of 13 miles, thereby prolonging the season of navigation. No work has yet been done on this streaLm. A party will be set at work during the present low-water season, and the results are likely to be of a permanent char- acter. The first appropriation for the work was made August 2, 1882. The appropriation of $10,000 asked for is to be applied in continuing the improvement upon the plan adopted. Amount appropriated by act passed August 2, 1882. ...................... $5, 000 00 Amount (es imated) required for completion of existing project............ - 18,724 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 10, 000 00 (See Appendix W 16.) EXAMINAT'IONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major King was charged with and completed the following, the results of which have been transmitted to Congress: 1. Bear Creek, running from Northeast Mississippi, in the Tennessee River. (See Appendix W 17.) 2. Little Tennessee River from its mouth on the Holston or Big Ten- nessee River to the mouth of Tellico River. (See Appendix W 18.) The above were printed in Senate Ex. Doe. No. 92, Forty-seventh Congress, first session. 3. The ChattahoocheeRiver, Georgia, between West Point and Bolton, on the Western and Atlantic Railroad, so as to complete the survey of that portion of the river. (See Appendix W 19.) 4. Cumberland River at Smith's Shoals, Kentucky, to ascertain the prac- ticability and cost of a canal, with locks and dams,from the head to the foot of said shoals. (See Appendix W 15.) The above were printed in Senate Ex. Doe. No. 132, Forty-seventh Congress, first session. IMPROVEMENT OF THE NAVIGATION AT THE FALLS OF THE OHIO- OPERATING AND MAINTAINING THE LOUISVILLE AND PORTLAND CANAL. Officer in charge, Lieut. Col. G. Weitzel, Corps of Engineers. 1. Improvement of the Falls of the Ohio River- Indiana Chute.-Previous RIVER AND HARBOR IMPROVEMENTS. 253 to February 26, 1872, when the improvement of the Falls of the Ohio River first became of any practical benefit to commerce, the natural chan- nel-way at this point was by means of three chutes over the falls. The main chute (Indiana Chute) was navigable for descending boats from three to five months and for ascending boats about one or one and one- half months in the year. A canal built by private parties around the falls on the Kentucky side, called the Louisville and Portland Canal, permitted the passage of vessels not exceeding 185 feet in length and 50 feet ifi breadth, and was, therefore, only available for the smaller class of vessels which were then navigating the rivers of the Mississippi basin. The project for this improvement was adopted in 1868, and its object was to deepen, widen, and enlarge the Louisville and Portland Canal, to complete the new locks and branch leading to them (which work had been begun in 1860 by the Louisville and Portland Canal Company, and stopped for want of funds in 1866). Since then the project has been extended by the action of Congress so as to include the improvement of the Indiana Chute. Ever since February 26, 1872, the improvements made here have per- mitted the passage of boats through the canal not exceeding 335 feet in length and 80 feet in width. During the year ending June 30, 1882, $34,118.60 have been expended upon this chute. The advantage in this has been to bring the natural main navigable channel over the falls into a better condition. All the work done in this direction will relieve the artificial channel or Louis- ville and Portland Canal in periods when commerce is crowded at that point. During the last fiscal year the falls were navigable for ascending and descending boats one hundred and fifteen days, and for descending boats only, one hundred and twenty-seven days; 2,543 vessels, with a registered under-tonnage of 758,871 tons,, passed over them. Thesecar- ried, in addition to general merchandise, 18,545,000 bushels of coal and 18,600 tons of iron ore. July 1, 1881, amount available............ ..............--...-.. 71,760 73 $.... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181....--------.---......----.............----....--..--......--...... -- 34, 118 60 July 1, 1882, amount available....-----.........------------..-.....--...---............--------------.... 37, 642 13 Amount allotted from appropriation August 2, 1582, for improving Ohio River..........------...........--...--.---...------..............----------------------------............... 35,000 00 Amounut available for fiscal year ending June 30, 1883.................... 72, 642 13 (See Appendix X 1.) In compliance with a resolution of the Senate of January 9, 1882, re- questing information as to what, if any, additional works are necessary at the Falls of the Ohio to complete the improvements thereof in a man- ner to serve the interests of commerce, and reasons why such additional works, if any, are necessary, with estimates of the cost of such works, a report from Lieut. Col. G. Weitzel, the officer of Engineers in charge, was transmitted to the Senate and printed as Senate Ex. Doc. No. 129, Forty-seventh Congress, first session, which will also be found in the appendix to this report, and to which attention is invited. (See Appendix X 1.) 2. Operating and maintaining the Louisville and Portland Canal.-Dur- ing the past year the canal was only required two hundred and fifty days, or seventy days less than the annual average. This was due to 250 REPORT' OF THE CHIEF OF ENGINEERS, U. S. ARMY. the unusual number and duration of the high stages of the river. It was closed one hundred and fifteen days by high water; 3,964 boats, with a registered under-tonnage of 904,343 tons, passed through the canal. The act of March 3, 1881, provides authority for the Secretary of War to draw his requisition on the Secretary of the Treasury, from time to time, for the purpose of operating and keeping this canal in repair. (See Appendix X 2.) IMPROVEMENT OF OHIO AND MONONGAHELA RIVERS AND OF AL- LEGHENY RIVER, PENNSYLVANIA-CONSTRUCTION OF HARBOR OF REFUGE NEAR CINCINNATI, AND OF ICE HARBOR AT MOUTH OF MUS- KINGUM RIVER, OHIO. Officer in charge, Maj. William E. Merrill, Corps of Engineers, hav- ing under his immediate orders Lieut. William M. Black, Corps of En- gineers, until November 7, 1881, and Capt. Frederick A. Mahan, Corps of Engineers, from December, 1, 1881, to the close of the fiscal year. 1. Ohio River--Davis Island Movable Dam.-During the fiscal year the navagable pass of this dam, which extends from the lock a distance of 556 feet to the pier, which separates it from weir 1, and which con- sists of a massive foundation of timber and concrete, on top of which are 139 movable wickets, was begun and completed. This work required the excavation of 12,424 cubic yards of sand and gravel, and the laying of 6,453 cubic yards of concrete, in addition to the framing and con- struction of the timber flooring and the erection of the wickets, with their appurtenances. The guiding-crib at the head of the lock was also extended to its full length of 710 feet, and 56 wickets were framed for weir 1. The work was much favored by an unusually low stage of water in the river. Bown's Island Dam.-About one-half of this damn was completed, the work having been greatly retarded by the unusually low stage in the Ohio, which prevented the boating of material. Twelve-Pole Dike.-This dike was fully completed to a length of 650 feet, the wood-work was completed and half filled with stone for an additional length of 952 feet, and some work was done for a further dis- tance of 181 feet, making a total length of 1,793 feet. Portland Dike.-This work has been extended 2,124 feet, of which 1,431 feet is completed. Being just below the Falls of the Ohio, it is unusually subject to interruption by small rises. Puppy Creek Dike.-The substructure has been extended into the river a distance of 1,500 feet, of which 400 feet is of full height. No work has been done on the superstructure. Grand Chain--Upper Dike.-A length of 1,700 feet has been built, of which 1,070 feet is completed. The dike will be extended to an addi- tional length of 1,300 feet. Grand Chain-Lower Dike.---This dike is 2,670 feet long, of which 1,300 feet has been completed. Its effect has already been very favor- able. Work at the Grand Chain was hindered by high-water in the Mississippi. Dredging.-The dredges Ohio and Oswego were employed during the year 1881 in excavating in the vicinity of the Davis Island Dam, at Stoops's Ferry, at Phillis Island, at Baker's Island, and in the harbors of Pittsburgh, Marietta, and Harmar. A large amount of rock was re- moved from the channel by the dredge crews while the dredges were RIVER AND HARBOR IMPROVEMENTS. 255 laid up on account of low-water. being roughly estimated at 1,511 tons. A total of 47,671 cubic yards of gravel and loose rock was removed by dredging, two wrecks were taken up, 232 piles were drawn, and twelve snags were destroyed. The average cost per cubic yard for dredging was 281 cents. Snagging.-The snag-boat E. A. Woodruff began work on June 11, and went into winter quarters on December 15; 1,026 snags were removed and 34 wrecks were either wholly or partly broken up. While laid up at the Little Chain by low-water the crew were employed in removing the rocks which obstructed the channel at that p)lace, the amount re- moved being 476 cubic yards; 251 cubic yards were also removed from other localities. Removal of rocks.-In addition to the rock-work reported above, a number of special parties were employed at various points during the extreme low-water of last summer. The result of their labors was the removal from the bed of the river of an estimated weight of 10,296 tons of rock from thirty-two different localities. The sums expended on the Ohio River have greatly facilitated navi- gation by the removal of snags, wrecks, and rocks, the dredging of troublesome bars and points, and the increase in depth at special bad places. During the year ending June 30, 1882, there was expended on the river $365,415.05. The whole amount estimated for 1883-'84 can be profitably expended in the manner stated in detail in the report of the officer in charge. In view of frequent legislation on the subject of bridges over the Ohio River, Major Merrill has embodied in his report (for which see Ap- pendix .Y) a tabular statement of the losses thus far incurred through the collision of river craft with the piers and superstructure of Ohio River bridges. The officer in charge submits the following estimate for the ensuing year: Davis Island Dam, completion .---..--...-...--........- ---- ...---...---...---.........-- --..--........---- $40, 000 00 Darns and dikes.............................................---- --------- . 868,2. 00 Snagging ......-------..---....--....--...---------....... ....----..---------................------..-------. 25, 000 00 Dredging ........-----... .........----......--------..--.......-----------......--...---.....--------..----....--- 16,500 00 Removing rocks .....-------....- ---.....-------......--............--. ......----.....----------.-..---.. 5, 000 00 Office expenses, inspection, engineering, and contingencies -............ 25, 000 00 July 1, 1882, amount available....-----...----..--..--..---------...........---. $446,348 36 Amount allotted to improvement of Indiana Chute, Ohio River 20, 000 00 -- 426,348 36 Amount appropriated by act approved March 21, 1882 .......-..-........ 100, 0;O 00 526,348 36 September 9, 1881, amount allotted to improvelment of Indi- ana Chute, Ohio River- -......-..-.. .... -- _ _ __.. __ -_ $40,000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....-----.. --- ---....--------....--... 338,034 76 July 1, 1882, outstanding liabilities-----------------------..... 27,380 29 405,415 05 July 1, 1882, amount available--..----...---......----......---.....--------.....--....... 120,933 31 Amount appropriated by act ot August 2, 1882- .............. $350, 000 00 Amount allotted to improvement of Indiana Chute....... 35, 000 00 315,000 00 Amount available for fiscal year ending June 30, 1883......-.............. 435, 933 31 Amount that can be profitably expended in fiscal year ending June 30, 1884. 980, 000 00 (See Appendix Y 1.) 256 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Mionongahela River, West Virginia and Pennsylvania.-No work of construction was done during the fiscal year for lack of funds. Under contract 1,385 cubic yards of stone were quarried and delivered. During the present season the head of the lock and part of the side walls will be built, and a frame dwelling for lock-keeper will be con- structed. The officer in charge recommends an appropriation of $89,000 to com- plete the work, and $2,000 for running expenses and contingencies at No. 9, making a total estimate of $91,000. July 1, 1881, amount available..----- _......- ........................ $45, 569 19 ..... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...... ...............-----------------------.... $6, 079 06 July 1, 182, outstanding liabilities- ........................... 1, 521 16 7, 600 22 July 1, 1882, amount available------ ......---..-----.... -------- 37,968 97 ....---....----------................ Amount appropriated by act passed August 2, 1882. ............ .......... 25, 000 00 Amount available for fiscal year ending June 30, 1883.................... 62, 968 97 Amount (estimated) required for completion of existing project.......... 89, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 91, 000 00 (See Appendix Y 2.) 3. Allegheny River, Pennsylvania.-Slight damages in the dams at Six- Mile Island and Nicholson Island were repaired at a cost of $2,835. The remainder of the appropriation was expended in removing rocks and snags from the banks and channel. Eight parties were employed, and the result of their labor was the removal of 40,166 cubic yards of rock and 151 snags. A marked improvement has been noted in the navigation of many of the shoals. Surveys, with a view to inmprovement, were made at Red Bank Bar, Mahoning Bar, Nicholson Island, Murphy's Island, Nine-Mile Islands, and at the old canal aqueduct just above Freeport. The worst obstruction to commerce is Garrison Ripple, at the head of Herr's Island, and within the city limits of Pittsburgh. It can only be improved by a lock and dam, for which an estimate is submitted, as follows : For removal of rocks ..........................--.. .-----------------------..----------....----.... $100, 000 For lock and dami below Herr's Island ............. ..........-------...... 153, 000 The total amount thus far expended on the Allegheny up to June 30, 1882, is $53,100.72. During the year ending June 30, 1882, there was expended $23,249.97. The work already done has been of considerable benefit to navigation. July 1, 1881, amount available......----- -----......-----....-- ----......--......---- $25, 149 25 -----.....--.....--. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--.--.... ...-........ ........ .................... 23, 249 97 July 1, 1882, amount available......------.................. ............ 1, 899 28 - .... 15,000 00 Amount appropriated by act passed August 2, 1882 ......------............ Amount available for fiscal year ending June 30, 1883 .. 16, 899 28 ...... 1........ Amount that can be profitably expended in fiscal year ending June 30, 1884. 253, 000 00 (See Appendix Y 3.) 4. Harbor of Refuge near Cincinnati.-Both of the dikes originally designed for this locality have been completed, and the contract has been closed. The Ohio dike is 2,135 feet and the Kentucky dike 2,477 feet long. Both are built of continuous crib-work, filled with stone. RIVER AND HARBOR IMPROVEMENTS. 257 A third dike was recommended in the last annual report and $16,000 was appropriated. As the estimated cost of the dikes is $33,000, an additional appropriation of $17,000 to complete the work will be re- quired. Amount appropriated by act passed August 2, 1882 ...................... $16, 000 00 Amount (estimated) required for completion of existing project----------. 17, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 17, 000 00 (See Appendix Y 4.) 5. Ice harbor at mouth of Muskingum River, Ohio.-The stage of water during the season of 1881 was favorable, and good progress was made. As much of the upper end of the lock as could be attempted without undermining the State dam was successfully built. This includes the miter wall, the upper guard-piers, and 80 feet of the two walls. The lock floor was also completed for the same length, making its total area 9,000 square feet. This work required 5,500 cubic yards of excavation, 1,000 cubic yards of concrete, 1,700 cubic yards of masonry, the driving of 712 piles, and the cutting of 7,200 superficial feet of stone. During the year the contractor for stone delivered 2,587 cubic yards of dimension and 2,547 cubic yards of rubble stone. The officer in charge submits the following estimate for the ensuing year : Original estimated cost of lock ------................................----------------..----... $216, 400 00 Amount already appropriated..---.............................--------...---...----. 150,000 00 Required to complete the lock__ .. ......--...... ....---........ ---............... 66, 400 00 July 1, 1881, amount available..----...--------.................................-- 48,751 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....----......--- ....--....----...... $39, 383 61 July 1, 1882, outstanding liabilities .........-- ...--. ........ 2. 112 81 41, 496 42 ------------------.---..-.--. -..---.....----......------. 7,254 62 July 1, 1882, amount available................. Amount appropriated by act passed August 2, 1882 ..........- ..... .... 40, 000 00 Amount available for fiscal year ending June 30, 1883................. 47,254 62 Amount (estimated) required for completion of existing project-........ - 66, 400 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 66, 400 00 (See Appendix Y 5.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major Merrill was charged with survey of the Clarion River from its mouth to Ridgeway, Pa., the results of which were transmitted to Congress and printed in Senate Ex. Doc. No. 18, Forty-seventh Con- gress, first session. (See Appendix Y 6.) IMPROVEMENT OF KENTUCKY RIVER AND OF TRADEWATER RIVER, KENTUCKY; OF BIG SANDY RIVER, KENTUCKY AND WEST VIRGINIA; AND OF GUYANDOTTE AND LITTLE KANAWHA RIVERS, WEST VIR- GINIA. Officer in charge, Maj. James W. Cuyler, Corps of Engineers. 1. Kentucky River, Kentucky.-The present project for this improve- ment is to reconstruct the old State slackwater works in the lower 100 miles of river, and to continue the slackwater system of navigation to the " Three Forks," 158 miles farther up, by the construction of entirely new works. This project has been so far carried into execution as to reopen to navigation, by the operations of the year just closed, the four lower old works, thus improving the lower 82 miles of river. 17 E 258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The navigation afforded has been active since the opening of the works in March last, the projected navigation depth of 6 feet being more than maintained. While the size of these locks is not as great as would now be designed to meet the needs of navigation, they could not have been enlarged without such extensive demolitions and reconstruc- tions as could not be justified. Their present lifts, too, are all too great, but notwithstanding these defects they have worked to the satisfaction of those navigating the river, and have marked a decided practical im- provement. On account of an accidental "cut-off" around the abutment at Dam No. 1, and a winter of floods, unusual both as to their heights and dura- tion, an expenditure has been required greater than was originally esti- mated, which has prevented the full carrying out of the work proposed for this year. Beyond this operations have progressed satisfactorily, and the improvement brought forward to such a point that it is believed most of the difficulties surrounding its commencement are now obviated, giving indication that future progress may be both more rapid and made at much less relative cost. It is proposed to apply the appropriation of August 2, 1882, first, to securing and perfecting the present completed works, with the view of affording a permanent navigation; and, second, to reconstructing on a permanent plan Dam No. 4, reconstructing Dam No. 5, reconstructing for use Lock No. 5, and acquiring the necessary land for Lock and Dam No. 6, and commencing operations for the construction of this last lock. It is further proposed to make the necessary detailed examination whereon to base a project for the movable dam at Beatyville, provided for in the river and harbor act of August 2, 1882. The appropriation asked for fiscal year 1883-'84 will be applied to the continuation of the improvement. ------------------------------------ July 1, 1881, amount available ......................................... 138,813 26 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ...........-............................. 138, 812 02 ----------------------------------------- July 1, 1882, amount available...................................... 1 24 -Amount appropriated by act passed August 2, 1882---------------................ ...... 225, 000 00 Amount available for fiscal year ending June 30, 1883.................------------------. 225, 001 24 Amount (estimated) required for completion of existing project ......... 655, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 225, 000 00 (See Appendix Z 1.) 2. Big Sandy River, West Virginia and Kentucky.-The present project, so far as improving the natural channels, was adopted in 1878, and for slackwater navigation in 1880, the object of the first plan being to improve the raft and push-boat navigation in low stages, and of the second to afford a permanent 5-foot navigation. The natural channels are narrow, obstructed, and with as little as 3 inches of water in them, at low stages, over shoals and ripples. The plan of open-river improvement adopted in 1878 had at the end of the fiscal year resulted in affording navigation in the upper part of Tug Fork at a 7-foot stage, before impracticable, save at a 10 or 11 foot stage, and making a raft navigation over the barrier, heretofore impass- able, of the "Roughs of Tug;" while on the Louisa Fork the push-boat channels have given 18 inches depth of water in them at extreme low- water, and from 20 to 24 inches at average low-water stages. Upon the slackwater improvement adopted in 1880 no actual work has yet been undertaken, the necessary land having but just been ac- RIVER AND HARBOR IMPROVEMENTS. 259 quired by the United States. This project aims to give a permanent 5-foot navigation. It is proposed to apply the appropriation of August 2, 1882, as follows: On the Tug Fork, to complete the improvement at the " Roughs of Tug," and thence improve down to Hatfield, the upper terminus of previous work, continuing it on the present plan; on the Louisa Fork, to maintain the present improved river from Piketon down to Louisa, 87 miles, and to extend a corresponding improvement 15 miles above Piketon, the present head of navigation, and also to contract for the stone required for the construction of the lock "near Louisa," and begin the work of construc- tion. July 1, 1881, amount available ---.......................................... $95,538 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................................................---------- 6,334 48 ----------- July 1, 1882, amount available....--.....------------......---.......................... 89,204 12 Amount appropriated by act passed August 2, 1882 ....--.....--- .... ...---. 25,000 00 Amount available for fiscal year ending June 30, 1883...----.... .... .... .. .. 114,204 12 Amount than can be profitably expended in fiscal year ending June 30, 1884. 60, 000 00 (See Appendix Z 2.) Guyandotte River, West Virginia.-The present plan of improve- t for this river was adopted in 1878, and operations have been car- on mainly in accordance with it. This plan comprised an improve- ment of the whole river for raft navigation up to Logan Court-House, 81 miles. Last season the plan was enlarged to extend the same improvement continuously to 31 miles above Logan, this upper section being closed to navigation except at flood stages of the river. The amount expended to June 30, 1882, is $7,653.64, which has perceptibly made the navigation easier. The amount appropriated by act of August 2, 1882, will be expended in continuing the improvement up stream and maintaining that already made in good condition. July 1, 1881, amount available .--.....------........-..---...----.----.------.......----......-------.... $4, 084 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...............------------ ...------..---....---..--..-- -- . 3,238 55 July 1, 1882, amount available-......---..----......-----... --.---..........----------..----..-- ------. 846 36 Amount appropriated by act passed August 2, 1882 - - -.... - -..- - -- - - ..- - - -. 2, 000 00 Amount available for fiscal year ending June 30, 1883 .............. ...... 2, 846 36 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix Z 3.) 4. Little Kanawha River, West Virginia.-The present project, adopted in 1880, proposes extending slackwater navigation up the river some 12 miles above the slackwater navigation of the Improvement Company. The additional lock and dam provided for by the river and harbor act of June 14, 1880, have been located and a contract entered into for the stone required for their construction. The additional sum of $15,000 required for their completion has become necessary on account of the price of stone as contracted for after advertisement having proved this much in excess of the original estimate. In conformity with provisions of the river and harbor act of August 2, 1882, no part of the appropriation therein made can be expended until the Little Kanawha Improvement Company shall have filed its agreement not to charge in any manner any tolls on the Little Ka- nawha River. This agreement has not as yet been received. 260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ----....--------...-------... $52, 736 12 ....---..... --------..--.............. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...........--..--.......... $4,030 85 -- - July 1, 1882, outstanding liabilities-....- _ ............. .. 41 69 4, 072 54 July 1, 1882, amount available...... ....------------..------...... 48, 663 58 --------......---..... ------............-- Amount appropriated by act passed August 2, 1882-....-- .............. 31, 000 00 Amount available for fiscal year ending June 30, 1883-..-....-............ 79, 663 58 _ Amount (estimated) required for completion of existing project ........ . 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 15, 000 00 (See Appendix Z 4.) 5. Tradewater River, Kentucky.-The first appropriation for this im- provement was in the river and harbor act of March 3, 1881, $3,000. This sum was applied during the fiscal year in removing, as far as the amount would admit, the worst obstructions, such as snags and over- hanging trees, for 7 miles above the mouth of the stream, and in exca- vating a channel through a rock bar near the mouth. This work has already proved of benefit to navigation. The appropriation of August 2, 1882, will be applied to a continua- tion of the improvement up stream, and that asked for the fiscal year ending June 30, 1884, will be applied in the same manner. July 1, 1882, amount available -------........................................... $3, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --------------------------- _ . 2,987 08 July 1, 1882, amount available ........ __ ................--...............--. 2 92 Amount appropriated by act passed August 2, 1882- ...................... 3, 500 00 Amount available for fiscal year ending June 30, 1883 .................... 3,502 92 Amount (estimated) required for completion of existing project ... ....... 10, 000 00 Amount that can be profitably expended in fiscal year ending .J une 30, 1884. 5, 000 00 (See Appendix Z 5.) EXAMINATION S AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major Cuyler was charged with and completed an examination of Licking River from its mouth to Falmouth, Ky., the results of which were transmitted to Congress and printed as Senate Ex. Doc.No. 110, Forty- seventh Congress, first session. (See also Appendix Z 6.) IMPROVEMENT OF WABASH RIVER, INDIANA AND ILLINOIS, AND OF WHITE RIVER, INDIANA. Officer in charge, Maj. Jared A. Smith, Corps of Engineers. 1. Wabash River, Indiana and Illinois.-a. Below Vincennes.-The work of removing the reef at "Little Chain" has been pushed as far as was practicable in a single season. A timber crib has been secured to the rock for holding the stones of the dike in position, and the blasting for a new channel was commenced. As no improvement to the channel will result until the work is com- pleted, it is proposed to resume the work without delay. Extensive wing-dams have been completed at "McIntyre's Bar" and " Winkler's Bar," the channel being greatly improved thereby. At "New Harmony" the dam has been repaired and replanked with oak. The shore protection below the dam has been extended 90 feet, and a, RIVER 'AND HARBOR IMPROVEMENTS. 261 large amount of work has been done in obstructing sloughs to insure the safety of the dam by preventing new channels around it. The snag-boat has removed 267 snags, 70 piles, and 88 trees from the channel. The improvements have resulted in a channel such that during the unusually low-water of last summer steamers were enabled to run regu- larly over the part of the river where the improvements have been made, a distance of nearly 60 miles. Lumber was rafted continuously during last summer where it had not before been possible at that season of the year. The total amount expended to July 1, 1882, is $350,666.22. Many points remain to be improved, the worst on the entire naviga- ble part of the river being Grand Rapids. The improvement of this place, if made at all, should be by a lock and dam, which has been esti- mated at $130,000. The principal work remaining is the completion of improvements at Little Chain, Grand Chain, Warwick's Ripple, and Coffee Island Chute, and the removal of snags and the construction of numerous wing-dams and shore protections. July 1, 1881, amount available......-- ............... ...............- $23, 950 29 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---......-----.....--------------.............. $23, 040 56 July 1, 1882, outstanding liabilities .................... ---- 465 62 23,506 18 S July 1, 1882, amount available......-..........................--.... --- 444 11 ------- 40, 000 00 Amount appropriated by act passed August 2, 1882 .....................-------------. Amount available for fiscal year ending June 30, 1883.---------------...............--... 40,444 11 Amount that can be profitably expended in fiscal year ending June 30, 1884_ 75, 000 00 (See Appendix A A 1.) b. Above Vincennes.-The improvement has of necessity been confined to removing snags, of which 209 have been taken from the channel, besides cutting away and removing 51 trees. A survey of the river has been made during the fiscal year and the work mapped for a distance of 17 miles from Terre Haute. The channel, which was filled with snags, has been so far improved that small steamers made without difficulty the trip from Vincennes to Terre Haute, which had previously been impossible at that low stage of water. The total amount expended to June 30, 1882, has been $20,976.20. Until the maps of the survey are completed, no project or estimate for the complete improvement of the river can be made; but the officer in charge recommends that the removal of snags be continued, and that the various bars and other difficult places receive attention by con- structing shore protections, wing-dams, &c. For this purpose an appropriation of $20,000 is asked. July 1, 1881, amount available......................................... $19,219 82 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-----..---..-----.................------ $13, 584 87 July 1, 1882, outstanding liabilities _......................... 2, 611 65 - 16, 196 52 July 1, 1882, amount available-----............--..---...............-----........... 3,023 30 Amount appropriated by act passed August 2, 1882 ----...................... 30, 000 00 Amount available for fiscal year ending June 30, 1883.................... 33,023 30 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix A A 1.) 262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. White River, Indiana.-The work projected for the last fiscal year was to continue the removal of snags, to push the improvement at Kelly's Ripple as far as possible, and to construct wing-dams for confining the channel. Four hundred and fifty-four snags, of an average weight of over 5 tons, have been removed, principally between Kelly's Ripple and THazle- ton. One hundred and seventy-six trees have been cut away and removed. The above was the result of four months' labor. At Kelly's Ripple a timber dike 1,500 feet long has been constructed to secure the stone in position. The blasting of a new channel has been commenced, 2,491 cubic yards of stone having been removed. The work of the ensuing year will be much facilitated, as the timber-work is nearly completed. The bars in a long bend above Hazleton have been much improved by the construction of 5 wing-dams, with shore protections at each. The work thus far done has greatly improved the channel below Petersburg. The total amount expended to June 30, 1882, has been $56,701.33. The original project for improving this river to near Portersville on the east fork and the falls on the west fork contemplated making a channel of not less than 2 feet at the lowest water at a cost of $150,000, and while it is not presumed that this will leave nothing further to do, it is believed it will fairly accomplish the result contemplated. It is recommended that an appropriation of $50,000 be made for the year ending June 30, 1884. July 1, 1881, amount available --....----..----...--.......----..--...----..------........---...-----. $29,419 88 July 1, 18t2, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -----------...---- --..--- $19, 936 02 July 1, 1882, outstanding liabilities--- ---------- ......-----......----....--....--...... 1, 185 19 21,121 21 July 1, 1882, amount available-....---------.......--.....----....---....-----..-.....--.......-----.. 8, 298 67 Amount appropriated by act passed August 2, 1882 ......---......--...... ---.... 20, 000 00 Amount available for fiscal year ending June 30, 1883 -..-...... ....-.... 28,298 67 Amount (estimated) required for completion of existing project ......-.... 65, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix AA 2.) BRIDGING THE NAVIGABLE WATERS OF THE UNITED STATES. 1. Bridge obstruction to the navigation of the Upper Mississippi below the Falls of Saint Anthony.-A special report showing the importance of some action by Congress which may lead to facilitating navigation through the various bridges on the Upper Mississippi, especially those which were built under laws enacted prior to the act of June 1, 1872, was transmitted to Congress March 24, 1882, and printed as House Ex. Doec. No. 136, Forty-seventh Congress, first session. (See also Appendix B B 1.) 2. Bridges across the Ohio River.-The location and plan of the follow- ing bridges proposed to be built, having been found, or amended, to conform to the requirements of the act of December 17, 1872, authoriz- ing the construction of bridges across the Ohio River, have been ap- proved by the Secretary of War. RIVER AND HARBOR IMPROVEMENTS. 263 The reports in each case of the special boards of Engineer Officers con- stituted for the examination of the plans and locations submitted for consideration under provisions of the above act, and other papers relating thereto, will be found as noted below: Bridge across the Ohio River between the cities of Louisville, Ky., and New Albany, Ind. (See Appendix BB 2.) Bridge across the Ohio River at Henderson, Ky. (See Appendix B B 3.) Bridge of the Wheeling and Lake Erie Railroad Company across the Ohio River at Wheeling, W. Va. (See Appendix B B 4.) Bridge across the Ohio River at Point Pleasant, W. Va. (See Appen- dix BB 5.) 3. Legislation proposed at the last session of Congress in relation to bridges over the Ohio River.--A report made to the House of Representa- tives by the Committee on Commerce, December 13, 1881, upon House Bill 204, supplementary to the act of December 17, 1872, entitled an "Act to authorize the construction of bridges across the Ohio River," &c., contains reports from Lieutenant-Colonel Warren and Majors Weitzel and Merrill, Corps of Engineers, to whom this bill was referred by this office for remarks thereon. It is inserted in part in the Appendix to this report as of much interest regarding the bridging of the Ohio. (See Appendix B B 6.) 4. Railroad bridge across Wabash River, near the town of Merom, Indi- ana.-The location and plan of this bridge, authorized by act of June 30, 1879, after due examination by this office, was, upon its recommend- ation, approved by the Secretary of War. (See Appendix BB 7.) 5. Bridge across the Potomac River at or near Georgetown, District of Columbia.-The President transmitted to Congress, April 4, 1882, a let- ter from the Secretary of War, dated March 31, 1882, submitting a report from this office, with its inclosures, relative to the construction of the above bridge under provisions of the act of February 23, 1881, in which he requested that an additional appropriation of $80,000 be made to give practical effect to the act referred to, in accordance with the recom- mendations of the Chief of Engineers. This communication was printed as House Ex. Doc.No. 156, Forty-seventh Congress, first session. (See also Appendix BB 8.) 6. Proposed bridge over the Willamette River at Portland, Oregon.-In answer to a resolution of the Senate of April 4, 1882, calling for copies of certain papers relating to the construction of a bridge over the Wil- lamette River at Portland, Oreg., and the views of the department as to the propriety or advisability of the construction of a bridge at the locality proposed, and its effect upon the commerce and navigation of the river, the Secretary of War transmitted to the Senate, April 24, 1882, a report from the Chief of Engineers intended to meet the requirements of the resolution, and containing the views of the War Department in the matter. This report was printed as Senate Ex. Doc.No. 162, Forty- seventh Congress, first session. (See also Appendix B B 9.) 264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. LAKE HARBORS AND RIVERS. IMPROVEMENT OF HARBOR AT DULUTH, MINNESOTA, AND OF THE ENTRANCE TO SUPERIOR BAY, LAKE SUPERIOR-IMPROVEMENT OF THE HARBOR AT GRAND MARAIS, MINNESOTA. Officer in charge, Capt. C. J. Allen, Corps of Engineers. 1. Harbor at Duluth, Miinnesota.-The work during the fiscal year con- sisted in dredging and repairs to piers. The dredging was mostly done in widening the channel from the south corner of the Northern Pacific Railroad docks to a point opposite the Blast Furnace docks; in ex- cavating a new channel from the south end of the Blast Furnace Chan- nel, parallel to the established dock-line on the east side of Rice's Point, extending to an intersection with the Saint Louis River Channel, and in making a cut from Rice's Point Channel across to the Minnesota Point Channel towards widening the harbor. None of these channels have as yet been dredged to their full widths. The depth of channels is to be 16 feet. One hundred and ninety-four thousand one hundred and sixty-nine cubic yards of material were removed during the fiscal year. Vessels drawing 16 feet of water can safely enter the harbor at all times during the season of navigation. Estimated cost of present project .............. _..._ . . .. $212, 988 36 Amount expended under present project to June 30, 1882..--.---...-----......... 54,998 05 July 1, 1881, amount available ____......................... __.. ____...........37,735 69 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..------------- - .. $37, 320 35 July 1, 1882, outstanding liabilities ................... ...... '21 40 37,341 75 July 1, 1882, amount available .....----------------....--......-- -------....--..........------......----.... 393 94 Amount appropriated by act passed August 2,1882.---.... .... ........ 45,000 00 Amount available for fiscal ending June 30, 1883............. .......... 45, 393 94 Amount (estimated) requtired for completion of existing project----------.......... 127, 988 36 Amount that can be profitably expended in fiscal year ending June 30, 1884, viz : For dredging......-----...... -----....---....................--.... --.. $90, 000 00 ------------------ ---------- - 10, 000 00 For repairs to piers---..................................... 100, 000 00 (See Appenfix CC 1.) 2. Dredging Superior Bay, Wisconsin.-Work consisted in some neces - sary repairs to the piers at the entry and dredging between the piers of the old Quebec Channel to the Quebec Wharf, and also along a line leading from the bay ends of the piers up to and into, for a very short distance, the Nemadji River. The quantity of dredging done was 53,466 cubic yards-8,714 cubic yards removed from between the piers and 44,752 cubic yards removed from Nemadji River and Quebec Wharf channels. The project under which work is being done in this harbor is based upon the report of a Board of Engineers convened in January, 1881, at the request of the Chamber of Commerce of Duluth. At present vessels drawing 12 to 12 feet 6 inches of water can enter the bay through the entry; the shoaling at the mouth of the bay has been gradual, and, in the opinion of the officer in charge, is due in some degree to the diversion of the Saint Louis River water through the Duluth Canal. From a point about midway of the length of the canal RIVER AND HARBOR IMPROVEMENTS. 265 to the Quebec Wharf there exists 16 feet good depth of water. From that point (midway between the ends of the piers) to the lake the ruling depth is 12 to 12 feet 6 inches. One of the first things that should be done is to carry the 16-foot depth out to deep water of the lake. The sum of $100,000 can be profitably expended during the fiscal year ending June 30, 1884, $85,000 to $90,000 of it in dredging, including the amount expended prior to the adoption of the present project. Total amount expended to June 30, 1882, and including outstanding liabilities- Dredging, &c------------------------------------------------ .......................................................... -- $35, 466 71 Piers, beach protection, &c -.............................---............ 313,455 51 348,922 22 Amount expended since adoption of present project is $13,361.03, of which $10,838.55 was for dredging (including necessary expenses in con- nection therewith) and $2,522.48 for repairs of piers, &c. ......----....---... Estimated cost of present project .-----.....---- -----..----... --.......... $312, 080 00 Remaining to be appropriated ..------------- -------- ----------------. 262,080 00 July 1, 1881, amount available----------------------------.......................................... $17,870 54 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------....------ -----.. $13, 357 26 July 1, 1882, outstanding liabilities ..---------------- 51 70 13, 408 96 July 1, 1882, amount available..---------------.....................................-----.. 4,461 58 Amount appropriated by act passed August 2, 1882 ...--.......-- ---- ....--.... 40,000 00 Amount available for fiscal year ending June 30, 1883--...........---......---------... 44, 461 58 Amount (estimated) required for completion of existing project----..---...... 262, 080 00 Amount that can be profitably expended in fiscal year ending June 30, 1884, viz: ...............-----------.........------..............---------. For dredging---------- $85, 000 00 For repairs to piers, beach protection, wall, &c ............ 15, 000 00 100,000 00 (See Appendix C C 2.) 3. Harbor at Grand Marais, 1innesota.-The original project for the improvement of this harbor, adopted in 1879, contemplated dredging within the area bounded by Mayhew's Point and the inner shore-line to sufficient extent to afford anchorage-ground with 16 feet depth of water for vessels seeking refuge in the harbor during storms, and the con- struction of a breakwater jutting out from Mayhew's Point, narrowing the entrance, but affording additional shelter and anchorage. With the appropriation of $20,000 by act of March 3, 1881, it was decided to commence the construction of the breakwater and carry it as far as the funds would admit. After due advertisement for proposals, contract was entered into and the work of construction begun on the 27th of June, 1881. Owing to various delays, arising partly from storms, the season closed leaving the contract unfinished. Work upon the breakwater recommenced June 7, 1882, and was fin- ished June 30, 1882, in a satisfactory manner. Estimated cost of original project-. .-..........-....- .......... ...... $139, 669 40 Amount expended to June 30, 1882 (including outstanding liabilities) -... 36,422 39 Vessels drawing 15 to 16 feet of water can now make the harbor and ride out storms from any direction. The sum of $40,000 will be required, in addition to that asked for the fiscal year ending June 30, 1884, for 266 REPORT OF TIHE CHIEF OF ENGINEERS, U. S. ARMY. enlarging the dredged area, repairs to piers, and to meet the effects of storms, and to close up some openings in the shore through which the seas break, &c. July 1, 1881, amount available.-------------.....----..........----......-----...........----....----.... $25, 322 59 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881------.................----------------...... 14, 686 43 July 1, 1882, outstanding liabilities ..--. -..-- ----..-.... 7, 058 55 21,744 98 July 1, 1882, amount available---------- ............-----------......--------.... 3, 577 61 --....-----.....---...... Amount appropriated by act passed August 2, 1882 ..----.................. 20, 000 00 Amount available for fiscal year ending June 30, 1883.................... 23,577 61 Amount (estimated) required for completion of existing project.......... 79, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884_ 20, 000 00 (See Appendix C C 3.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act of March 3, 1881, Captain Allen was charged with and completed the following: 1. Beaver Bay, Minnesota, to ascertain the cost and practicability of making it a harbor of refuge. (See Appendix C C 4.) 2. Grand Portage Bay and Wans-wan-goning Bay, Minnesota, to deter- mine which, if either, should be made a harborof refuge. (See Appendix C C 5.) The above were transmitted to Congress and printed in Senate Ex. Doc. 103, Forty-seventh Congress, first session. HARBORS ON LAKE SUPERIOR (EAST OF SUPERIOR CITY), ON GREEN BAY, AND ON THE WESTERN SHORE OF LAKE MICHIGAN, NORTH OF MILWAUKEE, WISCONSIN. Officer in charge, Maj. Henry M. Robert, Corps of Engineers. 1. Ontonagon Harbor, Michigan.-Previous to the improvement of this harbor, the entrance at the mouth of the river was variable in position, with not more than 7 feet of water at the shoalest point. The present project was adopted in 1867, and comprised the construc- tion of parallel piers from the river mouth to the 18-foot curve in the lake, with dredging between them, so as to afford a channel of entrance of navigable width and not less than 12 feet deep. The amount ex- pended to June 30, 1882, is $228,034.24, of which $12,189.20 was ex- pended during the last fiscal year. This has resulted in 750 linear feet of pile pier and revetment, and 3,440 linear feet of crib pier, and the removal of 10,546- cubic yards of sand from the outer bar, giving a channel 125 feet wide, with not less than 11 feet water. During the fiscal year ending June 30, 1882, seven cribs were built and placed in extension of the piers, and partial superstructure was con- structed over four cribs. During the fiscal year ending June 30, 1883, the present contract will be completed by placing one crib, six additional cribs will be added to the piers, and partial superstructure will be built over eight cribs. The appropriation of $60,000 asked for during the fiscal year ending June 30, 1884, is for further extension of the piers. The officer in charge recommends that no appropriation be made specifically for dredging, as such work is of but temporary benefit, and all available funds should be applied to the rapid extension of the piers in order to secure a perma- nent channel. RIVER AND HARBOR IMPROVEMENTS. 267 July 1, 1881, amount available ..........--- ............................... 21,754 96 July 1, 188"2, amount expended during fiscal year, exclusive of - outstanding liabilities July 1, 1881 ....-........-. ...... -$12, 189 20 July 1, 1882, outstanding liabilities...... .................... 9, 000 00 21,189 20 July 1, 1882, amount available........................................----------------------------------------565 76 Amount appropriated by act passed August 2, 1882 .........-.. .......... 20, 000 00 Amount available for fiscal year ending June 30, 1883-..........._ ...... 20, 565 76 Amount (estimated) required for completion of existing project-....... . 106, 170 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 60, 000 00 (See Appendix D D 1.) 2. Eagle Harbor,Michigan.-The entrance to this harbor was originally obstructed by a rocky reef, having about 9 feet of water at the shoalest point. The project for its improvement was adopted in 1866 and mod- ified in 1 868, 1874, and 1877. It included the blasting of a channel across the reef having a width of 130 feet, a depth of 14 feet, and marked by a guiding-crib on each side. The work was completed in 1879 as far as the present demands of commerce require. The expenditures to June 30, 1882, have been $93,132.47. Nothing was done during the past fiscal year. The funds available for this work are necessary to provide for repairs which may be required at any time, and are ample for some years to come. No ap- propriation is asked. July 1, 1881, amount available........ --........------.... ................ --------. $3, 867 53 July 1, 1882, amount available--------------------------------------........................................... 3, 867 53 (See Appendix D D 2.) 3. Marquette Harbor, iichigan.-The project for the construction of a breakwater at this harbor was adopted in 1866, and completed by June 30,1876, at a cost of $290,646.55, or $94,483.03 less than estimated. Since then $6,885.99 has been expended on repairs, of which $3,857.83 was expended during the past fiscal year in removing defective timber from the outer 550 linear feet, filling the same with stone, and redecking it. During the fiscal year ending June 30, 1883, this repair work will be continued as far as the funds available will permit. No appropriation was made in 1881, but the exposed condition of the work renders it necessary to have funds on hand available for repairs. For this purpose the appropriation is asked for the fiscal year ending June 30, 1884. The breakwater should be eventually extended 400 linear feet, at an estimated cost of $68,000. July 1, 1881, amount available-------------------------------------.......................................... $4,555 29 July 1, 1 82, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---......................................- - 3,857 83 July 1, 1882, amount available ___....... ..... .......................... 697 46 Amount appropriated by act passed August 2, 1682 .......... ---...... .16, 000 00, Amount available for fiscal year ending June 30, 1883....-- .......... .... 16, 697 46 Amount (estimated) required for completion of existing project . .. ..... 68,000 00 Amount that can be profitably expended in fiscal year ending June, 30, 1884, on repairs.....----..--------......----....-----....---------.........-----....--------------................-..---- 10,000 00 (See Appendix D D 3.) 4. Harborof Refuge at Grand Marais, Michigan.-The project for this work was adopted in 1881, upon the report of a Board of Engineers. The object of the improvement is to furnish a harbor of refuge to the 268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. commerce of Lake Superior by making an artificial entrance into the harbor, having a channel of 18 to 20 feet depth, with a least width of 300 feet between piers 500 feet apart. The natural channel is not more than 6 feet deep and shifting. The amount expended to June 30, 1882, is $2,162.14, of which $252.08 was expended in the past fiscal year. The expenditures have been ap- plied to the surveys and examinations necessary for the development of the project. During the fiscal year ending June 30, 1883, it is proposed to com- mence the construction of twenty-six cribs and the dredging of 30,000 cubic yards of material. This will absorb the funds now available, in- cluding the appropriation of 1882, but cannot be completed until the end of the working season of 1883. The appropriation asked for the fiscal year ending June 30, 1884, is for the purpose of further pier extension. The isolated location of this work, and the fact that no advantage will accrue from it to commerce until about $300,000 have been expended, are reasons for urging large annual appropriations. July 1, 1881, amount available ---..------------------------------------......................................---. --- 28, 089 94 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181 ..-------- -------- ------------ ------ ------ ------ 252 08 July 1, 1882, amount available ------................................----------------------------.....----..... 27,837 86 Amount appropriated by act passed August 2, 1882 .---..................... 40, 000 00 Amount available for fiscal year ending June 30, 1883-.................... 67,837 86 Amount (estimated) required for completion of existing project......-- -.... 380, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix D D 4.) 5. Manistique Harbor, Michigan.-By the acts of 1880 and 1881 the sum of $6,000 was appropriated for this harbor in order to dredge a chan- nel of 150 feet width and 12 feet depth between piers built by a local lumbering company. Dredging was done to the amount of 11,780 cubic yards, and the work was then suspended by reason of the refusal of the company controlling the harbor to rectify their pier-lines when re- building the same. July 1, 1881, amount available, including outstanding liabilities .......... $3, 683 68 July 1, 1882, amount expended------------------------------................................---------.......... 100 57 July 1, 1862, amount available.................-----------------.---------------------............... 3,583 11 (See Appendix D D 5.) 6. Harborat the mouth of Cedar River, Michigan.-The project for this harbor was submitted to Congress December 14, 1881, and proposes to afford a channel of navigable width from the shore-line to the 16-foot curve in the bay, by building piers, each 1,200 feet in length and dredg- ing between them to 14 feet depth, at a cost of $138,000. The natural entrance was covered by a bar having less than 3 feet of water; this was improved by private enterprise so as to give a channel of 8 feet depth for a width of 50 feet. The appropriation of August 2, 1882, and that asked for the fiscal year ending June 30, 1884, are for the commencement of work by pier construction. Amount appropriated by act passed August 2, 1882 ------.-----.------- . $15, 000 00 Amount (estimated) required for completion of existing project ...... ---- -.... 123, 000 00 Amount that can be profitably expended in fiscal year ending June30, 1884. 40, 000 00 (See Appendix D D 6.) RIVER AND HARBOR IMPROVEMENTS. 269 7. Menomonee Harbor, Michigan and Wisconsin.-The project for this harbor was adopted in 1871, and modified in 1874, its object being to afford a channel of navigable width and not less than 14 feet depth by pier extension and dredging. The natural channel was covered by a bar, having on it not more than 6 feet of water for a width of 200 feet. The amount expended to June 30, 1882, is $174,998.14, of which $12,260.91 was expended in the last fiscal year. The expenditures have been applied to the construction of 585 linear feet of slab pier, 2,54( linear feet of pile pier, 1,200 linear feet of crib pier, and the dredging of 201,878 cubic yards of material. The result is a low-water channel 300 feet wide, with not less than 10 feet of water, and included therein a 13-foot channel 75 feet wide. During the past fiscal year six cribs were sunk in extension of the south pier, and partial superstructure was built over 200 linear feet of the same pier. During the fiscal year ending June 30, 1883, five more cribs will be sunk and the superstructure will be continued. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to further pier extension and necessary dredg- ing. The officer in charge again calls attention to the recommendation of the last Annual Report, that the expenditure of future appropriations be made contingent on the establishment of some local authority with power to prevent the mill-owners from dumping material on the bar near the entrance to the harbor. July 1, 1881, amount available..------...--...........----------.--.....------..... $12,220 77 Miscellaneous receipts ....................................... 42 00 $12, 262 77 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181 ..............................................-------------------------------------------.. 12,260 91 ----------- 1 86 July 1, 1882, amount available .......-----------.....---..---..-----.....--.................. Amount appropriated by act passed August 2, 1882 .----.................. 15, 000 00 Amount available for fiscal year ending June 30, 1883-.................... 15, 001 86 Amount (estimated) required for completion of existing project.......... - 22, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 22, 000 00 (See Appendix D D 7.) 8. Oconto Harbor, Wisconsin.-The first appropriation for this work, made by the act of March 3, 1881, was withheld from expenditure until the sense of Congress could be ascertained upon a full estimate for the improvement. The project proposes to secure an 8-foot channel by dredging and the construction of piers at an estimated cost of $125,000. The natural entrance to the Oconto River had less than 2 feet of water in its channel. After some improvement at the mouth of the river the local efforts were directed to forming an artificial entrance where they have built, 1,000 linear feet of slab pier and opened a shallow channel by dredging. During the fiscal year ending June 30, 1883, it is proposed to begin the work by building some 3,000 linear feet of slab pier in extension of the existing piers, and constructing, in connection with three other har- bors in the vicinity, a dredge for future work. The appropriation asked for the fiscal year ending June 30, 1884, if made, will be expended on further pier-extension and dredging. 270 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ........................................----. $10, 000 00 July 1, 1882, amount available ---..................--- ........ .............. 10, 000 00 15, 000 00 Amount appropriated by act passed August 2, 1882 ........--.--...---.......... Amount available for fiscal year ending June 30, 1883...... ............. 25, 000 00 Amount (estimated) required for completion of existing project......---------... 100, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix D D 8.) 9. Pensaukee Harbor, Wisconsin.-The project for improving this har- bor was submitted to the War Department in April of this year. It is proposed to construct an extension of the existing 1,600 linear feet of single slab pier for 2,500 linear feet further, and to dredge a cut, 100 feet wide and 10 feet in depth, from the bay into the harbor, at an estimated cost of $40,000. The natural channel was not over 2 feet in depth, but by private enterprise this had been increased to 10 feet for a width of about 30 feet. During the fiscal year ending June 30, 1883, it is proposed to make a careful survey and to build about 2,000 linear feet of pier. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to further pier extension and to widening the channel by dredging. Amount appropriated by act passed August 2, 1882...................... $10, 000 00 Amount (estimated) required for completion of existing project........---------- 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix D D 9.) 10. Green Bay Harbor, Wisconsin.-The project for the improvement of this harbor was adopted in 1866, and modified in 1872 and 1881, its object being to secure a channel 200 feet wide and 14 feet deep, for 2 miles, between the mouth of Fox River and deep water in Green Bay, including a revetted cut across Grassy Island. The natural channel was circuitous and narrow, with but 6 feet of water at its shoalest point. The expenditures to June 30, 1882, were $240,550, and have resulted in a channel over 2 miles long, 200 feet wide, and 13 feet deep at low- water for one half its width, 10 feet over the other half; also 1,320 lin- ear feet of revetment. During the past fiscal year the sum of $4,850.99 was expended in widening and deepening the channel by removing 18,002 cubic yards of material therefrom. During the fiscal year ending June 30, 1883, dredging of about 76,000 cubic yards is contemplated, and the same work will be continued un- der the appropriation asked for the year ending June 30, 1884. July 1, 1881, amount available.....................................-------------------------------------- $4,850 99 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.....--_----------------- ---_--------....... _-- 4, 850 99 Amount appropriated by act passed August 2, 1882 -... - __ ___ .. 20, 000 00 Amount (estimated) required for completion of existing project .... ....47, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix D D 10.) 11. Harbor of Refuge at entrance to Sturgeon Bay Canal, Wisconsin.- The project for the improvement of this harbor was adopted in 1873, and modified in 1879, and again in 1880, the object being to protect the lake entrance of the canal, and to afford an outer basin of navigable width, and of at least 13 feet depth. The project as modified comprises two sand-tight piers, each about 1,200 feet long, converging over the RIVER AND HARBOR IMPROVEMENTS. 271 mouth of the canal, to an entrance 235 feet wide, whence detached piers extend 150 feet further, widening the entrance to 335 feet; also a double row of fender-piling at the entrance, and the dredging of the small har- bor thus formed so as to secure a least depth of 16 feet therein. The modifications of the original project consisted of 1,392 linear feet of sheathing for the pile piers, 330 linear feet of fender-piling, and 300 linear feet of crib pier at the entrance; but they will not add to the estimated cost of the work as a whole, which is $180,000. The expenditures to June 30, 1882, have aggregated $129,977.53, resulting in 1,600 linear feet of revetted pile pier, 1,100 linear feet of crib pier, 330 linear feet of fender-piling, and 17,047 cubic yards of dredging, which completes the piers as projected, excepting some su- perstructure, and gives a channel 75 feet wide and 14 feet deep from the lake to the canal entrance. During the past fiscal year the sum of $12,728.70 was expended in building guide-piling superstructure and dredging 8,883 cubic yards of material. During the fiscal year ending June 30, 1883, anchor-rods and guard- rails will be put on the piling, 30,000 cubic yards of dredging will be done, and a dredger will be built in connection with three other harbors. The appropriation asked for the year ending June 30, 1884, if granted, will be applied to completing the superstructure and dredging. In compliance with a resolution of the United States Senate, a Board of Engineer officers has been appointed to ascertain the cost of the canal for the information of Congress. July 1, 1881, amount available...............................------ --- .... ... $10, 731 17 Miscellaneous receipts.........................----- .....--- ...----......---.... 20 00 10,751 17 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- .....-------........---- ....--..--......................-----. -- 10, 728 70 July 1, 1882, amount available ....- ..----................................ 22 47 Amount appropriated by act passed August 2, 1882...................... 20, 000 00 Amount available for fiscal year ending June 30, 1883--...---................. 20, 022 47 _30, Amount (estimated) required for completion of existing project........... 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix D D 11.) 12. Ahnepee Harbor, Wisconsin.-The present project was adopted in 1875, and modified in 1880 by the addition of sand-tight sheathing to the pile piers, the object being to afford a limited inner harbor, and an entrance channel of not less than 12 feet in depth. The natural chan- nel was narrow, with a least depth of 1 foot. The amount expended to June 30, 1882, including expenditures prior to the adoption of the pres- ent project, is $107,728.25, resulting in a channel 50 feet wide, with a least depth of 10 feet, and deepening a channel through the inner har- bor. This was done by the construction of 975 linear feet of pile pier, 350 linear feet of crib pier, and the removal of 54,278 cubic yards of sand and mud, and about 10,980 cubic yards of rock. Besides the above work, the city of Ahnepee expended $1,803.78 in blasting out a channel through the rocky bed of the river above the bridge. During the past fiscal year operations were suspended until a further appropriation would permit of resuming the work economically. In June, 1882, work was recommenced, and during the fiscal year ending June 30, 1883, will be continued on twelve cribs for pier extension, to 272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be filled with rock to be taken from the channel by drilling, blasting, and dredging. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to further pier extension and rock removal. The inner harbor has been damaged by the neglect of the local au- thorities to require the proper protection of private property adjacent thereto. The officer in charge refused to repair the damage at the ex- pense of the United States, on the ground that the government should not be expected to do its work a second time from the result of private or corpdrate neglect to protect their own property. The repairs were finally commenced by the city authorities. July 1, amount available .. _ .... .......................................... $7, 518 62 Received from sale of property--..---.........-----..------.......--...--..............------------- 200 00 7,718 62 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...---------..... - -..--..- -------- ........................... 2, 446 87 ..-..........-----......................... July 1, 1882, amount available--- 5,271 75 Amount appropriated by act passed August 2, 1882-_ _-....... ..-........ . 12,000 00 Amount available for fiscal year ending June 30, 1883........-.... ........ 17, 271 75 Amount (estimated) required for completion of existing project ........... 50, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix D D 12.) 13. Kewaunee Harbor, Wisconsin.-The project for the improvement of this harbor was adopted in 1881, its object being to obtain a channel having a least depth of 12 feet by an artificial entrance, with piers from the shore line to the 18-foot curve, at an estimated cost of $200,000. The natural entrance was not more than 20 feet wide, with a depth of about 2 feet at the shoalest point, and covered by an extensive reef of bowlders. The work was commenced in 1881, and the expenditures to June 30, 1882, are $10,172.45, of which $8,042.72 was defrayed by the town of Kewaunee. The work, so far, was all done in the past fiscal year, and includes 527 linear feet of sand-tight pile-pier, of which 250 linear feet has been completed, and 275 linear feet is now in process of construc- tion. No harbor facilities can be obtained until the piers are further extended and a cut dredged across the spit. During the fiscal year ending June 30, 1883, it is proposed to build 400 linear feet of pile-pier. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to further pier extension and dredging. July 1, 1881, amount available --------. ---....... _ ..........-........ $4, 778 25 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... ......-...............................-- 1, 907 98 July 1, 1882, amount available ..........------------------......--..........---........--..... 2, 870 27 Amount appropriated by act passed August 2, 1882 ...................... 12. 000 00 Amount available for fiscal year ending June 30, 1883 ................ 14,870 27 Amount (estimated) required for completion of existing project .... ...... 174, 957 28 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50,000 00 (See Appendix D D 13.) 14. Two Rivers Harbor, Wisconsin.-The project for the improvement of this harbor was adopted in 1870 and modified in 1877, its object be- ing to afford a channel of navigable width and not less than 12 feet in depth, by dredging to 14 feet, and building piers to the 18-foot curve. RIVER AND HARBOR IMPROVEMENTS. 273 The natural entrance had but 2 to 3 feet of water over the bar covering it. The expenditures to June 30, 1882, have aggregated $174,982.64, of which $22,375.61 was expended during the past fiscal year, resulting in 2,020 linear feet of revetted pile-pier, 1,400 lineai1 feet of crib pier, and 153,606 cubic yards of dredging, giving a channel 100 feet wide, having a least depth at low-water of 12 feet between the piers and an average depth of over 10 feet in the inner harbor. During the past fiscal year 6 cribs and 500 linear feet of superstruc- ture were added to the piers, and 20,594 cubic yards of material re- moved by dredging. During the fiscal year ending June 30,1883, it is proposed to add two cribs and over 600 linear feet of superstructure to the piers, and to further dredge in the channel. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to further pier extension and dredging. July 1, 1881, amount available ...----............ ---.......---- .....-- -. $21,267 96 Miscellaneous receipts ......----------------------..................-----.........--------.......----.... ---- 20 00 21,287 96 July 1. 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .-...---.... ............ ...................... . 21,~270 60 July 1, 1882, amount available......----....--------...... ------......----....-.............. 17 36 Amount appropriated by act passea August 2, 1882.--......-............ 15,000 00 Amount available for fiscal year ending June 30, 1883- ................... 15, 017 36 Amount (estimated) required for completion of existing project- .......... --- 75, 588 80 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix D D 14.) 15. Manitowoc Harbor, Wisconsin.-The project for the improvement of this harbor was adopted in 1866 and modified in 1872 and in 1881, its object being to afford a channel of navigable width and not less than 14 feet depth at low-water, at a total estimated cost of $308,182.54. The natural entrance was only about 3 feet deep at the shoalest point. The expenditures to June 30, 1882, have aggregated $243,789.67, which sum does not include $8,000 appropriated in 1852. The expenditures have resulted in 3,370 linear feet of crib-pier and 115,806 cubic yards of dredging, giving a channel 150 feet wide and not less than 11 feet deep at low-water. R Ci During the past fiscal year 200 linear feet of superstructure was added to the piers, and some incomplete superstructure finished by filling with stone and planking, at a total expenditure of $5,124.38. Dredging to the amount of 8,949 cubic yards was (lone at the expense of the city. During the fiscal year ending June 30, 1883, it is proposed to further deepen the channel by dredging up to the shore line. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be applied to pier extension and dredging. ......--..-------------......----....---......-............---...... July 1, 181, amount available------ $5, 112 71 Miscellaneous receipts .---........ -------.... ......----........--....-------...--....------.... 42 00 5, 154 71 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 881- ..--.----------.......----..-...----............----------..--..--............ 5, 1-24 38 July 1, 1882, amount available ....-...................................... 30 33 Amount appropriated by act passed August 2, 1882..--..-................. 10, 000 00 - Amount available for fiscal year ending June 30, 1883... ......--... . 10,030 33 18 E '274 REPQRT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project ... ......- $54, 362 54 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix D D 15.) 16. Sheboygan Harbor, Wisconsin.-The projects for the improvement of this harbor from 1852 to 1873 were completed within their estimated cost, and had for their object to obtain a 12-foot channel by piers to the 12-foot curve and dredging. In 1873 the project was modified to secure a deeper channel-how much not being stated-by further pier exten- sion and dredging. The present project was adopted in 1881; its esti mated cost is $150,000, and its object is to carry the piers rapidly over the bar to the 20-foot curve, with dredging to secure a channel of 18 feet at the entrance and 14 feet at the shore line. The natural channel had not to exceed 4 feet depth of water. The total expenditures by the United States have aggregated $195,789.31. Besides this a considerable sum (about $55,000) was ex- pended by the city and county of Sheboygan. The results are 3,207 linear feet of pier and 119,787 cubic yards of dredging, giving a channel which at present carries not more than 10 feet of water. During the past fiscal year the sum of $12,519.23 was expended in dredging 11,671 cubic yards of material and building 157k linear feet of pier. During the fiscal year ending June 30, 1883, the work of pier exten- sion now under contract will be completed, comprising five cribs and superstructure over six. Five new cribs with superstructure will be added to the piers, and a new dredge will be built in connection with three other harbors in the vicinity. Dredging necessary to keep the channel open will also be done. The appropriation asked for the fiscal year ending June 30, 1884, will be used in further pier extension and dredging. The only means of securing a permanent channel is stated by the officer in charge to con- sist in rapid extension of the piers to deep water; hence a liberal appro- priation is urged as a matter of economy and of necessity to the coim- merce of this important harbor. July 1, 1881, amount available........................................ $31, 178 83 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.................. .... $11, 519 23 July 1, 1882, outstanding liabilities .............. ........... 19, 659 60 - -- 31, 178 83 Amount appropriated by act passed August 2,1882....------------------................... 30, 000 00 Amount (estimated) required for completion of existing project ....... 95, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.- 90, 000 00 (See Appendix D D 16.) 17. Port Washington Harbor, Wisconsin.-The project for the improve- ment of this harbor was adopted in 1869 and modified in 1870, 1876, and 1881, its object being to afford a channel of navigable width with interior basins, having a least depth of 12 feet, including piers to the 14-foot curve. The natural channel was very narrow, with not more than 1 foot in depth at the shoalest point. The expenditures to June 30, 1882, have aggregated $134,768.25, re- sulting in 406 linear feet of pile revetment, 1,640 linear feet of crib-pier, and 230,010 cubic yards of dredging between the piers and in the basins, giving a channel 75 feet wide and 12 feet deep, with two interior basins of 8 to 12 feet in depth, and a combined area of 5@ acres. During the past fiscal year eleven cribs and superstructure over two were added to the piers, and 49,063 cubic yards were dredged from RIVER AND HARBOR IMPROVEMENTS. 275 basin and channel. The expenditure during the same time was the $28,778.89. A twelfth crib was nearly finished at the end of the fiscal year. During the fiscal year ending June 30, 1883, partial superstructure will be built over 850 linear feet of pier, and a dredge will be built in connection with three other harbors in the district. The appropriation asked for the fiscal year ending June 30, 1884, if granted, will be used in further pier extension and dredging. The officer in charge has called the attention of the local authorities to the fact that work once done by the United States within the shore line must be preserved by the local interests. July 1, 1881, amount available....... ......... .... ...... ............ .. $31, 061 93 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........................ $28, 330 18 July 1, 1882, outstanding liabilities. .......... .. ........ 2,731 75 31, 061 93 Amount appropriated by act passed August 2, 1882..... .............. 17, 000 00 Amount (estimated) required for completion of existing project ......... 27, 027 17 Amount that can be profitably expended in fiscal year ending June 30, 1884. 27, 000 00 (See Appendix D D 17.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major Robert was charged with and completed the following, the results of which were transmitted to Congress and printed as Senate Ex. Doc. 12, Forty-seventh Congress, first session: 1. Harbor at mouth of Cedar River, Green Bay, Michigan. 2. Mouth of Cedar River, Green Bay, Michigan. (See Appendix D D 6.) CONSTRUCTION OF HARBOR OF REFUGE, MILWAUKEE BAY-IMPROVE- MENT OF THE HARBORS OF MILWAUKEE, RACINE, KENOSHA, AND WAUKEGAN, LAKE MICHIGAN-IMPROVEMENT OF FOX AND WISCON- SIN RIVERS. Officer in charge, Maj. D. C. Houston, Corps of Engineers, with Capt. F. A. Hinman, Corps of Engineers, under his immediate orders. 1. Harbor of Refuge, Milwaukee Bay, Wisconsin.-This work, as de- scribed in the last annual report of this office, was commenced during the fiscal year ending June 30, 1882, by the construction of 1,400 feet of the breakwater, without superstructure, commencing at the northern end. Future appropriations will be applied to the extension of the breakwater southward. There has been expended on this work up to June 30, 1882, $51,945.44. During the month of July, 1882, the work will be extended so as to give about 1,000 feet in depths from 12 to 22feet. It is recommended, for reasons stated under the head of Improvement of Milwaukee Harbor, that the appropriations hereafter be under one head, viz: Harbor of Refuge, Milwaukee Bay and Milwaukee Harbor, Wis. July 1, 1881, amount available---- ............................--..........--. $99, 827 80 July 1, 1882, amount expended during fiscal year, exclusivb of outstanding liabilities July 1, 1881............ .----..... $51, 773 24 July 1, 1882, outstanding liabilities ...................--. 5, 294 66 -- 57, 067 90 July 1, 1882, amount available-............--..... ................--... 42,759 90 Amount appropriated by act passed August 2, 1882.... .............. ... 100, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 142,759 90 276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project ....- ....-.. $600, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 300, 000 00 (See Appendix E E 1.) 2. Milwaukee Harbor, Wisconsin.-The original depth of water at the entrance to this harbor was at times not more than 31 feet, and the principal commerce of the port was conducted from wharves in the open lake. The present plan of improvement was adopted in 1852, and con- sisted originally in cutting a channel from the river to the lake, known as the "North Cut," and the construction of parallel piers for its pro- tection, so as to give a navigable depth of 12 feet. Since then, the piers have been extended and the channel deepened, so that there is now a channel 18 feet deep and of sufficient width. There was expended on this harbor up to June 30, 1881, by the United States, $263,529.06 in addition to $321,355.66 expended by the city of Milwaukee, with the re- sults above stated. - There has been expended during the year ending June 30, 1882, $6,211.16 in pile protection of south pier and repairs. It is estimated that an average annual expenditure of $10,000 will probably be necessary for the maintenance of this harbor by pier work and dredging. As this amount is irregular, some years much less being. necessary, no special estimate is made for this harbor for the fiscal year ending June 30, 1884, but it is recommended that the appropriations for harbor of refuge, Milwaukee Bay and Milwaukee Harbor, Wisconsin, be made under one head, so much of the same as may be necessary to be applied to maintaining the channel and works at the river mouth. ----------------------------- $11,319 11 July 1,1881, amount available--..-....................................... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----------.. ---------------------------------- 6,211 16 July 1, 1882, amount available----......-----....--.... ...--------..-----......------....--.... --.... 5, 107 95 Amount appropriated by act passed August 2, 18'2 ............ .......... 10, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 15, 107 95 (See Appendix E E 2.) 3. Racine Harbor, Wisconsin.-The original depth of water at the en- trance to this harbor was not more than 6 feet at any time, generally less, and at times the entrance was entirely closed. The present plan of improvement was adopted in 1843, and consisted originally in the construction of parallel piers at the river mouth, and dredging between them so as to obtain a navigable channel of 12 feet. The piers have been continually extended to exclude the drift along the shore and to provide for deepening the channel to 15 feet or more. There was expended on this harbor up to June 30, 1881, $201,045.15, resulting in a navigable channel of 14 feet. During the year ending June 30, 1882, superstructure was built over 100 feet of north pier ex- tension, and dredging 7,757 yards of muterial fro:n the channel, giving a depth of 14 feet, and 50 feet in width. The funds available for the year ending June 30, 1883, will be applied to dredging and pier work. It is proposed to apply the amount estimated for the year ending June 30, 1884 to pier extension, repairs, and dredging. It is estilated that an average annual expenditure of $8,000 is re- quired for the maintenance of this harbor. RIVER AND HARBOR IMPROVEMENTS. 277 July 1,1881, amount available.----...........--...---.....---..------..-----------......----.---------...... $5,994 07 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......----------------..-----------------.... 4, 860 89 -----.......................... July 1,1882, amount available--...----..----...........-----------------.....------................... 1,133 18 Amount appropriated by act passed August 2, 1~82 .....--- - ---- ---. 7, 000 00 8, 133 18 Amount available for fiscal year ending June 30, 1883--....----.....--- -..--...... Amount (estimated) required for completion of existing project..-------..---...--. 9, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 9, 000 00 (See Appendix E E 3.) 4. Kenosha Harbor, Wisconsin.-The original depth of water at the entrance to this harbor never exceeded 4 feet, and the entrance was entirely closed by northeast storms. The present plan of improvement consisted in the construction of two parallel piers at the river mouth, and dredging between them, so as to obtain a navigable depth of 12 feet. Since then it has been expected to obtain a depth of 15 feet or more by extending the piers and dredging. There was expended on this harbor up to June 30, 1881, $200,271.52, resulting in a navigable channel with a depth not less than 11J feet. During the year ending June 30, 1882, the north pier was extended 50 feet except superstructure. The funds available for the year ending June 30, 1883, will be applied to building superstructure over 100 feet of north pier extension, and in repairs. "Itis proposed to apply the amount estimated for the year ending June 30, 1884, to pier extension, repairs, and dredging. It is estimated that an average annual expenditure of $8,000 is re- quired for the maintenance of this harbor. July 1, 1881, amount available... ............. ........ ............ $5, 682 05 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .............................. . 4,803 12 ................. July 1, 1882, amount available......................................... 878 93 Amount appropriated by act passed August 2, 1882............... ..... ...... 6, 000 00 Amount available for fiscal year ending June 30, 1883................. ... 6, 878 93 Amount (estimated) required for completion of existing project----.......----.... 51,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 16, 000 00 (See Appendix E E 4.) 5. Waukegan Harbor, Illinois.-The present project was adopted in 1880, the object being to inclose a small basin by projecting piers into the lake, so as to protect vessels. It is proposed to modify the plan mentioned in my last annual report by reducing the size of the basin and obtain additional room by dredging a channel from the basin through the low ground between the lake and the bluffs. This will reduce the amount of pier-work about one-half, and give a much better protected harbor at less cost. There has been constructed during the past year a pier commencing at the lake shore and extending easterly about 300 feet, thence southerly about 380 feet. There has been expended on this harbor up to June 30,1882, $15,743.82. It is proposed to apply the funds available for the year ending June 30, 1883, in constructing a pier running easterly from the shore about 850 feet south of the present north pier, and also a pier running easterly from the end of the breakwater, as now built. 278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the amount estimated for the year ending June 30, 1884, to completing the pier-work and dredging a chann e through the low ground between the lake and the bluff. July 1, 1881, amount available...- ..... ....... .......... .... .......... $29, 363 63 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-.---... .......... .. $15, 107 45 July 1, 1882, outstanding liabilities .......................... 1,265 65 16, 373 10 July 1, 1882, amount available ..--...... ....................-...... 12, 990 53 Amount appropriated by act passed August 2, 1882...... ................ 20, 000 00 Amount available for fiscal year ending June 30, 1883--................ 32,990 53 Amount (estimated) required for completion of existing project.......... 60, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 (See Appendix E E 5.) 6. Fox and Wisconsin Rivers.-The improvement on the Fox River, consisting principally of twenty-two locks, eleven dams, and 71 miles of canal, were purchased in 1872 of the Green Bay and Mississippi Canal Company. The locks and dams were of a temporary character, except one lock, and generally in bad condition. Navigation was practically stopped on the Lower Fox, and suspended on the Upper Fox in low-water. The plan of improvement was to rebuild all of the locks and dams, making the locks of masonry, and the dams either of masonry or of crib- work filled with stone. This was almost equivalent to an entire new work. There have been constructed twelve new locks of masonry, seven of which replace eight old ones, and five are additional. Twelve new dams have been built, seven replacing old ones. A new retaining wall of solid masonry, 800 feet long and 21 feet high, for the canal at Appleton, has been completed. The canal at Portage, 21 miles long, connecting the two rivers, has been deepened to 6 feet and widened to 75 feet. All the locks have been put in as good order as possible. Twelve cut-offs have been made, with a total length of about 5- miles. Nearly 2,000,000 cubic yards of material have been dredged from the channels, canals, and cut-offs. The canal banks have been raised and strengthened, five dwellings built for lock-tenders, &c. The result of these works is that the Fox River is navigated throughout the year by steamboats. The amount expended on the improvement of the Fox and Wiscon- sin rivers up to June 30, 1881, is $2,134,010.44. In 1874, a revised esti- mate was made for completing this work, according to plans adopted, amountingto $3,599,105. Since then $1,420,000 have been appropriated, leaving for completion $2,179,105. An additional estimate for canal at mouth of Lake Winnebago was made in Annual Report of 1876, of $146,558, increasing the above to $2,325,663. There has been expended during the year ending June 30, 1882, on the Fox River, $73,936.47; on the Wisconsin River, $39,919.97; total, $113,856.44. The results of the expenditures will not be manifest until the work is completed, although, as above stated, navigation over a large portion of the line has been greatly improved. The foregoing estimates were made on the supposition that adequate appropriations would be granted. The appropriations for the past five years have been entirely inadequate for a work of this magnitude. Those for the past two years, $125,000, would not be much more than suffi- RIVER AND HARBOR IMPROVEMENTS. 279 cient for the annual maintenance of the work if it were completed; of the $125,000 but $75,000 was available for the Fox. Deducting the cost of dredging operations and necessary cost of repairs of old work, there is not sufficient to warrant the construction of new work. Some of the old locks are in bad condition and liable to become un- serviceable, which would destroy existing navigation. If they could all be replaced with masonry locks the cost of maintenance would be greatly reduced. There can be profitably expended during the year ending June 30, 183, the sun of $500,000 in carryingout the project. On the Wisconsin River there was no navigation at low-water, owing to sand-bars. Two hundred and six dams of brush and stone, with a total length of 98,992 feet, bave been built. These are distributed over about 50 miles of the river. The object of these dams is to reduce the width of the river so as to concentrate the force of the current in a nar- row channel and increase the depth by scouring out the sand which con- stitutes the bed of the stream. Wherever the channel has been sufficiently contracted an increased depth has resulted. During the past year the channel has been contracted continuously to a width of 300 feet at low-water for a distance of 7 miles below Por- tage, as recommended by the Board of Engineers. This continuous con- traction will be continued for a distance of 12 miles below Portage. The following work remains to be done to complete the improvement of the Fox River: On the Lower Fox.-Rebuilding nine locks and two dams; deepening channel to 6 feet; constructing guard-gates at heads of canals at Me- nasha, Appleton, Kaukauna, Rapid Croche, and Little Kaukauna; con- structing waste-weirs in dams; lengthening Rapid Crohe lock; build- ing lock-tenders' dwellings; strengthening and paving canal banks. On the Upper Fox.-Rebuilding four locks at Portage, Governor's Bend, and Montello, and two dams at Governor's Bend and Montello; widening canals at Berlin, White River, Princeton, and Grand River, and protecting their banks ; protecting river banks where they are lia- ble to wash; dredging channel of river to 6 feet in depth and 100 feet in width, and placing buoys to mark channel; building lock-tenders' houses. On the Wisconsin River.-About 300,000 feet of wing-dams. It is proposed to apply the funds now available and estimated for the year ending June 30, 1884, to continuing the work in accordance with the plans adopted. July 1,1881, amount available---------........................................ $158, 541 57. Tolls received and deposited to credit of appropriation .-............... 2, 438 13 Fuel sold officers and deposited to credit of appropriation----........... ---- 230 84 161,210 54 July 1, 1881, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881.... .................................... 113,856 44 July 1, 1882, amount available ........................ - ..-....- -- .... 47, 354 10 Amount appropriated by act passed August 2, 1882-.....- .. --......... 200,000 00 Amount available for fiscal year ending June 30, 1883................. 247, 354 10 Amount (estimated) required for completion of existing project........ 2, 125,663 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 500 000 00 (See Appendix E E 6.) Resolutions of inquiry of the Senate of December 7, 1881, and of tL e House of Representatives of February 10, 1882, as to whether the govern- 280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment works on the Fox and Wisconsin rivers improvement at Menasha and Appleton, Wisconsin, were the cause of the injuriously high stage of water in Lake Winnebago and vicinity; and, if so, what remedy can be applied without radical change in the present adopted plan of improvements, were referred to Lieutenant-Colonel Houston for reply. His report thereon, affording all necessary information in regard thereto, was duly transmitted to Congress, and printed as Senate Ex. Doc. No. 53, and House Ex. Doc. No. 93, Forty-seventh Congress, first session. (See, also, Appendixes E E 7 and 8.) IMPROVEMENT OF THE HARBORS OF CHICAGO AND CALUVIET, LAKE MICHIGAN-IMPROVEMENT OF ILLINOIS RIVER. Officers in charge, Maj. G. J. Lydecker, Corps of Engineers, to June 1, 1882; since which Maj. W. H. H. Benyaurd, Corps of Engineers. 1. Chicago Harbor,Illinois.-The project of improvement now in course of execution at this harbor, was adopted in 1870, and modified in 1878. The objects in view are, first, the formation of an outer harbor, adjoin- ing the entrance to the Chicago River, and designed to furnish increased commercial facilities, by relieving the river from its overcrowded condi- tion; second, the creation of a harbor of refuge affording a good anchor- age in deep water, and safe access to the outer harbor and river. The amount expended since 1870, in the execution of this project, is $937,317.64, and has resulted in the practical completion of the outer harbor, except the dredging necessary for o'.taining the contemplated depth of 16 feet at low-water, and in the construction and sinking of 1,536 feet of cribs for the exterior breakwater. The money appropriated by act passed August 2, 1882, will be ap- plied to continuing work on the exterior breakwater, and to dredging in the outer harbor. The amount of $250,000 asked for the fiscal year ending June 30, 1884, is necessary for continuing the work now in progress. The funds now available will complete 1,300 feet more of the breakwa- ter, leaving 2,600 feet still to be finished. For this purpose the appro- priation of $200,000 is asked. The work of deepening the outer harbor should also be continued, and this will require $50,000 in addition. This will excavate about 200,000 cubic yards. July 1, 1881, amount available........-----------..-------....--..... ...--- ------ ...--..--...... .... $248, 025 75 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................------------------... $175, 673 77 July 1, 1852, outstanding liabilities.... .--............... --.... 30, 499 43 206, 173 20 July 1, 1882, amount available------------ --------------------------......................................... 41,852 55 Amount appropriated by act passed August 2, 1882-- .-.....-....-- ......-. 200, 000 00 Amount available for fiscal year ending June 30,1883 ................... 241, 852 55 Amount (estimated) required for completion of existing project......---------- .... 384, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 250, 000 00 (See Appendix F F 1.) 2. Calumet Harbor,Illinois.-The present project for the improvement of this harbor has for its object the creation and maintenance of a channel 300 feet wide and 16 feet deep from Lake Michigan to Calu- met River. The original projected depth was 13) feet, but it was found e RIVER AND HARBOR IMPROVEMENTS. 281 necessary to increase this to 16 feet to accommodate the larger class of vessels that sought an entrance to the harbor. The amount expended to June 30, 1882, is $325,986.55, and has re- sulted in securing a channel from 13 to 16 feet deep at low-water. The channel was dredged to this latter depth, but has been partially filled up. The above work was accomplished by dredging 350,983 cubic yards, and constructing 4,860 linear feet of pier-work. The appropriation of $56,000 asked for is to be applied to extending the south pier a farther distance of 500 feet, and to dredging between the piers. With the completion of this latter work it is believed that no further work will be needed for the present. July 1, 1881, amount available...........------------ ----....------..--...- ..- ..-..----....----.... $30, 202 97 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-......................... $29, 080 95 July 1, 1882, outstanding liabilities --....... ............ ... 108 57 29, 189 52 July 1, 1882, amount available -----...----------..--....---...--....------.........----------............. 1,013 45 Amount appropriated by act passed August 2, 1882...................... 35, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 36, 013 45 Amount that can be profitably expended in fiscal year ending June 30, 1884. 56, 000 00 (See Appendix F F 2.) 3. Illinois River.-From 1869 to 1880 the improvement of this river, as carried on by the general government, consisted chiefly in dredging channels through the worst bars, and in constructing wing-dams and dikes. This work was designed to afford a temporary relief to navigation and ultimately constitute a part of the radical improvement of the river by the slack-water system. The amount expended in that way to June 30, 1880, was $550,450.55, and resulted in giving a navigable depth over the worst bars of 4 feet. The State of Illinois has constructed two locks on the river, at Cop- peras Creek and at Henry. The present project contemplates the ex- tension of this slackwater system of improvement 100 miles farther down. This is to be accomplished by the construction of two locks and dams; that part of the river between the lowest lock and the mouth is to be improved by dredging. The high stage of water during the past season, extending, it might be said, throughout the entire working season, has greatly interfered with the operations. The water reached a point on the 19th of June, higher than was ever known before. It was expected that the founda- tions of the locks and the walls of the lock at Kempsville would be well advanced by the end of the fiscal year, but the flood retarded the work. At the close of the fiscal year the new dredge was almost completed; the machinery for the work and the timber and material for the founda. tion of the Kempsville lock had been purchased; arrangements had been made to push also the construction of the foundations of the lock at La Grange. With the funds now on hand, the foundations of both locks will be completed and contracts made for the stone for the walls of the locks and abutments, and the construction of the same; the work will be car ried on at both locks. The amount, $225,000, asked for the fiscal year ending June 30, 1884, if granted, will be applied to the same object, the entire amount being considered necessary to cover the cost of the work that should be in progress during that year. 282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ...... .. _............ ............. -.... $363, 866 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-...... . .... $74, 124 21 July 1, 1882, outstanding liabilities ... ....... ..... ..... .. 8, 422 30 82, 546 51 July 1, 1882, amount available ...------ .......-..-.............. 281,319 53 Amount appropriated by act passed August 2, 1882 ......-...... . . 175.000 00 Amount available for fiscal year ending June 30, 1883.--.------...---------.......... 456,319 53 Amount (estimated) required for completion of existing project . - Amount that can be profitably expended in fiscal year ending June 30, 1884. -........ 77,512 19 225,000 00 (See Appendix F F 3.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major Lydecker was charged with, and completed, the following, the results of which were transmitted to Congress and printed as Senate Ex. Doc. No. 77, Forty-seventh Congress, first session: The Calumet River from South Chicago to the village of Pullman, on Lake Calumet. (See also Appendix F F 4.) IMPROVEMENT OF THE HARBORS OF MICHIGAN CITY AND NEW BUF FALO, LAKE MICHIGAN. Officer in charge, Maj. Jared A. Smith, Corps of Engineers. 1. Harbor at Michigan City, Indiana-OuterHarbor.-Duringthe year the breakwater has been extended eastward 150 linear feet, leaving 166 feet to complete that part of the work. The condition of the harbor is essentially the same as last year. It was originally simply the mouth of a creek which was generally obstructed by sand-bars. A project for its improvement, with special reference to making it a harbor of refuge, was adopted in 1870, and begun in the autumn of 1872. The improvements thus far have been such that the present commerce is more than five times greater than it was ten years ago, and is rapidly increasing. They have been such that the largest class of vessels can now enter the harbor at all times, save when closed by ice. The re- ceipts at the harbor during the last year had an aggregate value of not less than $4,000,000. The entrance is sufficiently deep for all ordinary purposes, but the incomplete condition of the work permits currents, which have resulted in wrecking several vessels that were attempting to enter in storms. The number of wrecks from this and similar causes is twenty-six, be- sides many injuries to other vessels. The necessity for a better entrance and larger anchorage is urgent. The present outer basin affords no anchorage or room for commercial purposes, and it is not only greatly needed for both, but the amount to be dredged is annually increasing by drift, and adding to the expepse for its removal. Designs have been made and approved by a Board of Engineers for enlarging the outer harbor to remtiedy the present defects and meet the future requirements. The main feature of the improvement in plan con- sists of constructing an additional breakwater farther from the shore and west of the present work, its length to be 2,000 feet. It should be built in a permanent manner, and is estimated to cost $207.25 per linear foot. RIVER AND HARBOR IMPROVEMENTS. 283 There has been expended in constructing, repairing, and maintaining the work the sum of $408,988.50. The estimated amount to complete the work in such manner as to make a harbor of refuge is $527,000. As the work can be constructed more economically by large appro- priations than small ones $200,000 is asked for the next fiscal year. It is proposed to apply the appropriation of August 2, 1882, and that now asked for in dredging in the present basin and constructing the new breakwater as far as possible in order to improve the entrance and afford protection for vessels at anchor. July 1, 1881, amount available .---................. .. .................. . $28, 328 68 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .............--..... ..... $25, 630 93 July 1, 1882, outstanding liabilities.----...-------.----. . 1, 686 25 -- 27, 317 18 July 1, 1882, amount available......-----.....................--......--........ 1,011 50 Amount appropriated by act passed August 2, 1882 ...................... 60, 000 00 Amount available for fiscal year ending June 30, 1883 -................-. 61,011 50 Amount (estimated) required for completion of existing project .......... 527, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 200, 000 00 (See Appendix G G 1.) Inner Harbor.-The channel has been extended its full width to E street; the dock cut on the north side is carried a further distance of 450 feet, and that on the south side 600 feet. This has extended the dock line 1,675 feet on the east and north, and 1,425 feet on the west and south side. The work done has been equivalent to extending the channel its full width a distance of 2,000 feet; thus adding that amount of wharf room on each side, a total of 4,000 feet. All this room is rap- idly being occupied for commercial purposes. The present project contemplates the further extension of the work a distance of about 2,000 feet. There has been expended to June 30, 1882, the sum of $64,593.94, in- cluding liabilities. The amount estimated to complete the work is $30,000, which can be profitably expended during the fiscal year ending June 30, 1884. July 1, 1881, amount available..-........ .......................... ... . $28, 935 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ... ....... ---.-.... $27, 970 60 July 1, 1882, outstanding liabilities ..-............ ..... .... 558 60 28, 529 20 July 1, 1882, amount available.--------- -------------- ..........--------- ................--.... .... 406 06 Amount appropriated by act passed August 2, 1882. ......-.. .........- . '20, 000 00 Amount available for fiscal year ending June 30, 1883..................... 20, 406 06 Amount (estimated) required for completion of existing project ... .......-- 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix G G 1.) 2. Harborat New Buffalo, Michigan.-The appropriation of $5,000 in the river and harbor act of August 2, 1882, was the first made for this harbor since 1872, making the whole amount appropriated from 1852 to date $83,000. The balance remaining on hand to the credit of the work July 1, 1881, was app]lied during the last fiscal year to repairs as far as the funds would 284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. admit, the outer portion of the pier built in 1.873 having been almost en- tirely renewed. The results of a survey made to comply with provisions of the river and harbor act of March 3, 1881, for a harbor of refuge at this place, were transmitted to Congress December 16, 1881, and in compliance with a resolution of the House of Representatives of February 21, 1882, ask- ing for further information as to the condition of the harbor, and what appropriation would be required to make it a harbor of refuge, an addi- tional report, submitting an estimate from the officer of Engineers in charge of $150,000 was transmitted to the House of Representatives and printed as House Ex. Doc. No. 104. (See Appendix to this report.) The application of the appropriation of August 2, 1882, is held under advisement. July 1, 1881, amount available......---------- ---......-----.......------.........------...-------...... $4, 637 59 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----.. ------.--------------.---- -..- - ----- .- 4, 637 59 Amount appropriated by act passed August 2, 1882 ..--------------------- 5, 000 00 (See Appendix GG 2.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Major Smith was charged with and completed survey .for harbor of refuge at New Buffalo, Michigan. (See Appendix G G 2.) The results of the above were transmitted to Congress, and printed in Senate Ex. Doc. No. 23, Forty-seventh Congress, first session. IMPROVEMENT OF HARBORS ON EASTERN SHORE OF LAKE MICHIGAN AND OF GRAND RIVER BELOW GRAND RAPIDS. Officer in charge, Maj. D. P. Heap, Corps of Engineers. 1. Charlevoix Harbor, Michigan.-The average width of the original channel of entrance was 75 feet; the depth varied from 2 to 6 feet. The present project for its improvement, adopted in 1868 and revised in 1875 and 1876, is to dredge a channel 100 or 150 feet wide to a depth of 12 feet, and to protect both sides with close piling; this was modified in 1876 by substituting crib-work for pile piers. The amount expended to June 30, 1881, was $36,257.14, and secured a channel 100 feet wide between the piers, with a minimum depth of 9 feet 6 inches, and also partially repaired and completed the piers. The amount expended during the year ending June 30,1882, $14,653.69, was applied to dredging and pier-work; a channel 90 feet wide and 12 feet deep along its axis was obtained; the piers were partly repaired where the need was the greatest and plank beam revetment and piling were placed to secure the shore as far as it could be done to advantage. The amount that can be profitably expended during the year ending June 30, 1884, is $20,000, which it is proposed to apply to widening the channel between the piers to 100 feet, and the interior channel to 80 feet both with a depth of 12 feet, to put in additional revetment, and to com- plete the repairs. July 1, 1881, amount available............ . ............--- -$14, ......... ... 742 86 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... . ............. ..... ... ... ........-.. 14, 653 69 July 1, 1882, amount available ................ --................. ........ 89 17 Amount appropriated by act passed August 2, 1882...---.................... 10,000 00 Amount available for fiscal year ending June 30, 1883 .........----...-... -10,089 17 RIVER AND HARBOR IMPROVEMENTS. 285 Amount (estimated) required for completion of existing project ...... .... $125, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 (See Appendix H H 1.) 2. Frankfort Harbor, Michigan.-The natural channel for entrance to this harbor was not more than from 3 to 4 feet deep. The present project for its improvement, adopted in 1866, was to dredge an outlet through a strip of land separating Lake Aux Bees Scies from Lake Michigan, and to build two parallel piers 200 feet apart, extending from 12 feet sound- ings in the inner lake to the same depth in Lake Michigan. The amount expended to June 30, 1881, was $218,231.66, resulting in securing a channel 75 feet wide, with a minimum depth of 12 feet, and in maintaining it. The amount expended during the year ending June 30, 1882, was $9,251.83, and was applied to removing and restoring one crib displaced by storms; sinking a crib on a brush-mattress; building two courses of superstructure over these two cribs, and renewing the inner end of the south United States pile pier, which had fallen into decay. Vessels drawing 12? feet can enter the harbor. The amount that can be profitably expended during the year ending June 30, 1884, is $40,000, which it is proposed to apply to the completion of the channel of entrance. In this harbor it would be a measure of economy to appropriate a large sum, that the work may be pushed to completion and the piers carried over the outer bar as rapidly as possible. July 1, 1881, amount available.----..-....------.........--------..-...-.----------.......----......... 10, 428 19 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---...-- ----- ..--------.. $8, 867 71 July 1, 1882, outstanding liabilities- -----------...--... ---- ---- 384 12 9, 251 83 July 1, 1882, amount available------....----......------------....----.....----......----------....--......---...... 1,176 36 Amount appropriated by act passed August 2, 1882 -- ---- 15,000 00 ----....................... Amount available for fiscal year ending June 30, 1883....-............. 16, 17ti 36 Amount (estimated) required for completion of existing project- ....----.... 85, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix H H 2.) 3. Harbor of Refuge at Portage Lake, Michigan.-No natural channel existed prior to the beginning of the improvement. The project for improvement, adopted in 1879, was to make this a harbor of refuge with a navigable channel 300 feet wide and not less than 18 feet deep. The amount expended to June 30, 1881, was $17,716.62, and resulted in securing a channel 50 feet wide and not less than 6 feet deep, and in converting the temporary brush jetties into permanent pile piering to a depth of 12 feet in Lake Michigan. The amount expended during the year ending June 30, 1882, was $11,967.54, and resulted in strengthening and filling both piers. A heavy storm entirely closed the entrance, a temporary dam was built and opened in the spring; this washed away the sand and restored a channel 6 feet deep and 200 feet wide. The amount that can profitably be expended during the year ending June 30, 1884, is $100,000, to be apged to pier-extension and dredging in furtherance of the approved project. 286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ........................................ $12,283 38 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-----.... . ---- .. $11, 150 69 July 1, 1882, outstanding liabilities. .------... ... ... . 816 85 11,967 54 July 1, 1882, amount available ..... ................................... 315 84 Amount appropriated by act passed August 2, 1882...................... 25, 000 00 Amount available for fiscal year ending June 30, 1883 .................. 25,315 84 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 (See Appendix HT H 3.) 4. Manistee Harbor, Michigan.-A narrow channel not more than 8 feet deep was obtained at this harbor, by the slab piers built by local enterprise. The present project for its improvement, adopted in 1866, and modified in 1870-'74, was -to afford a channel of entrance of nav-. igable width not less than 12 feet deep. The amount expended to June 30, 1881, was $184,871.56, and has re- sulted in adding three cribs, each 50 feet long, to the north United States pier, in deepening the channel to 14 feet for a narrow width, and to 9 feet for a width of 170 feet. The amount expended during the year ending June 30, 1882, was $14,544.98, and was used in extending the south pier 50 feet, making the north pier sand-tight, in building the superstructure on three cribs in north pier, and in making a dredge cut 28 feet wide and 14 feet deep from Lake Michigan to deep water inside. The amount that can be profitably expended during the year ending June 30, 1884, is $40,000, which it is proposed to apply to dredging the channel to full width, and in extending the piers. July 1, 1881, amount available.........................................-------------------------- $18, 128 44 July 1, 1882, amount expended during fiscal year, exclusive of outstanding. liabilities July 1, 1881__ ........................ $11,013 20 " July 1, 1882, outstanding liabilities......................------------------------- .... , 531 78 - - 14,544 98 July 1, 1882, amount available .......... ..... ....... ...-.......... .... 3, 5d3 46 Amount appropriated by act passed August 2, 1882 ...--...-......... .... 15, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 18,583 46 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix H H 4.) 5. Ludington Harbor, Michigan.-The channel made by local enterprise at this harbor was narrow and not more than 7 feet deep. The present project for its improvement, adopted in 1867, was to afford a channel of entrance of navigable width not less than 12 feet deep. The amount expended to June 30, 1881, was $201,179.35, and has resulted in securing a channel about 200 feet wide with a minimum depth of 10J feet along its axis, in strengthening the south pier head endangered by the storm of October 16, 1880, and in making the piers and revetments sand-tight. The amount expended during the year ending June 30, 1882, was $11,741.81, and resulted in placing one crib on the south pier-extension upon a mattress foundation, in dredging a channel navigable for vessels of 12 feet draught, in surveying thempproaches to the harbor, and in repairing south pier head carried aiay by a schooner on May 23, 1881. The amount that can be profitably expended during the year ending June 30, 1884, is $35,000, which it is proposed to apply to dredging the RIVER AND HARBOR IMPROVEMENTS. 287 channel of entrance to a depth of 12 feet, to extending the piers, and to general repairs. July 1, 1881, amount available-------.......................................... $13,005 65 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-------...- - - - ....... $11, 625 25 July 1, 1882, outstanding liabilities...-------------------------- 116 56 11,741 81 July 1, 1882, amount available ......................................... 1,263 84 Amount appropriated by act passed August 2, 1882...................... 12, 000 00 Amount available for fiscal year ending June 30, 1883 .... .............. . 13,263 84 Amount that can be profitably expended in fiscal year ending June 30, 1884. 35, 000 00 (See Appendix H H 5.) 6. PentwaterHarbor, Michigan.-The original channel of entrance was narrow and not more than 4 feet deep in its shoalest part. The present project for its improvement, adopted in 1866, was to afford a channel of navigable width and not less than 12 feet deep. The amount expended to June 30, 1881, was $172,832, and resulted in obtaining a channel 150 wide, of sufficient depth in mid-channel to accommodate vessels drawing 9 feet, and in securing the channel of entrance from sand encroachments through and over the piers and revetments. The amount expended during the year ending June 30, 1882, was $9,937.77, and resulted in placing and securing one 50-foot crib in north pier-extension upon a brush-mattress, in dredging a channel deep enough to accommodate vessels drawing 12 feet, in repairing the piers, and in building sand-catch fences. The amount that can be profitably expended during the year ending Jine 30, 1884, is $35,000, which it is proposed to apply to dredging the channel 100 feet wide with a depth of 12 feet and to extending the piers. July 1, 1881, amount available----..--------.......-------...--..........--...---.........-------.. $9, 988 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....---.....-----..---........--..----------........--.------.. ----.....--------........9, 937 77 July 1, 1882, amount available------........-----...---.... ......---....------........---------..--...--.. 50 23 Amount appropriated by act passed August 2, 1882 ................ _......_. 10, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 10,050 23 Amount that can be profitably expended in fiscal year ending June 30, 1884. 35, 000 00 (See Appendix I H 6.) 7. White River Harbor, lMichigan.-The old channel was narrow, crooked, and too shoal to accommodate any but very small vessels. The present project for its improvement, adopted in 1866, was to afford a channel of navigable width not less than 12 feet deep. The amount expended to June 30, 1881, was $208,950.26, and resulted in obtaining a channel of entrance of varying width and a minimum depth of 8 feet, and in nearly arresting the shoaling of the channel of entrance by sand-drift through and over the piers and revetments. The amount expended during the year ending June 30, 1882, was $6,494.19, and resulted in placing one 50-foot crib on a mattress foun- dation in the south pier extension. The amount that can be profitablyxpended during the year ending June 30, 1884, is $40,000, which it is proposed to apply to dredging the channel, to extending the piers, and to completing measures to arrest sand-drift. 288 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available .....................-... --............... $6,599 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881... --------------..------ ------------ ---------. 6, 494 19 July 1, 1882, amount available .........-..... -......--......... ...--..... 105 55 Amount appropriated by act passed August 2, 1882 -....................... 12, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 12,105 55 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix I H 7.) 8. Muskegon Harbor, Michigan.-The original channel was irregularly defined by slab piers, which gave fair access, but a bar just at the end of the piers, on which there was only 7 feet of water, obstructed the navigation. The present project for improvement, adopted in 1866, was to obtain a channel of entrance of navigable width and to extend the piers over the bar to 17 feet soundings. The amount expended to June 30, 1881, was $152,187.24, and has re- sulted in obtaining a channel 186 feet wide, with an available depth of 13 feet for nearly the entire width, in securing the channel of entrance from sand-drift, and in keeping the piers in repair.. The amount expended during the year ending June 30, 1882, was $17,421.63, and resulted in placing three cribs 50 feet long on a founda- tion consisting of a trench filled with stone in the detached section of the north pier extension and in repairing piers. Owing to the smallness of the appropriation the superstructure of these three cribs was not built. The amount that can be profitably expended during the year ending June 30, 1884, is $60,000, which it is proposed to apply to extending both piers to 17 feet depth of water. July 1, 1881, amount available.--..------..--...--............---...........--.... 24, 312 76 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...-...... ............. $11, 383 86 July 1, 1882, outstanding liabilities ...... .-................... 6, 037 77 17,421 63 July 1, 1882, amount available............-------------------......-------......--......-----....-----....-.... 6, 891 13 Amount appropriated by act passed August 2, 1882 ......----........ .... 25, 000 00 Amount available for fiscal year ending June 30, 1883..........-.......... 31, 891 13 Amount that can be profitably expended in fiscal year ending June 30, 1884. 60,000 00 (See Appendix HI H 8.) 9. Grand Haven Harbor, Michigan.-The natural outlet was wide, but shoal, the water being only 9 feet deep on the best course. The pIresent project for its improvement, adopted in 1866, was to ob- tain a channel of navigable width with a minimum depth of 18 feet. The amount expended to June 30, 1881, was $321,824.48, and has re- sulted in obtaining a channel 400 feet wide, with a depth varying from 9 to 23 feet, and in partially securing the inner harbor from sand en- croachment. The amount expended during the year ending June 30, 1882, was $38,262.49, and resulted in preparing pile foundations for three cribs in extension of south pier; in placing two cribs, each 50 feet long, on these foundations; in repairing the old revetment, south side; in coin- pleting the catch-sand fences, which completely arrested drift of sand into the river, and in building a ne pile revetment on the south side, extending from the town front of Grand Haven to the United States revetment. This prevented large amounts of sand from coming into RIVER AND HARBOR IMPROVEMENTS. 289 the channel and confined the channel current within regular limits on both bauks, thus tending to check the formation of a bar about 150 feet away from the pier heads. This harbor has never been in a better condition as regards depth of water. The harbor was also resurveyed. The amount that can be profitably expended during the year ending June 30, 1884, is $150,000, which it is proposed to apply as follows: Extension of piers -----------....----.......--------..---......-----.....---------................--------..... 100, 000 00 Renewing susperstructure of old part of south pier, and repairs to piers ....----- and revetnents ...----... ..----------------....--...... .... -.......................... 50, 000 00 July 1, 1881, amount available--------------.............................--.......... 80,041 67 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................ 28, 749 79 July 1, 1882, outstanding liabilities ......................... 9,512 70 38,262 49 July 1, 1882, amount available ....------------- ..----..-..---....... ---..--..-----........ 41, 779 18 Amouniit appropriated by act passed August 2, 1882 .................... 40, 000 00 Amount available for fiscal year ending June 30, 1883 ...-..---.......... 81,779 18 Amount (estimated) required for completion of existing project .... - -..... . 2(0, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 150, 000 00 (See Appendix H H 9.) 10. Grand River, below Grand Rapids, Michigan.-The portions of the channel below Grand Rapids, intended to be improved, have less than 4 feet of water at low stage. The original project, adopted in 1881, is to give relief to light navi- gation by securing 4 feet depth of water over shoals. Nothing was expended on this work to June 30, 1881. The amount expIended during the year ending June 30, 1882, was $7,636.70, and resulted in securing a narrow channel of the requisite depth through a shoal below Grand Rapids in the vicinity of the Lake Shore and Michigan Southern Railroad Bridge. The digging was extremely difficult, consisting of bowlders, gravel, indurated clay, conglomerate, &c. The amount that can be profitably expended during the year ending June 30, 1884, is $15,000, and will be applied to widening the channel above mentioned and in deepening other shoal portions of the river. An additional amount of $10,000 will be required for the entire and permanent completion of the improvement on account of the material to be dredged having been found harder than was anticipated. July 1, 1881, amount available..............................--............ 10, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881... --------...... ---..----.........--------------....--....--....--------....--....---.... 7, 35 70 July 1, 1882, amount available...... ..........-- .................... ..---.. 2, 363 30 Amount appropriated by act passed August 2, 1882 .....---.............. 15,000 00 Amount available for fiscal year ending June 30, 1883.................. 17, 363 30 Amount (estimated) required for completion of existing project.......... 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 18:4. 15, 000 00 (See Appendix H H 10.) 11. Black Lake Harbor, MIlichiga.--The channel made by the "Harbor Board of the city of Holland " was narrow, irregular, and only 51 feet deep. The project for its improvement, adopted in 1866 and modified 19 E 290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in 1873, was to obtain a channel of entrance of navigable width, and not less than 12 feet deep. The amount expended to June 30, 1881, was $225,367.18, and resulted in securing a navigable channel with a middle depth of 9 feet, and in securing the channel of entrance from sand-drift over and through the piers. The amount expended during the year ending June 30, 1882, was $4,111.38, and resulted in repairing the piers, in building catch-sand fences, and in doing a small amount of dredging, leaving the harbor in good condition for further pier extension. The amount that can be profitably expended during the year ending June 30, 1884, is $30,000, and it is proposed to apply it to further re- pairs and pier extension, or dredging, as may be most necessary. July 1, 1881, amount available..-----........--------------------------------............................. 4,248 13 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -------------------------------------------- 4,111 38 July 1, 1882, amount available ..................................----------------------------------..------..... 136 75 Amount appropriated by act passed August 2, 1882 -... ... ......... .... 10,000 00 Amount available for fiscal year ending June 30, 1883 .................... 10, 136 75 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix H H 11.) 12. Saugatuck Harbor, Michigan.-The channel was originally made by local enterprise, and was narrow, not being more than 7 feet deep in the best water. The project for its improvement, adopted in 1869, was to obtain a channel of entrance of navigable width with a minimum depth of 10 feet. The amount expended to June 30, 1881, was $108,251.88, and resulted in obtaining a navigable channel 10 feet deep below the lower bend of the river and in partially constructing a revetment to preserve this channel. The amount expended during the year ending June 30, 1882, was $7,025.87, and resulted in building a pile and edging revetment on the west bank of the river above lower bend, in repairing the south revetment at the bend, in extensive repairs to the south pier, and in resurveying the Kalamazoo River from Saugatuck to its mouth. The amount that can be profitably expended during the year ending June 30, 1884, will be applied to maintaining the present condition of the improvement. July 1, 1881, amount available -------- ----.---------.-------------.---- $7, 187 12 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ------------------------------------------- 7, 025 87 July 1, 1882, amount available................-------------.....-------............. -------------------- 161 25 Amount appropriated by act passed August 2, 1882-.--- _.................. 8, 000 00 Amount available for fiscal year ending June 30, 1883 .................... -8, 161 25 Amount (estimated) required for completion of existing project ........... 12, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 12, 000 00 (See Appendix H H 12.) 13. South Haven Harbor,Michigan.-The channel was originally made by private enterprise, and was narrow, not being more than 7 feet deep in the deepest place. The present project for its improvement, adopted in 1866 and modi- fied in 1879, was to obtain a channel of entrance of navigable width not less than 14 feet deep. RIVER AND HARBOR IMPROVEMENTS. 291 The amount expended to June 30, 1881, was $152,906.03, and resulted in obtaining a navigable channel with an available depth of water of 14 feet inside the outer bar. The amount expended during the year ending June 30, 1882, was $4,660.32, and resulted in widening the channel by dredging, in repair- ing south pier, and rectifying harbor lines, and in building catch-sand fences to prevent encroachment of sand. The amount that can be profitably expended during the year ending June 30, 1884, is $30,000, which it is proposed to apply to widening the channel, extending and repairing the piers, and, if necessary, to build- ing more catch-sand fences. ...................... July 1 1881, amount available..---..----.........----..---- $6,593 97 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-._..... --.-.- ... __... $4, 436 08 July 1, 1882, outstanding liabilities ..---. .---. --.--.......-. 224 24 -- 4,660 32 July 1, 1882, amount available-.....---............--------...-..-....-----.........--.... 1,933 65 Amount appropriated by act passed August 2, 1882-. .. ..-. -... .... .... .... 10, 000 00 Amount available for fiscal year ending June 30, 1883 - - -- ---.................... 11,933 65 Amount (estimated) required for completion of existing project ........... 90, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix H H 13.) 14. Saint Joseph Harbor, MIichigan.-The natural channel was about 250 feet wide and 12 feet deep at the entrance, shoaling to 9 feet in the river above. The present project for its improvement, adopted in 1836 and modi- fied in 1866 and 1874, was to obtain a channel of entrance, of navigable width and not less than 16 feet deep.. The amount expended to June 30, 1881, was $286,784.72 (which in- cludes the construction of a win g-dam at the mouth of the Paw Paw River), and resulted in obtaining a channel 240 feet wide, with a minimum depth of 14 feet between the piers and of 12 feet in the old channel of the South Basin, in building a plank beam revetment along the north bank of the Benton Harbor Canal, in dredgiig this canal to nearly its full depth, in making repairs on the Saint Joseph piers, and in ex- tending the north pier 50 feet. The amount expended during the year ending June 30, 1882, was $10,921.06, and resulted in dredging a shoal from the mouth of the Benton Harbor Canal and in widening the canal to 100 feet and deepen- ing it to 12 feet, in continuing the revetment of the north bank of the canal, in repairing the north pier at Saint Joseph, and in making a re- survey of the harbor. The amount that can be profitably expended during the year ending June 30, 1884, is $50,000, which it is proposed to apply to catch-sand pro- tections, repairs of piers, building revetments, and, perhaps, to pier-ex- tensions at Joseph Harbor, should it seem advisable to extend the piers. July 1, 1881, amount available.. -----......------.. ----..----.... ----....---------..----..........--. $11, 328 28 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..--..... ---..---........................----........ 10,921 06 July 1, 1882, amount available------------............-------.......---................... 407 22 Amount appropriated by act passed August 2, 1882 ..-..... ............ 12, 000 00 Amount available for fiscal year ending June 30, 183 .----............ .. 12,407 22. Amount that can be profitably expended in fiscal year ending June 30, 1894. 50, 000 00 (See Appendix H H 14.) 292 REPORT OF THE CIIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF SAGINAW RIVER AND OF CERTAIN HARBORS ON LAKE HURON-CONSTRUCTION OF ICE-HARBOR OF REFUGE AT BELLE RIVER-IMPROVEMENT CLINTON RIVER-REPAIR AND 'OF PRESERVATION OF SAINT CLAIR FLATS CANAL. Officer in charge, Mlaj. Franklin Harwood, Corps of Engineers. 1. Cheboygan IHarbor, Michigan.-At this harbor the channel of en- trance was originally narrow, with not more than 61 feet to 7 feet depth in the shoalest part. The present prqject for its improvement was adopted in 1871, the ob- ject being to afford a channel from the mouth of the river 200 feet wide and of not less than 14 feet depth. The amount expended to June 30, 1881, was 894,478.40, and resulted in deepening the channel to 15 feet for 50 feet width along its axis for nearly its whole length. The amount expended during the year ending June 30, 1882, is $8,252.18, which has resulted in placing a detached pier-head of timber and stone 40 feet square in plan, standing in 16 feet soundings, and completing the dredging under contract. July 1, 1881, amount available----------------------.................................-------......... $8,521 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-----......---------....---......--------...-----....--....--......---....----....--...... 8,252 18 July 1, 1882, amount available.....---------............--------------......---......------------....----.....--- 269 42 Amount appropriated by act passed August 2, 1882 ...--.................... 10, 000 00 Amount available for fiscal year ending June :30, 1883 ..-....-............. 10, 269 42 Amount (estimated) required for completion of existing project .... ......- .. 40, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 26, 000 00 (See Appendix II 1.) 2. Harborat Thunder Bay, Michigan.-The depth of the original chan- nel at this harbor varied from time to time from 4 to 7 feet at the shoal- est part. It was, however, in 1869 deepened by private enterprise to 11 feet. The project for its improvement was adopted in 1876, the object being to afford a channel of entrance of navigable width and of not less than 13 feet in depth. The amount expended to June 30, 1882, was $4,390.48, and has re- resulted in securing a channel 12 feet in depth. The amount expended during the year ending June 30,1882, is $169.25. July 1, 1881, amount available------ --------------..... -----------.........-- ---- ---.............. 278 77 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -------------------------------------------- 169 25 July 1, 1882, amount available---- .---.....--...........-----------...--------------------.................. 109 52 Amount appropriated by act passed August 2, 1882 --........ ............... 15, 000 00 Amount available for fiscal year ending June 30, 1883 ........... ........ 15, 109 52 (See Appendix II 2.) 3. Harbor at Au &able, Michigan..~The original channel at the mouth of the river was not more than 5- feet in depth at the shoalest part. The present project for the improvement of the harbor was adopted in 1866, and modified in 1879, the object being to afford a channel of en- -trance of 100 feet in width in the clear, and not less than 10 feet in depth. The amount expended to June 30, 1881, was $47,542.05, and resulted RIVER AND HARBOR IMPROVEMENTS. 293 in securing a depth in the channel of not less than 9 feet, and generally over 10 feet. The amount expended during the year ending June 30,1882, is $6, 143.46, which has resulted in obtainining a good navigable channel of not less than 80 feet width, with from 9 to 10 feet depth of water, partially se cured by a training-wall of piling to 12 feet water in Lake Huron. The amount that can be profitably expended during the year ending June .30, 1884, is $12,000, which will probably secure the existing stage of the improvement. The estimated amount required for the entire and permanent comple- tion of the work of improvement-in accordance with the approved and adopted project is $12,000, leaving out of question further pier construe- tion, the necessity for which is not at present apparent. July 1, 1881, amount available----------------------------.........---------................................. $6, 204 41 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--..------.......------....... ....----.---.......................------ ----- 6, 143 46 July 1, 1882, amount available--------.....------......----..........---------......----....------....--...... 60 95 Amount appropriated by act passed August 2, 18822 ..---.. .. -.... .... .... 5,000 00 Amount available for fiscal year ending June 30, 1883 .................... 5, 060 95 - - Amount (estimated) reqluired for completion of existing project ........... 12, 000 00 Amount that can be profitably expenmded in fiscal year eiding June 30, 1884. 12, 000 00 (See Appendix I I 3.) 4. Saginaw River, Michigan.-The natural channel of this river was tortuous and obstructed by many bars, with not more than 7 feet in depth at the shoalest part. The present project for the improvement of this river was adopted in 1874, and modified in 1878, the object being to afford a clear depth of not less than 10 feet over the bars in the river. The amount expended to June 30, 1881, was $89,862.88, and resulted in securing a channel not less than 100 feet wide, and with a depth of not less than 9 feet. The amount expended during the year ending June 30, 1882, is $13,619.89, and was applied to keeping the Carrollton channel and revetments in condition, repairing the Zilwaukee wing-dam, to survey- ing for proposed increased improvement of the upper river, and to restoring the channel of entrance from Saginaw Bay for a width of 75 feet. The amount that can be profitably expended during the year ending June 30, 1884, is $125,00.0, to be equally divided between the upper and lower river improvements. The project for this improvement has been referred to a Board of Engineers, and on the receipt of its report and estimate, will be made the subject of a special report. July 1, 1881, amount available-----------------------------------.......................................... $16,137 12 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..--..--.....------..--------......... ---- 13,170 81 July 1, 1882, outstanding liabilities ..--..----------------------...................... 449 0 13,619 89 ---- July 1, 1882, amount available .....-----------.. ----.....----.. ......----...--.. ---- --- 2,517 23 ...------...----.... Amount appropriated by act passed August 2, 182 --...................... 125, 000 00 Amount available for fiscal year ending June 30, 1883- _ ....-.... 127, 517 23 ........ Amount that can be profitably expended in fiscal'year ending June 30, 1884. 125, 000 00 (See Appendix I I 4.) 294 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Sebewaing Harbor, Michigan.-Sebewaing River is a small stream debouching into Saginaw Bay, with originally no channel entrance, excepting for small boats. The original project for the improvement of the harbor at its mouth was adopted in 1875, and completed in 1876, at a cost of $8,000, the object being to afford a channel 100 feet wide and 6 feet deep. The present project, approved in 1880, is to dredge a channel 50 feet wide and 7 feet deep, which has been nearly completed with the last appropriation of July 14, 1880. The amount expended to the close of the fiscal year ending June 30, 1881, was $11,423.03, and resulted in partially deepening the channel to 7 feet, as proposed. The amount expended during the year ending June 30, 1882, is $3,571.97, and has resulted in securing a channel with 7 feet depth for nearly its entire width, and removing all immediate difficulties in the way of the local navigation. No further appropriation is required at present. July 1, 1881, amount available.............---------.....------.....---....---------------.............. $3, 571 97 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .--.....---...........------------......--......---......----------...--- ..----. 3,571 97 (See Appendix II 5.) 6. Ice-harbor of refuge, Belle River, Michigan.-Belle River is about 140 feet in width and from 7 to 9 feet deep at the lower reaches, which it is intended to improve. The project for improvement was adopted in 1880, the object being to afford a channel 50 feet wide, 13 feet deep to the first bridge, and 12 feet deep to the second. The amount expended during the fiscal year ending June 30, 1882, is 7,002.78, and has resulted in nearly completing the channel of 50 feet width, with 13 feet depth to the first village bridge. July 1, 1881, amount available .-----------------------------------......................................... $7, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-. .--- -. ...... -.......... $4, 295 10 July 1, 1882, outstanding liabilities ..............-. . ..-..-.... 2, 704 90 7,000 CO Amount appropriated by act passed August 2, 1882 -...- -....- ..-..-..-...... - -- 5, 000 00 Amount (estimated) required for completion of existing project-.......... 5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1881. 5, 000 00 (See Appendix II 6.) 7. Clinton River, Michigan.-In 1870 the channel of entrance to this river was very shallow, the shoalest place showing only 3h feet of water, whilst the river was 10 feet in depth. A project of improving the channel was adopted and approved in 1870, the object being to afford a channel of 50 feet width at bottom, with a depth of 8 feet, and in the execution of this prqject the amount expended up to the close of fiscal year ending June 30, 1880, was $5,000. In compliance with the acts of March 3, 1879, and June 14, 1880, a resurvey at mouth of Clinton River was made and report submitted and printed, forming Appendix G G, Annual Report of 1880, and by the act of March 3, 1881, $8,000 was appropriated for continuing this improvement. The amount expended during the fiscal year ending June 30, 1882, is $7,497.16, which has resulted in securing a channel varying from 60 to 20 feet wide and 8 feet deep. The amount that can be profitably expended during the fiscal year RIVER AND HARBOR IMPROVEMENTS. 295 ending June 30, 1884, is $10,000, to be applied towards completing the improvement at the mouth of river. July 1, 1881, amount available....... .... .............. ................. $8, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881 .............................. $5, 665 51 July 1, 1882, outstanding liabilities....--- ........ .. ----........ 831 65 7, 497 16 July 1, 1882, amount available....--..----...----..................--.......... - 502 84 Amount appropriated by act passed August 2, 1882 .................... 6, 000 00 Amount available for fiscal year ending June 30, 1883..................... 6, 502 84 Amount (estimated) required for completion of existing project........... 14,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 10, 000 00 (See Appendix I I 7.) 8. Saint Clair Flats Ship-Canal, Michigan.--This canal was projected in 1866, the object being to afford a straight channel 300 feet wide in the clear, and 13 feet deep, and modified in 1874 so as to make the canal 200 wide, with a depth of 16 feet, and the amount expended to June 30, 1881, $591,544.09, has resulted in securing a channel of this width and depth. The amount expended in repairs during the year ending June 30, 1882, is $8,783.69. July 1, 1881, amount available---------...----..-..--............--.............-----..... $67 47 Amount allotted July 1, 1881, to June 30, 1882 ............................. 9, 89 60 9,957 07 July 1, 1882, amount expended during fiscal year, exclusive of out- standling liabilities July 1, 1881...... -...-...-...---............ $8, 775 59 July 1, 18, outitanding liabilities-----....--......------......--............. 8 10 --- 8,783 69 July 1, 1882, amount available ...---------..... ----- -----...... - -...... ---------- 1, 173 38 ........---------........ (See Appendix I I 8.) IMPROVEMENT OF SAINT MARY'S RIVER; ENLARGEMENT OF AND OPERATING SAINT MARY'S FALLS CANAL, MICHIGAN-CONSTRUC- TION OF HARBOR OF REFUGE ON LAKE HURON-IMPROVEMENT OF DETROIT RIVER. Officer in charge, Lt.-Col. G. Weitzel, Corps or Engineers. 1. Saint Mary's Falls Canal and Saint Mary's River, Michigan.-A depth of about 11 feet 6 inches could be carried through the channel between lakes Superior and Huron when the government began its improvement in 1870. The canal had a depth of 12 feet at the ordinary stage. Its sides were also paved with rough stone. Its width at bot- tom was 62 feet and at the water surface 100 feet. The originally adopted project was to deepen the canal to admit a draught of vessels, at ordi- nary stages, of 16 feet; to widen the canal and substitute nearly vertical timber crib revetment on the sides for the rough stone slopes; to con- struct a new lock with a single lift of 18 feet, and a capacity of 515 by 80 feet, for a draught of 17 feet; to build a branch canal from this new lock to the river below and the enlarged canal above; to excavate a large basin for supplying lockage water at the head of the old and new locks, and to construct a guard-gate at the head of the former. The straight- ening of the south bank of the canal at its head, and constructing a new, larger, and improved movable dam, to serve the purpose of guard- gates, near the head, were the two most important additions to the orig- inal project. 296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on this improvement up to the end of the fiscal year ending June 30, 1881, was $2,119,669.59. Vessels drawing 16 feet could pass through the canal and new lock, and vessels not drawing over about 13 feet 8 inches could pass from Lake Superior to Lake Huron, and vice versa. At the beginning of the season of commerce next year it is believed that the required depth of 16 feet can be carried through the river. The sum expended on the work during the year ending June 30, 1882, was $211,275.75. The original project for the improvement of the river was adopted in 1879, and consisted in deepening the present navigable channel to 16 feet at every place except East Neebish, which it was believed the Ca- nadian Government would improve. The survey and improvement of the river has cost approximately to (late $180,000. In answer to a resolution of the House of Representatives of December 21, 1881, a report from Lieutenant-Colonel Weitzel, the officer of Engi- neers in charge, was transmitted to Congress January 26, 1882, giving the information called for as to the additional works which, in his opinion, are required on the Saint Mary's River and Saint Mary's Falls Canal, with estimates of their cost. This was printed as House Ex. Doc. No. 54, Forty-seventh Congress, first session. (See Appendix J J 2.) July 1, 1881, amount available...........------------.-----------......--......------......-----....-...... $285, 330 41 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..........-----...... ... .... .. ..--------. 211, 275 75 ------...---.... July 1, 1882, amount available..---..--....-------------......--......--------....--...... 74, 054 66 (See Appendixes JJ 1 and J J 2.) Operating Saint Mary's Falls Canal, Michigan.-Duringthe past year the canal was open for navigation two hundred and twenty-nine days. It was closed for the winter on December 5, 1881, and opened on April 21, 1882. Four thousand six hundred and seventy-six vessels and rafts, having a registered ton- nage of 2.379,210 tons, and carrying 28,791 passengers and 1,878,154 tons of freigh , were passed through. The staple articles which were carried by these vessels were 35,204 tons of coal, 30,546 tons of copper, 910,964 tons of iron ore, 104,664 tons of pig and manufactured iron, 3,699,268 bushels of grain, 536,637 barrels of flour, 123,920 barrels of salt, and 70,439,000 feet, B. M., of lumber. The expenses of operating and care of the canal during the year were $31,207.48. The estimated amount required for the fiscal year ending June 30, 1884, is $35,000. The river and harbor act of March 3, 1881, provides that hereafter, for the purpose of operating and keeping this canal in repair, the Secretary of War is authorized to draw his requisition on the Secretary of the Treasury from time to thne. 2. Harborof Refuge, Sand Beach, Lake Huron, Michigan.-Thepresent project for the construction of this harbor was adopted in 1873. Its object is to furnish a harbor of refuge to the vessels engaged in the commerce of the northern and northwestern lakes when caught by heavy weather near the dangerous Point Aux Barques. Before the year 1876, whenever vessels were so caught they were compelled to run back a distance of 60 miles and take refuge in the Saint Clair River. The amount expended to June 30, 1882, is $776,618.86. At the end of the fiscal year, June 30, 1882, 5,205 f'eet of breakwater had been completed and 845 feet partially completed. The amount that can be profitably expended during the year ending RIVER AND HARBOR IMPROVEMENTS. 297 June 30, 1884, is $100,000, which should be applied to finishing the sub- structure of the southern shore arm, and thus complete the inclosure of the harbor. The amount required for the entire completion of the work according to the modified project is $125,000. Thirteen hundred and thirty-five vessels took refuge ini this harbor during the ten months' season of navigation of the past fiscal year. July 1, 1881, amount available- .----........ ...... ................ ..... . $113,447 95 July 1, 1882, amount exlpended during fiscal year, exclusive of outstand- ........................................... ing liabilities July 1, 1881-------------------------------------- 65, 066 81 July 1, 182, amount available ....----......--..........--....-------................ 48,381 14 Amount appropriated by act passed August 2, 1882 ..................... 75, 000 00 Amount available for fiscal year ending June 30, 1883- ......--...--- ...... 123,381 14 Amount (estimated) required for completion of existing project ......... 125, 000 00 Amount that can be profitably expended in fiscal year ending J une 30, 1884. 100, 000 00 (See Appendix J J 3.) 3. Detroit Rirer,at Lime-Kiln Crossing.-The original condition of the navigable channel at this point was such that vessels drawing 13 feet of water could often barely pass. A ridge of limestone lies entirely across the bed of the river, and over the top of this ridge are scattered bowiders of all sizes and in large quantities. The object of this improve- ment is to make a cut through this ridge along the main channel to a width of 300 feet, in which cut there shall be a depth of 20 feet in ordi- nary low-water stages. The originally adopted project was to inake this cut. No amendments have been made in it, except to change tile direction of the lower half of it slightly. The amount expended on this work to June 30, 1881, was $179,785.22. The amount expended during the last fiscal year was $94,198.51. The only benefit resulting from this has been to bring the cut nearer its completion. It is only then that any benefit from the work will result. During the progress of the work a temporary channel has been cre- ated, which admits of somewhat deeper draught, by the removal of loose bowlders lying on the surface of the limestone ledge and near the cut. The amount stated by the officer in charge that can be profitably ex- pended during the fiscal year ending June 30, 1884, is $150,000. It this amount is appropriated, it will probably complete the work. If only a portion of it is appropriated, it is proposed to continue the work. The amount of benefit that will arise from this work is that it will prevent the present loss by detention and allow the great number of vessels which pass this point annually to load to a deeper draught, and will thus lower the rate of freights sufficient to pay for the whole work in two good seasons. July 1, 1881, amount available--...---....----....----....--....--...----. .-------------......--......-- $95, 214 78 July 1, 1882, amount expended during fiscal year, exclusive of outstandipg liabilities July 1, 1881..---............................--------------------------....--..------.......-----. 94,198 51 July 1, 1882, amount available--------....---------....---....--......--..-------...---................. 1, 016 27 Amount appropriated by act passed August 2, 1882. ........- ........ 60,000 00 Amount available for fiscal year ending June 30, 1883 .................... 61,016 27 Amount (estimated) required for completion of existing project....---.....-- . 168, 983 00 Amount that can be profitably expended in fiscal year enlding June 30,1864. 90, 000 00 (See Appendix J J 4.) 298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Removing sunken vessels or craft obstructing or endangeringnaviga- tion- Wreck of the schooner Sweetheart.-The position of this wreck was in Lake Huron, about 1 mile above the head of the Saint Clair River. It was removed by the owners by the end of September, 1881. Wreck of the steamer Nile.-The position of this wreck was in the Detroit RiVer, in front of the city of Detroit, and on the lower point of the shoal which extends down stream from Belle Isle. Bids for its re- moval were opened on April 22, 1882, and the contract awarded to the lowest bidder. He had not begun work at the end of the fiscal year. ' The amount expended during the fiscal year was $28.35. The bal- ance on hand July 1, 1882, was $471.65. (See Appendix J J 5.) IMPROVEMENT OF HARBORS ON LAKE ERIE, WEST OF DUNKIRK. Officer in charge, Maj. John M. Wilsoi, Corps of Engineers, with Capt. M. B. Adams, Corps of Engineers, under his immediate orders. 1. Monroe Harbor, Michigan.-The original project for the improve- ment of this harbor was adopted in 1835, when Monroe was a town of considerable importance, and when the navigable waters of the River Raisin were separated from the waters of Lake Erie by extensive shoals. It provided for cutting a canal between the river and the lake 4,000 feet long and 100 feet wide, through the peninsula called " River Raisin Point," and protecting the entrance into the lake by parallel piers run- ning out to a depth of 10 feet, the object being to afford a channel of entrance of navigable width, with a depth of 10 feet. Work was commenced in 1835, and has been continued from time to time since that date. At the close of the present fiscal year there was a good channel, with a depth of 10 feet up to a point just below Monroe, which is sufficient for the present commerce of the port. During the present fiscal year repairs have been made to the piers, 600 linear feet of revetment of the United States canal rebuilt, and 600 linear feet strengthened and repaired; the piers are nowin a dilapidated condition, and need extensive and immediate repairs. During the pres- ent season it is proposed to devote the funds available to the repairs of the decking. The amount expended up to the close of the present fiscal year is $212,498.82, and has resulted in securing a navigable channel, with a depth of not less than 10 feet, up to a point where the rock crops out, just below the docks at Monroe. The piers of this harbor are now in such condition, having been much injured by the gales of April and May, 1882, as to require immediate repairs for their preservation. The under portions of both, builtprevious to 1854, should also be strengthened by piles and sheathing, and the revetment of the canal should be re- newed. The whole cost of such repairs is estimated at $20,000, and the estimates for completion, as given in last year's annual report, are in- creased accordingly. July 1, 1881, amount available--------------------------------..................------........................ $2,677 81 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-----------.. - -------.---.----------------------- 2,661 36 July 1, 1882, amount available---- ...................--------------..----.....---......----------...---. 16 45 Amount appropriated by act passed August 2, 1882 ..--...-----..-- ---. 1, 000 00 Amount available for fiscal year ending June 30, 1883 ......---------..-..-........ 1,016 45 Amount (estimated) required for completion of existing project ..........--. 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884_ 20, 000 00 (See Appendix K K 1.) RIVER AND HARBOR IMPROVEMENTS. 299 2. Toledo Harbor, Ohio.-- hen operations were commenced at this harbor, in 1866, the channel through the bay was narrow and intricate, presenting a depth of only 11 feet. The original project provided for cutting a channel 200 feet wide and 12 feet deep through Maumee Bay, and this was amended from time to time, until the present project provides for a channel 200 feet wide at bottom and 16 feet deep at low-water between the city of Toledo and deep water in Lake Erie. In 18(18 there was a channel 100 feet wide and 12 feet deep; in 1875 the depth had been increased to 14 feet, and at the close of the fiscal year ending June 30, 1882, there was a good channel 200 feet wide at bottom on the ranges, and from 260 to 350 feet wide at the angles, with a depth of from 15 to 17 feet at low-water between Toledo and deep water in the lake. Up to the close of the fiscal year ending June 30, 1881, the sum of $593,823.26 had been expended upon the work. During the present fiscal year the sum of $18,207.57 has been expended; the channel has been deepened and widened at various places by the removal of 94,385 cubic yards of mud, clay, &c. The wreck bf the scow Wellhouse has been removed from the channel, at a,cost of $1,802.95. Operations will be continued during the present season, widening and deepening the channel through Maumee Bay. The sum of $80,000 is required to complete the existing project, the whole of which can be profitably expended during the fiscal year ending June 30, 1884, in deepening and widening the channel between Toledo and deep water in Lake Erie. July 1, 1881, amount available....-----------...........--------......--..--------------.............--. $40, 876 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..---....-------....------....---....... $13, 355 43 July 1, 1882, outstanding liabilities ..................--...-..--. 4,852 14 18,207 57 July 1, 1882, amount available-------------......------....---.....------------------.......................... 22, 669 17 Amount appropriated by act passed August ,1882 ................-...... --- 50, 000 00 Amount available for fiscal year ending June 30, 1883.. ..- .... .... 72, 669 17 -.... Amount (estimated) required for completion of existing project - .....-- . 80, 000 00 Amount that can be profitably expended in fiscal year ending Jun e 30, 1884. 80,000 00 (See Appendix K K 2.) 3. Port Clinton Harbor, Ohio.-The first survey of the harbor under the general govern ment was made in 1867, but no action was taken upon it. In 1870 a new survey was made, which showed the channel at the en- trance to be narrow and intricate, with a depth of only 5 feet. The original projects provided for cutting a channel 8 feet deep through the outer bar and constructing piers from the shore out to the neces- sary depth. Efforts were made, without success, during the years 1872, 1873, and 1874, to obtain a channel by dredging only, but the required depth could not be maintained. The present project, adopted in 1875, provides for a pile revetment, running from the north shore of the Bortage River, opposite the town, 967 feet out into the lake in a direction north 570 east; then, inclining towards the north, a pile pier about 1,500 feet long extends to the depth of 10 feet in the lake; parallel to this and 200 feet from it, an east pier 2,600 feet long will run out from the south shore of the river. It is ex- 300 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pected that a full depth of 9 feet can be maintained by confining the waters of the Portage River between these piers. Up to the close of the fiscal year ending June 30, 1881, the sum of $34,447.12 had been expended; 1,268 feet of pile revetinent and 302 feet of pile dike, running from the north shore of the river, was completed, and the work was well advanced upon 150 additional feet of pile dike; 1,853 feet of the east pile revetment was completed, and work was in prog- ress upon 210 additional feet; there was a depth of from 7 to 94 feet in the channel at the entrance to the harbor. The sumn of 7,245.53 has been expended during the fiscal year ending June 30, 1882; the west pier has been extended 270 feet and the east pier 210 feet; the depth in the channel has increased somewhat at some points, and a slight shoal- ing has occurred at others. At the ordinary stage of the lake the depth varies from 8 to 12 feet. The original estimate for this work was $122,000. It is thought that the harbor as pr(jected can be compIleted for $90,000; 846,00)0 has al- ready been appropriated, of which surn, $39,175.47 has been expended. July 1, 1881, amount available---- .---.. --.-.--. ... "-..-. .. ----... -- $5, 552 8 July 1, 1812, amIount expended( dnring fiscal year, excllsive of outstandlilg liabilities July 1, 11 -----........................-----...--------..-------.............. 4, 72 :5 July 1, 1882, amount available .............. -... -...--.. .....--.... 24 :53 Amount appropriated by act passed August 2, 1 ...................... 6,00 0 Amount available for fiscal 3car ending June :) 1 .. ,--.... - ...-- ..-......- 6, 24 53; IIprject Amount (estimated) required for compiletion of existing .... ,......- 44, 00 00 Amount that can be profitably expended in fiscal year endiung Jane 30,18 4, in prolonging the piers .- -....---.....----.. ....- -..... .... ....- --....-- .. -........ 20, 0( 00 (See Appendix K K 3.) 4. Sanidusky City Harbor, Ohio.-The original survey of this harbor was in 1826, but no appropriation was made until 1844. In the latter year the depth in the channel through the outer bar was 10()feet, and the greatest depth in the bay was about 12 feet; there was an extensive breach in the peninsula which protects the harbor on the west and north- west; the original project provided for closing this breech by crib-work and deepening the channel through the outer bar to 12 feet. The appropriations of 1844 and 1852 were devoted to closing the breach in the peninsula, but the failure of further apl)rol)riations left the work unfinished, and in 1864, when operations were resumed, the old work was found to have been destroyed. In 1864 a project was submitted for opening a channel 400 feet wide and 12 feet deep through the outer bar; this has been amended from time to time, and at present the project calls for a channel through the outer bar and the bay up to within 50 feet of the line of docks, aind then parallel to the docks, the portion through the bar and bay to be 200 feet wide, and that parallel to the docks 100 feet wide, the whole to be 15 feet deep. In 1869 the channel through the outer bar was 240 feet wide and 12 feet deep; in 1872 the depth was increased to 13 feet, and work was commenced upon the channel within the bay; in 1875 there was a channel 100 feet wide through the outer bar, and one 150 feet wide and from 13 to 15 feet (leep within the bay up to a point about 1l miles from the docks at Sandusky City. At the close of the fiscal year ending June 30, 1881, the sum of $224,108.84 had been expended on the harbor, and there was a channel through the outer bar about 150 feet wide, with a depth of about 14 feet, RIVER AND HARBOR IMPROVEMENTS. 301 and through the bay up to a )oint about 100 feet from the line of docks, with a width of from 150 to 200 feet, and depth of about 15 feet. During the fiscal year ending June 30, 1882, the sum of $9,769.64 has been expended; 49,934 cubic yards of sand, mud, clay, &c., have been removed; the channel through the outer bar has been deepened and widened; the channel through the bay has been straightened, widened to 200) feet, with a depth of 15 feet up to a point within 50 feet of the line of docks, and one cut 25 feet wide and 15 feet deep has been made parallel to the line of docks. During the present season it is proposed to widen and deepen the channel through the outer bar and that parallel to the line of docks. The sum of $30,00() is required to complete the present project, the whole of which can be profitably expended during the fiscal year end- ing June 30, 1884, in widening and deepening the channel between deep water in the lake and the docks at Sandusky City. The engineer in charge recommends that the depth at this harbor be increased to 16 feet at low-water, on account of the increased size of vessels navigating the lakes. He estimates the cost of gaining this in- creased depth at $61,000, and states that, in addition to the amount called for to complete the existing project, $30,000 can be.profitably ex- pended during the next fiscal year. July 1, 1881, amount available------ .--....------.... ----......--- .... ---....--- ....---..... ---- ------.... $10, 971 16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities duly 1, 1881------ ....................----------......---......--------......---...... 9,769 64 July 1, 1882, amount availablie.------........ ..... ...... --................. 1,201 52 Amount appropriated by act passed August 2, 1882 ...................... 10,000 00 Amount available for fiscal year ending June 30, 1883 ................ 11, 201 5 Amount (estimated) required for completion of existing project-......... 30,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix K K 4.) 5. Sandusky Rier, Ohio.-Duringthe years 1867 and 1872 the sunm of $30,000 was expended in opening a navigable channel, with a depth of 8 feet, from Sandusky Bay to Fremont, a distance of 17 miles; since 1872 the cuts then made through the various bars have filled up. The present project, which was based upon a survey made in August, 1880, provides for opening a channel 100 feet wide and 9 feet deep be- tween the town of Fremont and the depth of 9 feet in Sandusky Bay, at an estimated cost of $44,000. At the close of the fiscal year ending June 30, 1881, the sum of $17,500 had been appropriated for this project, of which amount $9,992.36 had been expended; a channel 70 feet wide, with a depth of at least 9 feet, had been opened through the various bars in the river; and one 50 feet wide, with the same depth, al(l about 1 miles long, had been dredged through the outer bar out to a depth of 8. feet in the bay. During the present fiscal year the sum of $7,486.86 has been ex- pended; the channel through the outer bar has been deepened to 9 feet, with a width of 100 feet, for a length of 5,300 feet, and a width of 80 feet for an additional length of 2,000 feet. During the present season it is proposed to continue operations, widen- ing and extending the channel through the outer bar. Up to the I)resent date $51,500 has been appropriated, of which amount $47,479.22 has been expended. The sum of $22,500 will be re- quired to complete the existing proect. 302 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available ........... ........ ... ............ .... $7,507 64 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -------------------------------------------- 7, 486 86 July 1, 1882, amount available---............--------------......--......-- .... -......----- --.... 20 78 Amount appropriated by act passed August 2, 182 . -................... 4, 000 00 Amount available for fiscal year ending June 30, 1883..--. - ---- .----... .. 4, 020 78 Amonnt (estimated) required for completion of existing project......-----.... 22, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10,000 00 (See Appendix K K 5.) 6. Huron Harbor, Ohio.-The present project for the improvement of this harbor consists of parallel piers, 140 feet apart, running out into the lake; it was adopted in 1826, and modified in 1871, the object being to afford a channel of entrance of navigable width, and of not less than 14 feet in depth. When work was commenced in 1827 there was a bar at the mouth of the river, dry at low-water. In 1839 the channel was 130 feet wide, and not less than 91 feet deep; in 1844 this depth was found to have been maintained, but in 1852, as very little work had been done for fourteen years, the piers were in a dilapidated condition, and the channel had shoaled. In 1866 there was a depth of 11 feet at the entrance. At the close of the present fiscal year there was a good channel through the outer bar with a depth of 15 feet, and between the piers with a depth of from 15 to 18 feet; the superstructure of both piers, except where re- paired this season, was in a decayed condition and needed immediate renewal. The heavy northeast gales in April and May, 1882, did considerable damage to the east pier, tearing away the east wall of the superstruct- ure to the water's edge, and destroying the decking in several places, these damages are now being repaired. During the present season the superstructure of the east pier will be renewed as far as the available funds will admit. Up to the present time the sum of $106,773.71 has been appropriated, of which amount $102,042.13 has been expended; a good wide channel with a least depth of 15 feet has been secured where originally there was a sand-bar, dry at low-water. The estimated cost of renewing the superstructure of the piers is $22,000; $16,000 can be profitably expended during the fiscal year ending June 30, 1884, in rebuilding the superstructure of the west pier. July 1, 1881, amount available ...-..---..........- ...- - --..... ...... ...- .... $4, 094 91 July 1, 1582, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....-....-....-......-......- ......----....-- . 1,863 33 July 1, 1882, amount available ......----........--....-------- ----....--....----....---------......--...... 2, 231 58 Amount appropriated by act passed August 2, 18r2---........ _ -.... . 2, 500 00 Amount available for fiscal year ending June 30, 1883 .......... ........ 4,731 58 Amount (estimated) required for completion of existing project...--- ...... 16, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 (See Appendix K K 6.) 7. Vermillion Harbor, Ohio.-The original project for this improvement which was presented in 1826, when the mouth of Vermillion River was closed by a sand-bar, upon which there was a depth of less than 2 feet water, consisted of parallel piers running out to a depth of 12 feet in t elake from each side of the mouth of the river in order to secure a RIVER AND HARBOR IMPROVEMENTS. 303 depth of 10 feet water; this project has been amended from time to time and now provides for a depth of 14 feet. In 1838 there was a channel 50 feet wide and 6 feet deep. No ap- propriations were made between 1838 and 1866, and in the latter year the piers were found to be dilapidated and the depth at the entrance to be 7 feet. In 1878 the channel was about 70 feet wide, with a depth of about 12 feet. At the close of the fiscal year ending June 30, 1881, there was a nar- ro\v channel at the entrance with a depth of from 11 to 13 feet through the outer bar, and from 13 to 17 feet between the piers. The piers were in poor condition, and there was a breach in the east pier 125 feet wide and from 4 to 8 feet below the surface of the lake. In August, 1881, 66 feet of the superstructure of the east pier was de- stroyed by fire, and in April, 1882, a severe northeast gale carried away the deck plank and joist, and part of the stone upon 100 feet of the east pier, and damaged both piers more or less. During the year the breach of 125 feet was closed, the 66 feet of burned superstructure was rebuilt, and the damage done by the gales in April, 1882, was repaired as far as available funds would admit. At the close of the fiscal year the east pier was in tolerably good con- dition, but the west pier needed considerable repairs. The depth in the channel was about the same as at the close of the previous fiscal year. During the present season it is proposed to continue work repairing the piers. The amount expended up to the close of the fiscal year ending June 30, 1881, was $111,024.40; the sum of $917.92 has been expended during the present fiscal year. The amount estimated for the completion of the present project is $14,000, which can be profitably expended during the next fiscal year in repairing the piers, blasting rock, and dredging rock, shale, sand, &c., from the channel. July 1, 1881, amount available..... ---...................--------.............. 917 92 July 1, 1882, amount expended during tiscal year, exclusive of outstanding liabilities July 1, 1881......----------......--..---......-----... ---......--.....--..--..-- 917 92 Amount appropriated by act passed August 2, 1882.........--..........---. 3,000 00 Amount (estimated) required for completion of existing project............ 14, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 14, 000 00 (See Appendix K K 7.) 8. Mouth of Black River, Ohio.-The present project for the improve- ment of this harbor consists of parallel piers, 200 feet apart, running out to a depth of 16 feet in the lake; it was adopted in 1828, modified so as to gain increased depth in 1873, and again in 1880, the object be- ing to afford a channel of entrance of navigable width, and not less than 16 feet in depth. When work was commenced in 1828, there was a depth of only 3 feet at the entrance; in 1839 there was a least depth of 9- feet. But one appropriation of $5,000 was made between 1839 and 1865, and in the latter year the piers were found to be in a dilapidated condi- tion, but a narrow channel with a least depth of 7 feet remained near the west pier. In 1871 there was a depth of 12 feet; in 1874 of 14 feet, and at the close of the present fiscal year there is a good wide channel, with a least depth of 16 feet, from the lake up into the river. During the present fiscal year the channel has been deepened and widened by removing 10,637 cubic yards of sand, clay, &c., a strong pile and plank revetment, 400 feet long, has been built, and minor repairs have been made to the piers at various places. 304 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended up to June 30, 1882, is $180,189.25, and has re- sulted in securing a good, wide channel, with a depth of not less than 16 feet. The sum of $28,000 is required to complete the existing project; the appropriation of $20,000 asked for, is to be applied to extending the piers in order to maintain the full depth of 16 feet at low-water. July 1, 1881, amount available --------------- $7,929 74 ..............-----...------.........--- -----............---- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --------------------------------------------- 4, 90 26 , July 1, 1882, amount available..........------------ , 949 4 ----......---............---............... Amount appropriated by act passed August 2,18-........................ 7, 000 00 Amount available for fiscal year ending June 30, 1883.-..... - 9, 949 48 - -............... Amonnt (estimated) required for completion of existing project...- - .- . 28, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 20, 000 00 (See Appendix K K 8.) 9. Rocky River Pier, Ohio.-The project for the improvement of this river was adopted in 1871, the object being to afford a channel of en- trance, 100 feet wide and from 6 to 12 feet deep; it required the construc- tion of a pier 500 feet long and a large amount of excavation. The pier as projected was constructed, but only a small amount of excavation was done and no further appropriations were made for continuing the work after March 3, 1875. By the act of June 14, 1880, an appropriation of $4,000 was made for repairs, and during the years 1880 and 1881 the pier was put in good condition. At the close of the present fiscal year a few minor repairs were neces- sary, which will be made during the present season. No further appropriation is asked for. July 1, 1881, amount available...................................-- $1,592 01 ..--...... July 1, 1882, arrount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----..--------------------------------....-------- 5 6;4 July 1, 1882, amount availablte------ ....-----------....--...-------------- --.... 1,86 7 ----......... (See Appendix K K 9.) 10. Cleveland IHarbor, Ohio.--The present project for the improvement of the mouth of the Cuyahoga River was adopted in 1825 and has been amended from time to time to gain increased depth; it consists of par- allel piers about 200 feet apart, running out to a depth of 16 feet in the lake. When operations were commenced in 1825, there was a long, low sand- bar where the river now empties into Lake Erie, and the entrance was through a narrow, intricate channel, with a depth of about 3 feet. At the close of the fiscal year ending June 30, 1882, there was a good wide channel at the entrance to the harbor, with a depth of from 17 to 20 feet between the lake Ind the railroad bridge at the inner end of the piers. The total amount expended up to the close of the fiscal year end- ing June 30, 1881, was $350,000. During the present fiscal year the sum of $4,000 has been expended; both piers have been filled with stone and repaired and a pile )protec- tion work, 620 feet long, constructed to prevent vessels as they enter the harbor from being wrecked upon the old sunken work at the inner end of the west pier. During the lresenLt season such repairs will be made as may become necessary on account of damage from storms or from vessels colliding with the work. RIVER AND HARBOR IMPROVEMENTS. 305 The new breakwater.-The present project for a harbor of refuge pro- vides for an outer breakwater, starting from the lake shore about 700 feet west of the upper end of the old river bed. This breakwater runs out, in a direction about due north, a distance of 3,130 feet to a depth of 28 feet water; the angle is then turned and it runs for about 4,000 feet, nearly parallel to the shore, in a depth of from 28 to 30 feet water. The entrance to the harbor, on the east side, will be protected by extending the east pier at the mouth of the river 1,400 feet. At the close of the fiscal year ending June 30, 1881, $270,053.80 had been expended on the work; 3,000 feet of the breakwater was completed, and 600 additional feet of crib-work was sunk; the superstructure was built to full height upon 300 feet of the latter, but was not filled with stone. During the present fiscal year the sum of $131,321.02 has been ex- pended, and at its close 3,978 feet of the breakwater was completed and 700 additional feet of crib-work sunk in a depth of from 28 to 30 feet water. During the present season work will be continued extending the breakwater. During the fiscal year ending June 30, 1884, the sum of $300,000 can be profitably expended in extending the east pier at the mouth of the Cuyahoga River. The original estimate for this work was $1,800,000; the Engineer in charge reports that, unless some unforeseen contingency arises, he hopes to complete the entire project for $1,200,000. Up to the present time the sum of $800,000 has been appropriated, leaving $400,000 yet to be provided under the revised estimate. When finished the harbor will be about 1 mile long, and will present an area for anchorage of 180 acres, the depth in 140 acres of which will vary from 17 to 29 feet. Although the balance available is reported as $388,271.70, it will pro- bably all be expended by the close of the season of 1883. July 1, 1881, amount available.................................------- ....... $348,592 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- .----------- ------ . $110, 161 25 July 1, 1882, outstanding liabilities...-. -...---.---.-- 25, 159 77 - 135, 321 02 July 1, 1882, amount available__.............-------..---....--................ 213,271 70 Amount appropriated by act passed August 2, 1882--.----------............------.-175, 000 00 Amount available for fiscal year ending June 30, 1883-................. 388,271 70 Amount (estimated) required for completion of existing project---....... 400, 000 00 Amount that can be profitably expended in fiscal year ending Jun e30, 1884. 300, 000 00 (See Appendix K K 10.) 11. FairportHarbor,mouth of Grand River, Ohio.--The present project for the improvement of this harbor consists of parallel piers, 200 feet apart, running out into the lake. It was adopted in 1825, and has been modified by prolonging the piers from time to time so as to gain in- creased depth, the object being to afford a channel of entrance of nav- igable width, and not less than 16 feet in depth. When the work of improvement was commenced, in 1826, the mouth of the river was closed by a sand-bar, 1,200 feet wide, at times so hard and dry that teams could be driven across. 20 E 306 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In 1829 the depth in the channel was about 8 feet, and in 1839, when work was supended, there was a depth of 11 feet, and any vessel then navigating the lakes could enter at any time without danger. In 1865 the piers were found to be seriously dilapidated; in 1870 there was a depth of 12 feet in the channel; in 1879, this depth was increased to 14 feet; in 1881 to 15 feet; and at the close of the present fiscal year there was a good channel between the lake and the river with a least depth of 16 feet at low-water. During the present fiscal year the superstructure has been renewed upon 376 linear feet of the east pier, and minor repairs made to both piers. The channel through the outer bar, which had shoaled during the winter, was deepened and widened by the removal of 10,000 cubic yards of sand. During the present season it is proposed to prolong the west pier, and to level up the superstructure where settlement has taken place. The amount expended up to the close of the fiscal year ending June 30, 1882, is $212,302.48, and has resulted in securing a good wide chan- nel with a least depth of 16 feet. The appropriation of $30,000 asked for is for the purpose of prolonging the piers in order to maintain the full depth of 16 feet. July 1, 1881, amount available ---------------------------........................................--------. $13, 324 67 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ..----------------------- ---- -------------- 7,956 66 July 1, 1882, amount available............... _----..---..................... -- 5,368 01 Amount appropriated by act passed August 2, 182 ...-----............-.....----. 10, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 15, 368 01 -.... - Amount (estimated) required for completion of existing project .--..... 60,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix K K 11.) 12. Ashtabula Harbor, Ohio.-The original project for this harbor, adopted in 1826 when the rock bottom was found 9 feet below the sur- face and there was a depth of only 2 feet water on the bar at the en- trance, provides for piers starting from the shore on either side of the mouth of the river and running out to a depth of 12 feet in the lake; these piers at their beginning were 160 feet apart, but the west one in- clined to the eastward for the first 900 feet, so as to narrow the channel to 100 feet, and then flared to the westward, again widening it to 160 feet. The present project provides for extending the piers out to a depth of 16 feet, removing and rebuilding the decayed inner portions of both piers, revetting the river bank, and deepening the channel to 16 feet. Work was commenced in 1826, and by 1839 there was a good channel into the harbor with a depth of 9 feet. No work other than some neces- sary repairs of piers was done between 1838 and 1866, a period of twenty- eight years. In 1866 the piers were found to be in a dilapidated condi- tion and the channel to have shoaled somewhat; by 1870 there was a channel 70 feet wide and about 12 feet deep, rock having been removed from 1 to 4 feet; in 1876 the channel was widened to about 100 feet and deepened to 14 feet. Up to the close of the fiscal year ending June 30, 1881, the sum of $294,976.56 had been expended, and there was a chan- nel 100 feet wide, with a depth of from 141 to 17 feet between the lake and the river above the inner end of the piers. During the present fiscal year the sum of $31,766.62 has been expend- RIVER AND HARBOR IMPROVEMENTS. 307 ed; the west pier has been extended 403 feet and the east pier 121 feet; the outer bar has shoaled during the year and some deposits have been made in the channel between the piers, but every effort has been made by dredging to maintain a good depth at the entrance to the harbor, and at the close of the fiscal year there was a good channel between the lake and the river above the piers, with a depth of from 15 to 17 feet at low- water. The sum of $62,000 is required to complete the existing project; the excess over the last estimate arises from the increase in the price of materials and the necessity for the renewal of old work now badly de- cayed and liable to be breached. The sum of $40,000 can be profitably expended during the fiscal year ending June 30, 1884, in completing piers and renewing old work. The Engineer in charge is of opinion that constant and continual dredg- ing will be required every year at this harbor in order to maintain a depth of 16 feet. July 1, 1881, amount available ............... ...................... .... $33, 880 61 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........----- .............. ....----..---.. ..........--- . 30,719 18 July 1, 1882, amount available......................................... 3, 161 43 Amount appropriated by act passed August 2, 1882 . ...................... 20, 000 00 Amount available for fiscal year ending June 30, 1883.................----. 23, 161 43 Amount (estimated) required for completion of existing project .......... 62, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix K K 12.) 13. Conneaut Harbor, Ohio.--The original project for this harbor was adopted in 1829, when the mouth of Conneaut Creek was closed by a bar which was dry at low-water. This project, which was modified in 1866, consists of parallel piers 125 feet apart, running out to a depth of 12 feet in the lake and flaring at their outer ends, the object being to afford a channel of entrance of navigable width with a least depth of 12 feet. By the close of the year 1839 there was a depth of 11 feet in the chan- nel. In 1844 the piers were dilapidated and the channel had shoaled somewhat; in 1855 the depth was from 9 to 10 feet, and in 1866 from 8J to 12 feet. At the close of the fiscal year ending June 30, 1881, the piers were in a dilapidated condition; there was a depth of from 12 to 16 feet water between them, but there was a bar just outside upon which there was a least depth of 6 feet; there was a breach 450 feet wide in the east pier. During the present fiscal year a strong pile and plank protection, 473 feet long, has been built across the breach in the east pier, but since its completion another breach has been made beyond the new work, and about 100 feet wide. With the exception of the work recently built, the piers are in a very dilapidated condition; there is a depth of from 12 to 15 feet between them, but a bar has formed just outside upon which there is a depth of only 7 feet. Up to the close of the present fiscal year the sum of $112,629.39 has been appropriated for this harbor, of which amount $112,398.16 has been expended. The estimated cost of completing the present project is $30,000, the whole of which can be profitably expended during the fiscal year end- ing June 30, 1884, in rebuilding the east pier and renewing the super- structure of the west pier. 308 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available .--. -.... .. ....-.. ...... .............. .... $5, 906 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................................................ 5, 675 03 July 1, 1882, amount available -.................. .... ... .......... ..... 231 23 Amount (estimated) required for completion of existing project ........... 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix K K 13.) 14. Erie Harbor, Pennsylvania.-The original survey of this harbor, under the Chief of Engineers, was made in 1819, when the channel at the entrance was narrow and tortuous, with a depth of only 6 feet. In 1823 a Board of Engineers submitted the following plan of improve- ment: To form parallel embankments, separated 200 feet, from near Block House Point to deep water in the lake, and with the exception of this passage to close the whole of the mouth of the basin by a line of contiguous piles, from Block House Point to Hos- pital Point, terminating the embankment in the lake by two strong piers, &c. The plan of the Board was approved and carried out, and has been amended from time to time by extending the piers farther out. At present the project provides for prolonging the piers out to a depth of 16 feet in the lake, and the maintenance of that depth at the entrance to the harbor. In 1824 the channel was narrow and tortuous, with a depth of only 6 feet, and the depth on the present line of channel was only 2 feet. By 1839, when work was suspended, there was a good wide channel, with a depth of 12 feet between the lake and the bay. In 1864, when work was resumed, there was still a depth of 12 feet, but the channel was narrow and crooked, and had been driven to the southward by the sand drifting around the end of the north pier. At the close of the fiscal year ending June 30, 1881, there was a channel 300 feet wide, with a depth of 16 feet at mean low-water between the lake and the bay. The sum of $585,005.66 had been expended up to the close of the fiscal year ending June 30, 1881, nearly one-third of which was used upon the project for a western entrance, and for protecting the peninsula. During the present fiscal year the sum of $35,332.98 has been ex- pended; the north pier has been prolonged 243 feet, strengthened by pile work upon 380 feet, and the work of renewing 475 feet of old super- structure is in progress. The south pier has been extended 423 feet, and the repairs of the south breakwater are in progress. The channel has been deepened to 16 feet at lowest water, with a width of 300 feet on the outer bar, and from 350 to 400 feet at the angle where the change of direction occurs in the bay, and on the inner ranges, by removing 25,000 cubic yards of sand. The work of strengthening and protecting the neck of the peninsula is in progress. The amount required to complete the existing project is $74,000. Of this sum $50,000 can be profitably expended during the fiscal year end- ing June 30, 1884, in prolonging the piers. During the present season it is proposed to renew the old superstruct- ure upon the north pier, to repair the south breakwater where neces- sary, to dredge the channel, to strengthen and protect the neck of the peninsula, and to prepare for extending the south pier and construct- ing the jetty at the east end of the peninsula. RIVER AND HARBOR IMPROVEMENTS. 309 July 1, 1881, amount available........................................------------------------------------.. $51,361 57 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881............ ........... $35, 332 98 July 1, 1882, outstanding liabilities .......................... 31 46 35, 364 44 July 1, 1882, amount available--.... _............................ __ ...... 15,997 13 Amount appropriated by act passed August 2, 1882 ................-- --. 20, 000 00 Amount available for fiscal year ending June 30, 1883-..-...-.. 35,997 13 --......... Amount (estimated) required for completion of existing project-----..-----....... 74, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 See Appendix K K 14.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with provisions of the river and harbor act of March 3, 1881, Major Wilson was charged with and completed a survey at Toledo, Ohio, for a straight channel to Lake Erie, the result of which was trans- mitted to Congress and printed as Senate Ex. Doc. No. 24, Forty-sev- enth Congress, first session. (See also Appendix K K 15.) IMPROVEMENT OF THE HARBORS OF DUNKIRK AND BUFFALO, LAKE ERIE, AND OF HARBORS ON LAKE ONTARIO AND ON THE NIAGARA AND SAINT LAWRENCE RIVERS. Officer in charge, Maj. Walter McFarland, Corps of Engineers. 1. Dunkirk Harbor, New York.-The present project for the improve- ment of this harbor was adopted in 1870, the object being to form an artificial harbor by the construction of a breakwater in front of the town, 2,860 feet long and nearly parallel with the shore, and by exca- vating the channel to a depth of 13 feet, at an estimated cost of $350,000. The channel has been deepened, and 1,341 feet of the breakwater have been built at a cost of $98,000. It is not thought necessary at present to extend this breakwater more than 360 feet farther, for which an appropriation of $21,000 is recommended. July 1, 1881, amount available...................._---.....-............. $8, 112 12 July 1, 1882, amount expended during fiscal year exclusive of outstanding liabilities July 1, 1881..........-................ $4,108 79 July 1, 1882, outstanding liabilities ........................... 337 43 4,446 22 July 1, 1882, amount available .---.............................----..--....... 3, 665 90 Amount (estimated) required for completion of existing project .... .....-. 252, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 21, 000 00 -- (See Appendix L L 1.) 2. Buffalo Harbor, New York.-The project for the improvement of this harbor, as adopted by the Board of Engineers, in 1874, provided for the construction of a breakwater of crib-work, 7,600 feet long, run- ning about parallel with the general direction of the shore south of the mouth of Buffalo Creek, and a shore arm of pile and crib work, 4,100 feet long, running out towards the southern end of the main or detached breakwater, leaving an opening about 150 feet wide between them for the passage of vessels to and from the harbor. During the year the breakwater has been extended 317 feet; its total completed length now being 4,437 feet, and an additional length of 450 feet is under contract, and will be completed by the close of navigation of the present year. 310 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The most expensive part of this work, which involved the construction of a foundation extending through a depth of 22 feet of mud to the hard bottom below it, the depth of water above the mud being about 30 feet, is now finished, and no foundation will need to be made hereafter. The older part of the superstructure is much decayed and needs rebuilding. July 1, 1881, amount available--..---------------------------------...................................... $173, 060 29 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... ..........-.. $107, 717 31 July 1, 1882, outstanding liabilities ............ ......-.... 1, 419 04 109,136 35 July 1, 1882, amount avaliable ____ __............ _____................... __ 63,923 94 Amount appropriated by act passed August 2, 1882 ........ .... ........ 125, 000 00 --------- Amount available for fiscal year ending June 30, 1883.................. 188, 923 94 Amount (estimated) required for completion of existing project .---- 1, 330, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 250,000 00 (See Appendix LL 2.) 3. NiagaraRiver at Tonawanda Harbor, New York.-The troublesome bars at the head and near the middle of Tonawanda Island, and at the mouth of Tonawanda Creek have been removed, a depth of 13 feet water being secured over them. The contract rates were so low that all the work contemplated has been done under the appropriation of 1881, and no more money is asked for. July 1, 1881, amount available.....------..................-------------------.............-------------... $4,907 &3 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 _ ................................................. _ __ 4,907 63 Amount appropriated by act passed August 2, 1882 ......................--. 1,500 00 (See Appendix LL 3.) 4. Wilson Harbor,New York.-During the year the east pier has been extended 213 feet, and the west pier 302 feet, making the length of this latter 710 feet; and the sand-bar which formed between them last year has been removed. A line of pile and mattress work 200 feet long was built at the inner end of the west pier to prevent the beach at that point from being breached. The project for the improvement of this harbor, adopted in 1875, pro- vides for the extension of the piers to the 12-foot curve and the exca- vation of the channel between them to a depth of 12 feet. The discovery of a bed of soft red rock in the channel where sand only was supposed to exist, will cause an increase of cost over that given in the original estimate. July 1, 1881, amount available__ .________ __..............____........................ $18, 824 93 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....................----------------------..... $18, 816 79 July 1, 1882, outstanding liabilities ................ _.......... 8 14 18, 824 93 Amount appropriated by act passed August 2, 1882 ...................... 10,000 00 Amount (estimated) required for completion of existing project .......... - 50, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix L L 4.) 5. Olcott Harbor, New York.--The inner end of the west pier for a length of 305 feet has been rebuilt,, and a wing added to guard against a possible breach through the west beach in time of high-water. RIVER AND HARBOR IMPROVEMENTS. 311 The scheme for the improvement of this harbor provided for the ex- tension of the piers to the 11-foot curve, and the deepening of the chan- nel between them, the estimated cost of which was $118,000. The piers have been carried out only to the 9-foot curve, and the channel between them excavated to the depth of 10 feet through rock, which made the work more expensive than had been anticipated. To extend the work to the 11-foot curve, and to make the necessary repairs to the decayed superstructure of the piers, will require not less than $30,000. July 1, 1881, amount available-----------....-----------..---------..............-------..--..... $2,449 33 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..---------------------- ----------------------. 2,449 33 Amount (estimated) required for completion of existing project......-----------...... 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 (See Appendix L L 5.) 6. Oak Orchard Harbor, New York.-The outer end of the east pier has been leveled up for a length of 129 feet, and the break at its inner end has been filled. The inner end of the west pier has been rebuilt for 69 feet, and a narrow extension to it, 180 feet long, has been made in order to protect the beach at that point from the danger of being broken through by the water when the lake is high. The original scheme for the improvement of this harbor provided for extending the piers to the 12-foot curve, and for deepening the channel between them to 12 feet, which would make it valuable as a harbor of refuge. The estimated cost of this is $97,000. July 1, 1881, amount available.---...--..--....-------...--..---...----..--..---........-----............ $3, 558 84 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......... ...... ...... ........................... 3, 558 84 Amount appropriated by act passed August 2, 1882 ....................... 3,000 00 Amount (estimated) required for completion of existing project ----------...........-. -97,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix LL 6.) 7. CharlotteHarbor, New York.--A part of the superstructure of the east pier, 43 feet long, has been rebuilt, and some small repairs have been made. The original scheme for the improvement of this harbor provided for the construction of two parallel piers extending to the 12-foot curve in the lake, and the deepening of the channel to 12 feet. This has been accomplished, but the harbor being at the mouth of the Genesee River and forming the port of Rochester, the fifth city in population in the State of New York, is an important one, of very much more than local value, and ought, in the opinion of the officer in charge, to be prepared for the admission of the largest vessels that will be able to pass the Welland Canal when completed, namely, those drawing 14 feet water. The channel should, therefore, be deepened to 15 feet, and the piers ex- tended to the 15-foot curve in the lake, the estimated cost of which is $119,000. July 1, 1881, amount available ......--- .................... .............. $2,133 15 July 1, 1582, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......----.....---..-----....--..-----...... -----..--....---..---..----...--. 1, 452 47 July 1, 1882, amount available- .......... ............ ....--...........------------ 680 68 Amount appropriated by act passed August 2, 1882 ....-.................. 35, 000 00 Amount available for fiscal year ending June 30, 1883.................... 35, 680 68 312 REPORT OF THE CHIEF" OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project..........$119, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 80, 000 00 (See Appendix L L 7.) 8. Pultneyville Harbor, New York.-The west pier has been extended 183 feet during the year, under contract, the cost being about $31 per linear foot. It would be advisable to extend the west pier still farther into the lake, in order to prevent the sand which is accumulating west of it from sweeping around its outer extremity and injuring the channel. The appropriation of August 2, 1882, will be applied to this purpose. July 1, 1881, amount available.........----..--------------.........------ -------......... ----.........--... $5,234 33 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..------------.------..------------------------. 5, 234 33 Amount appropriated by act passed August 2, 1882 --.... ...-----..- -- -... . 4, 000 00 (See Appendix L L 8.) 9. Great Sodus Harbor,New York.-A channel 2,300 feet long, 120 feet wide, and 121 feet deep, has been made between the piers by excavating 42,000 cubic yards of sand, 29,000 of which were removed during the past year; and a sand catch-fence to prevent beach sand from blowing into the channel has been constructed. The original scheme for the improvement of this harbor provided for extending the piers, which formed the channel of entrance, out to the 12-foot curve in the lake, and the deepening of the channel between them to 12 feet. This harbor is, however, becoming one of importance as a coal-shipping port, and it is, in the judgment of the officer in charge, one of the few on Lake Ontario that should be improved to the extent of permitting the entrance of vessels drawing 14 feet water, which is the greatest draught that can be carried through the Welland Canal when completed. This would require the extension of the piers to the 15-foot curve, and the deepening of the channel to 15 feet; and the cost of this has been estimated for acoordingly. July 1, 1881, amount available------ ----------..................----..----------........-- ----.....----..... $7, 176 67 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .-----------------------.........................-----..----------------................. 7, 176 67 -- ------- ....-- Amount appropriated by act passed August 2, 1882-....--......-- .......... 25, 000 00 Amount (estimated) required for completion of existing project--- -........... - 75, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix L L 9.) 10. Little Sodus Harbor,New York.-The east pier has been extended 757 feet and the' west pier 242 feet, its outer extremity being about 84 feet beyond the outer extremity of the east pier, and the channel be- tween them has been dredged to a depth of 15 feet; but the available draught of water at the harbor is but 12 feet, caused by a bar beyond the lake ends of the piers. The original scheme for the improvement of this harbor provided for extending the piers to the 12-foot curve and the deepening of the chan- nel to 12 feet. The harbor has, however, become an important one for the shipment of coal, and it is one of the few on Lake Ontario that should, in the opinion of the officer in charge, be prepared for the admission of the largest vessels that will be able to pass through the Welland Canal when completed; that is, vessels drawing 14 feet water. To admit of this, the piers should be extended to the 15 foot curve and the channel should be excavated to the same depth; and this has been estimated for accordingly. RIVER AND HARBOR IMPROVEMENTS. 313 July 1, 1881, amount available.....---..----............................... $36, 825 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--_..._..--- ------.----.----..------------. 35, 108 91 July 1, 1882, amount available................................-.......... 1,716 40 Amount appropriated by act passed August 2, 1882 ....-.-..--- ----. 25,000 00 Amount available for fiscal year ending June 30, 1883_ _................... 26,716 40 Amount (estimated) required for completion of existing project -..- ..- ...... 55, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884- 40, 000 00 (See Appendix L L 10.) 11. Oswego Harbor, New York.-During the year the west breakwater has been completed by the addition of a length of 441 feet-its total length now, measured on its axis, being 6,025 feet. The east breakwater has been begun, a length of 248 feet having been constructed. A part of the river channel between the light-house and the head of the upper island has been deepened to 15 feet for a width of 125 feet. A fire, originating in the city in September, extended to the harbor, destroying the Engineer buildings and a large part of the old breakwater. The officer in charge recommends that these should be rebuilt, and that creosoted timber, or timber prepared in some other way to resist rot, should be used in the repair and rebuilding of the superstructures of the harbor works. July 1, 1881, amount available....-- ..................................... $105, 538 95 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liablities July 1, 1881-----------..............---.....----......----....-------, ----.............. 105, 452 37 July 1, 1882, amount available..-----------..-..........--.---......------------------...... 86 58 Amount appropriated by act passed August 2, 1882-......-.....- -..-.-- -- 80, 000 00 Amount available for fiscal year ending June 30, 1883.............--- 80, 086 58 Amount (estimated) required for completion of existing project.. ...-. 157,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 157, 0.00 00 (See Appendix L L 11.) 12. Ogdensburg Harbor, New York.-The harbor remains in the same condition as at the close of the preceding fiscal year, there being no ap- propriation for it. The channel should, in the opinion of the officer in charge, be prepared for the admission of the largest vessels which will be able to pass the Welland Canal when completed, and for the purpose of giving the channel a depth of 16 feet on the outer bar and 15 feet inside he esti- mates an additional sum of $66,000. Amount appropriated by act passed August 2, 1882--...................... $10, 000 00 Amount (estimated) required for deepening channel .. _................... 66,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 (See Appendix L L 12.) 13. Waddington Harbor, New York.-About 600 cubic yards of rock were blasted and about 100 cubic yards were removed from the chan- nel by hand labor and the use of a derrick-boat. The work, which consists of forming a new channel below the dam, is so difficult and expensive that it does not seem advisable to continue it, considering the little good to be accomplished by its execution. Nothing is therefore asked for it. 314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1881, amount available .... ................ ..-----------------------.--.. --- $3, 789 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.. -------- .................. 3, 789 00 (See Appendix L L 13.) The Canadian Government being now engaged in deepening the channel of the Saint Lawrence River at the Gallop Rapids, about 7 miles below Ogdensburg, the attention of this office was called, through Hon. Senator Miller, of New York, to fears expressed that the deepening of this channel would to some extent drain Lake Ontario or materially impair its depth of water, with suggestions that the question be investi- gated. It was accordingly referred to Lieutenant-Colonel Comstock, in charge of the survey of the lakes, and Major McFarland, in charge of improvements on the Saint Lawrence River, whose reports and the cor- respondence on the subject will be found in Appendix L L 14. These fears prove to be groundless. EIAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with the provisions of the river and harbor act of March 3, 1881, Major McFarland was charged with and has completed a sur- vey of Sackett's Harbor,New York, the results of which were transmitted to Congress and printed in Senate Ex. Doc. No. 29, Forty-seventh Con- gress, first session. (See also Appendix LL 15.) To complete the report of the results of the surveys assigned to Major McFarland under the appropriation of June 23, 1874, for surveys recom- mended by the Senate Select Committee on TransportationRoutes to the Sea- board, that officer submits, with his present annual report, a resume of his previous reports on the southern route from the Mississippi River to the Atlantic Ocean by way of the Tennessee River (see Annual Report of this office for 1875), together with a comparison of the relative cost of rail and water transportation by proposed routes from Guntersville, Ala., on the Tennessee, to Brunswick, Ga., on the Atlantic coast. (See Appendix L L 16.) PACIFIC COAST. IMPROVEMENT OF THE HARBORS OF OAKLAND AND WILMINGTON ; OF SACRAMENTO AND SAN JOAQUIN RIVERS; OF PETALUMA CREEK, AND OF HUMBOLDT BAY AND HARBOR, CALIFORNIA. Officer in charge, Lieut. Col. G. H. Mendell, Corps of Engineers. 1. Oakland Harbor, California.-The amount of stone placed on the jetties during the year was 46,554 tons. The amount laid up in masonry was 13,077 tons. The amount required to bring the jetties to a condi- tion in which they may be left for some years and perhaps for all time is 32,000 tons, which is now under contract. The dredging between the jetties amounted to 243,735 cubic yards, of which 131,611 cubic yards were placed ashore above high-water mark. There is now a 10-foot channel from the head of the jetties to San Francisco Bay, 300.feet in width, with a depth of 14 feet over a width of 100 feet. The funds herein estimated for are intended to be applied in extend- ing the 14-foot channel to the wharves at Oakland, to further excava- tion of the tidal basin, and to the excavation of the canal connecting the head of the harbor with San Leandro Bay, including such inci- dental work as belongs to these operations. RIVER AND HARBOR IMPROVEMENTS 315 July 1, 1881, amount available .......... .................. ...... ...... $218, 758 03 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1861.........................-..-_ ........--- ....- .... 155, 368 11 July 1, 1882, amount available.-----.....--................................. 63, 389 92 Amount appropriated by act passed August 2, 1882..................... 200, 000 00 Amount available for fiscal year ending June 30, 1883............-...... 263, 389 92 Amount (estimated) required for completion of existing project ......... 1,044, 579 50 Amount that can be prlofitably expended in fiscal year ending June 30, 1884. 400, 000 00 (See Appendix M M 1.)- 2. Wilmington Harbor, California.-Underthe contract in force at the beginning of the year 5,320 tons of stone were placed on the seaward side of the timber jetty along a length of 1,500 feet, where sand dunes have not gathered. The west jetty was raised to a height of 5 feet and extended over the reef to a connection with the mainland, consuming 6,172 tons of stone. Repairs were also made along the single work adjoining Rattlesnake Island, by excavating on the inside below low-water, sheathing the tim- ber with boards, and filling the pit with clay. The wreck Adelaide Cooper was destroyed and removed to an extent that it no longer obstructs or interferes with the channel. The operations contemplated for the coming year are the excavation of the reef to a width of 400 feet and a depth of 16 feet. The exca- vated material to be deposited on the lines of the jetties extended into the Bay of San Pedro. The work to which the appropriation asked for is to be applied is in the completion of these jetties, including their extension, and to dredg- ing the channels. July 1, 1881, amount available...... ............-----........ ......----....----...... $28, 910 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .---....................... ...........----- .....--... -..... 28, 904 02 ----------.....--..-......-------------------..--..---...... July 1, 1882, amount available--...... 6 24 Amount appropriated by act passed August 2, 1882 ..........-----....---.... 100, 000 00 Amount available for fiscal year ending June 30, 1883 ....--------....---................ 100, 006 24 Amount (estimated) required for completion of existing project .........--. 191, 766 42 Amount that can be profitably expended in fiscal year ending June 30, 1884. 192, 000 00 (See Appendix M M 2.) 3. Sacramento River, California.-The snag-boat Seizer was in com- mission on the river for a few days less than seven months. The work done was all above the city of Sacramento, and was as fol- lows : 1, 151 snags removed and destroyed. 661 trees felled and chopped up. 1, 746 miles run. 5 wing-darns, namely: At Merrill's, 110 feet long; Jacinto, 180 feet long; Sam Soule Bar, 200 feet long; Sam Soule Bar, 210 feet long; Call's Bend, 250 feet long. Two sunken barges were taken out of the river bed, the Kate, at Sam Soule's Bar, and the Deadwood, near Colusa. Each barge was 110 feet long by 22 feet wide. A draw-bridge pier, 74 piles, at Knight's Landing, was removed. Bids have been received since the close of the year for the.improve- ment of Six Mile Bar. Long's scraper was fitted to the snag-boat during the winter. The operations of the year already commenced are of the same gen- 316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. eral character. After spending about three months in the river above Colusa, the boat will be placed on lower portion of the river. The construction of impounding barriers and some repair on existing works are contemplated during the coming year, and the appropriation asked in this report is intended to be applied to their continua.tion, and to the maintenance of the snag-boat, the crew of which will be em- ployed in the construction of wing-dams as well as in the removal of snags. July 1, 1881, amount available ......... ... ....... ....... . ...... .... $50, 532 17 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1a81................. ........ $34, 588 79 July 1, 1882, outstanding liabilities ....-......... -.......... 1, 057 85 35,646 64 July 1, 1882, amount available ...... ---......................-..-...... 14, 885 53 Amount appropriated by act passed August 2, 1882 ....... .............. 250, 000 00 Amount available for fiscal year ending June 30, 188 -.................... 264, 885 53 Amount that can be profitably expended in fiscal year ending June 30, 1884. 300, 000 00 (See Appendix M M 3.) 4. San Joaquin River, Calfornia.-Duringthe year cut-offs were made in the San Joaquin River at Burns' and Lone Tree points, by ex- cavating channels 10 feet deep and 100 feet wide at the level of low-water. The aggregate length of these cut-offs is 1,100 feet and the amount of excavation 56,262 cubic yards. The material was placed ashore on either bank. These improvements have proved to be of the greatest convenience to navigation by removing the cause for detention due to the abrupt bends in the channel. A contract for dredging Stockton Slough, in force at the beginning of the fiscal year, was completed in July. The total amount dredged was 25,446 yards. The material was placed ashore. The length of channel dredged is 2,000 feet and the depth afforded 9- feet. The amount of dredging in Mormon Slough was 21,142 cubic yards over a channel 3,500 feet in length. The material was placed ashore. One hundred and eleven snags were removed from the upper river under contract. Brush dams were constructed in the upper river, two near Grayson, one at Mahoney's, and one below San Joaquin City, for the improve- ment of bars in upper river. The amount of brush used was 257k cords. A survey of Devil's Elbow was made for a cut-off which it is pro- posed to make in the river during the present season. The other oper- ations of the coming year will be dredging in Mormon and perhaps in Stockton sloughs, and in survey and destruction of snags in the upper river. The appropriation herein asked for will be applied in continuation of these operations, the necessity for which is likely to continue. July 1, 1881, amount available.........------------..--------------...............-..----------.......... $52, 534 52 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881___........................ ............... __ .. ... 47,455 57 July 1, 1882, amount available.......................................... ----- 5,078 95 Amount appropriated by act passed August 2, 1882 .....................-------- . 40, 000 00 Amount available for fiscal year ending June 30, 1883.----.........--------------......... 45, 078 95 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100,000 00 (See Appendix MM 4.) 5. Petalumna Creek, California.-Nooperations were undertaken during the year. The sum now available will be expended in dredging the RIVER AND HARBOR IMPROVEMENTS. 317 channel at and below Petaluma for a distance of about 2 miles to give 3 feet at low-tide. The sum asked for in this report will be applied to make a cut-off in the channel, the estimated cost of which is $10,000. July 1, 1881, amount available-- _......................................--. $8,452 34 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July, 1881----......----....-------------------...........----- --..............---- ----........--.... 26 20 July , 1882, amount available--------------------------------------........................................... 8,426 14 Amount appropriated by act passed August 2, 1882 --....................... 14, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 22, 426 14 Amount (estimated) required for completion of existing project ........... 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 (See Appendix M M 5.) 6. Humboldt HarborandBay, California.-.Duringthe year 95,744 cubic yards were dredged under the contract with W. B. English. The main part of the work was done in the channel fronting the town of Eureka, giving 10 feet of water at low-tide. A portion, 14,720 cubic yards, was dredged on the front of Arcata. A study of the entrance was kept up during the year looking to the preparation of a project for the permanent improvement of the channel over the bar. A survey of the bar was made and the results of the pre- vious surveys, dating back to 1851, were collected. It is proposed to lay this and other information before a board for consideration in con- nection with a project for improvement of the bar. The conclusions of the board will be awaited before undertaking expenditure of the appro- priation of $40,000 now available. July 1, 1881, amount available--- ....-------..........----......--........... --..... $39, 992 18 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..........----------......-----..................--------------------------- .... 39, 862 15 ------------------- July 1, 1882, amount available ------...................---...-------.....---.............. 130 03 Amount appropriated by act passed August 2, 1882......----.......... ...... 40, 000 00 Amount available for fiscal year ending June 30, 1883....- ........ --.... 40, 130 03 (See Appendix M M 6.) 7. Mining ddbris in California rivers.--The river and harbor act of June 14, 1880, made provision for such examinations and survey as might be found necessary to devise a system of works to prevent the further injury to the navigable waters of California from the debris of mines arising from hydraulic mining, and required a report thereon to be transmitted to Congress during its next session. As in the preliminary report accordingly submitted January 31, 1881, it was not possible for want of time to cover the whole field of inquiry, a final report upon the subject from Lieutenant-Colonel Mendell, the officer of Engineers in charge, was transmitted to Congress March 6, 1882, and printed as House Ex. Doc. No. 98, Forty-seventh Congress, first session. (See also Appendix M M 7.) 8. Removal of wreck from San Francisco Harbor, California.--The British iron-screw steamer Escambia, with a cargo of wheat, was foun- dered on the bar inside the crest, in 6 fathoms of water, on the 19th of June, 1882, and forms a serious danger to passing vessels. By direction of the War Department the notice to owners, required by law, has been published, and bids for her removal have been invited. The House of Representatives, by resolution of June 12, 1880, called for a report upon the causes at work tending to diminish the commer- 318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cial value of this harbor. The existing information acquired by previ- ous surveys was referred to and discussed in a report dated February 1, 181, and published as House Ex. Doc. No. 93, Forty-sixth Congress, third session. The information not being brought to recent dates the report could not be complete. In order to ascertain the present condi- tions of the bar and interior channels new surveys are necessary. The sum of $15,000 can be applied to this purpose advantageously during the coming year. (See Appendix M M 8.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. To comply with requirements of the river and harbor act of March 3, 1881, Lieutenant-Colonel Mendell was charged with and completed an examination of Mokelumne River, California,from its mouth at or near Woodbridge, the result of which was transmitted to Congress, and printed as Senate Ex. Doc. No. 34, Forty-seventh Congress, first session. (See also Appendix M M 9.) IMPROVEMENT OF HARBOR OF SAN DIEGO, CALIFORNIA. Officer in charge, Lieut. Col. C. S. Stewart, Corps of Engineers. The San Diego River, during a great flood many years since, changed its course from False Bay into San Diego Harbor. To prevent injury to the latter from the deposit therein of the sand and soil brought down by the river during the rainy seasons, a project was formed for turning the channel back into False Bay. An artificial waterway was cut for the stream into the latter bay, and on the south side of the new channel an embankment was formed and faced with stone to prevent overflow in time of freshets. These works were constructed in 1876 and have been thus far suc- cessful. All damages to the levee caused during the past year by cattle, the burrowing of badgers, and the wash from rains has been repaired at a cost of $49.50. The total cost of this improvement and its repair, to include June 30, 1882, has been $80,172.50. The amount on hand of the last appropriation for repair, made in 1879, will doubtless keep the works in good order for several years. July 1, 1881, amount available............ .......... --------- ..... . .. -..... $877, 00 July 1, 1882, amount expended during fiscal year ......................... 49 50 July 1, 1882, amount available---- ...... ............ .. ..... .............. 827 50 (See Appendix N N.) IMPROVEMENT OF RIVERS AND HARBORS IN OREGON AND IN WASHING- TON TERRITORY-IMPROVEMENT OF LOWER CLEARWATER RIVER, IDAHO-CONSTRUCTION OF CASCADES CANAL, COLUMBIA RIVER. Officer in charge, Capt. C. F. Powell, Corps of Engineers, having under his immediate orders, Lieut. P. M. Price, Corps of Engineers. 1. Lower Willamette and Columbia rivers.-The present project for this improvement was adopted in 1877, and modified in 1879 and 1882, the object being to afford a river channel of navigable width and a depth of 20 feet at mean low-water. The project consists in a permanent con- traction of waterway by low cut-off dams for improvement of the four bars between Portland and Saint Helens, Oreg., in dredging or scrap RIVER AND HARBOR IMPROVEMENTS. 319 ing at the bars during construction of permanent works and on shoal places in the river below Saint Helens, and in snagging operations. The natural depth of river channel was not more than 12 feet at low- water on the shoalest place. The amount expended to June 30, 1882, is $413,952.27, and has re- sulted in generally maintaining a river channel of navigable width and a least depth at low-water of 17 to 18 feet. At the two bars in the Willamette River, where permanent works have been commenced and are nearly completed, greater depths have thereby been obtained. The appropriation of $125,000 asked for is to be applied in complet- ing the construction of permanent works, and below the part of the river reached by their application, on temporary improvement, accord- ing to the adopted project, and also in snagging operations on the rivers and the annual survey of the Columbia River Bar. The foreign and coasting trade of the Lower Willamette and Colum- bia rivers is large and increasing. Portland, the principal place of exportation and the head of ship navigation, is 122 miles from the sea. The completion of the improvement of the ship-channel will do away with an expensive lighterage which is now necessary at low stage. During the year the city of Portland and Portland Board of Trade furnished $7,442.50 for continuing the improvement. The city is constructing a dredge-boat of large capacity for use in the Lower Willamette River, and a company, organized from the Board of Trade, has purchased a powerful tug at the East to give additional and cheaper towage at the mouth of the Columbia River. No project for improvement of the bar at the mouth of the Colum- bia River has as yet been adopted. One of the channels across this bar, until the last year, always kept a depth from 20 to 27 feet at low- water. The officer in charge calls attention to the injurious effect of bar net-fishing on the channels. To comply with the provisions of the river and harbor act of Au- gust 2, 1882, a Board of Engineers has been appointed to examine the Columbia River Bar with a view to its improvement; the results of the examination will be duly submitted. July 1, 1881, amount available...............--.......------------................ $39,737 88 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........--- ---............. $38, 325 15 July 1, 1882, outstanding liabilities ...........-.. ...... .. 503 57 38,828 72 July 1, 1882, amount available............................-----------------........... 909 16 Amount appropriated by act passed August 2, 1882 ..... -.. .- .....--.... 100, 000 00 .... 100,909 16 Amount available for fiscal year ending June 30, 1883----- ------ ---................ Amount (estimated) required for completion of existing project, as modified 125, 209 75 Amount that can be profitably expended in fiscal year ending June 30, 1884. 125, 000 00 (See Appendix 00 1.) 2. Upper Willamette River, Oregon.-The project for this improvement was adopted in 1870, modified in 1879, and its application extended in later years. The object is to afford and maintain an easy light-draught navigation from Portland to Eugene City, a distance of 172 miles. The work consists in snagging operations, bar scraping, and for the reach between the Willamette Falls and Corvallis, in the contraction of water- way by low cut-off or wing dams, and in rock removal. The natural channel from Portland to Willamette Falls, 12 miles, was generally deep and wide; above the falls it was narrow, tortuous, and much ob- structed. The mouth of the Yamhill, 28 miles from the falls, was the 320 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. head of an inconvenient low-water navigation on a draught of 24 feet; 1 foot only could be carried to higher points. The amount expended to June 30, 1882, is $109,360.53, and has resulted in making and keep- ing an easy channel, with a least depth during the year of 24 feet, to Corvallis, 102k miles from the falls, and also, except during extreme low-stage, to Harrisburg, 344 miles farther. The reach from Harris- burg to Eugene, on account of railroad facilities and difficult access from the farming region to the landings, has been abandoned during late years for navigation. The appropriation recommenmed, $31,000, is to be applied to the construction of a snag-boat and 2,000 feet of low dams and to snagging operations, for part completion of the present project, and maintenance of the channel for the year. The officer in charge explains the effect on river commerce of exces- sive tolls at the Willamette Locks, which are owned by the corporation controlling the valley railroads. July 1, 1881, amount available......-----. ....................... ...... .... $9,221 23 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...........-----------------.....------........................-----------------.. 8, 081 76 July 1, 1882, amount available.........................................--------------------------------------- . 1, 139 47 Amount appropriated by act passed August 2, 1882 ....................... - 5, 000 00 Amout available for fiscal year ending June 30, 1883---------- -- 6, 139 47 --.....................-. Amount (estimated) required for completion of existing project * .......... 33, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 31, 000 00 (See Appendix O O 2.) 3. Upper Columbia and Snake rivers.-The present project for this im- provement was adopted in 1877, the object being to afford a channel of navigable width from Celilo Falls, on the Columbia near the Dalles, to Lewiston, Idaho Territory, on the Snake, with a depth at low stage of. 5- feet in the Columbia and 4J feet in the Snake. The natural channel through the rock rapids was very narrow and tortuous, with a swift current and a depth at low stage of 2 to 4 feet. The amount expended to June 30, 1882, is $189,871, and has resulted in improvement at thir- teen localities; eight places remain for work under the present project. Work during the past year was confined to the Snake River, and con- sisted of completion of contract of previous year at Texas Rapids by ren oval of a few projections where the work at first had not been carried to the required level; removal of 1,543.53 cubic yards of solid rock from the sides of the low-water channel at Palouse Rapids; 66.31 yards of bowlders in a channel for mean stages at the same place; and 8.69 yards of bowlders in a channel for ascending boats during mean stages at False Palouse Rapids. All rock was taken down to a least depth of 54 feet at a low stage, and the main Palouse channel made straighter and its least width increased from 50 to 70 feet. The appropriation of $56,000 asked for is to be applied for completion of the present project. -------------- $31, 425 32 July 1, 1881, amount available ......-----......--.................----------------........ July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ---..---------------.................--....-------------- ------. 31,296 34 July 1, 1882, amount available ..... ...... .... ....................... 128 98 Amount appropriated by act passed August 2, 1882 ................... 6, 000 00 Amount available for fiscal year ending June 30, 1883 ................ .... 6, 128 98 * Exclusive of expense of annual maintenance. RIVER AND HARBOR IMPROVEMENTS. 321 Amount (estimated) required for completion of existing project.........--------. $56, 000 00 Amount that can beprofitably expended in fiscal year ending June 30, 1884. 56,000 00 (See Appendix 00 3.) 4. Canal around Cascades of Columbia River, Oregon.-The present project for this construction was adopted in 1877 and modified in 1880. The object is to improve the river at the minor rapids and give lockage around the principal rapids of the cascades of the Columbia River for stages of 20 feet at the foot of the canal for about one-half the year, which includes the busy boating season. The plan is arranged for easy extension for higher stages of river. The canal will be about 3,000 feet long. The low-water lock will have a lift of about 24 feet. The lock capacity will be 90 by 462 feet, with a least draught of 8 feet. The amount expended to June 30, 1882, is $539,482.40. Work during the year consisted of excavation, part construction of side wall and protective structures of canal, wing wall of lock, preparation of ma- sonry stone, river improvement, and construction of tow-boat and steam- drill scow. The appropriation of $500,000 asked for is to be applied to a guard- gate and to a part of the lock construction, and additional river im- provement. The officer in charge recommends especially that all of the estimated amount for next year be appropriated for advantageous work. July 1, 1881, amount available .-----------............--..------......----.--.........---------... $133,847 17 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881__.......... ................. .............. 133,329 57 July 1, 1882, amount available........ ..................... ....... 517 60 Amount appropriated by act passed August 2, 1882........-----------....--... ..-------.265, 000 00 Amount available for fiscal year ending June 30, 1883 ............-.--. 265, 517 60 Amount (estimated) required for completion of existing project*-.. _ . 1, 655, 397 31 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 (See Appendix 00 4.) 5. Entrance to Coos Bay, Oregon.-The present project for this im- provement was adopted in 1879, the object being to open and maintain a deeper and more direct channel across the sea-bar, by a jetty con- struction. The natural channel was shifting, usually tortuous, and with not more than from 9 to 12 feet in ruling depth at mean low-water. The mean rise of the tide is 5.1 feet. The amount expended to June 30, 1882, has afforded a straighter and more stable channel of 13 feet depth at mean low-water. The appropriation of $75,000 asked for is to be applied in extension of the jetty. It is expected with this amount to still further improve the channel and make it more permanent. July 1, 1881, amount available--...---................... ..--............ $16,762 81 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...--.- - ----- ---------.------.-------- -------. 16, 757 23 July 1, 1882, amount available..................-- -- --............-- ........----. 5 58 Amount appropriated by act passed August 2, 1882...................... 30, 000 00 Amount available for fiscal year ending June 30, 1883 .......-- _... -....- .. 30, 005 58 Amount (estimated) required for completion of existing project ........- - - .. 500, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. _ 75, 000 00 (See'Appendix 0OO 5.) *This increase arises from a modification of the project and a revision of the esti- mates. 21 E 322 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 6. Lower Clearwater,Idaho Territory.-The present project was adopt- ed in 1878, the object being to open a channel through rock reefs and cobble-stone bars for rafts and small river boats, not less than 60 to 75 feet wide, with 4 feet depth at low stage from the river mouth to the North Fork, a distance of 40 miles. The natural channel is impractica- ble for boats and difficult for rafts. The amount expended is $10,000 and has resulted in obtaining a channel of required dimensions to Kent's Chute, 16 miles from the river mouth, and partial improvement at Kent's Chute and Big Eddy Rapids, 13 miles farther. The appropriation of $20,000 asked for is to be applied for completion of the present project. Amount appropriated by act passed August 2, 1882- .. ..-.......-....-.... $5, 000 00 Amount (estimated) required for completion of existing project .-..-...... 19, 424 00 Amount that can be profitably expended in fiscal year ending June 30,1884.. 20, 000 00 (See Appendix O O 6.) 7. Entrance to Yaquina Bay, Oregon.-The present project for this harbor was adopted in 1879, the object being to afford a permanent cen- tral channel over the bar with a depth of not less than 12 feet at mean low-tide. The mean rise of tide is 7 feet. Of three natural shifting channels, the best one gave a depth from 7 to 9 feet at mean low-water; the southern and northern channels are obstructed by rocks. The amount expended to June 30, 1882, is $49,992.76. The construction of the jetty has not been advanced far enough to have any influence on the channels. The citizens of Willamette Valley donated $1,439.50 for this improve- ment. By direction of the Secretary of War this amount was disbursed on condition that no claim therefor shall be made against the United States. The appropriation of $140,000 asked for is to be applied to the jetty extension, and is expected to build 1,000 linear feet of structure in advance of the low-water line. July 1, 1881, amount available.--........----------................--- ---------.......-------....-----...... $21,139 56 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ......--------......-----......-----.........-------.....----......--------....--.... liabilities July 1, 1881------ ---- 21, 132 32 July 1, 1882, amount available---.....----..--..------...............------------............----------- 7 24 Amount appropriated by act passed August 2, 1882 ......---......--......---- - .... 60, 000 00 Amount available for fiscal year ending June 30, 1883-....-- ..........-.. 60, 007 24 Amount (estimated) required for completion of existing project--- ...... 355, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 140, 000 00 (See Appendix 00 7.) 8. Mouth of Coquille River, Oregon.-The present project for the im- provement of this entrance was adopted in 1880, the object being to afford, by a jetty construction, a more direct channel of navigable width and not less than 10 feet deep at mean low-water. The mean rise of the tide is 4 feet. The natural channel was shifting, tortuous, and rarely carried more than 3 feet at low-water. The amount expended to June 30, 1882, is $9,996.69. With this amount a low slight jetty 850 feet long has been built. From its incompleteness the structure has not resulted in any permanent improvement of the bar. The appropriation of $60,000 asked for is to be applied in extending the jetty to that point where it will ha ve a permanent influence on the bar. RIVER AND HARBOR IMPROVEMENTS. 323 July 1, 1881, amount available --.......................................... $3, 287 57 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ------..............................----------------------..---------------............. 3,284 26 July 1, 1882, amount available........................................... 3 31 Amount appropriated by act passed August 2, 1882 ........................-- 10,000 00 Amount available for fiscal year ending June 30, 1883...................-----------------.. 10, 003 31 Amount (estimated) required for completion of existing project ..........--- 144, 200 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 60, 000 00 (See Appendix 00 8.) 9. Cowlitz River, Washington Territory.-The project for this improve- ment was adopted in 1880. It consists of the removal of drift and snags, anid moderate scraping of bars, to give an easy light draught navi- gation at all stages as far as Toledo, 40 miles from the river mouth. The natural channel was narrow, tortuous, obstructed, and carried a least depth, at low-water, of 2) feet; navigation was suspended on the upper part of the route during low stages; rafting, at favorable stages, was difficult. The amount expended to June 30, 1882, is $1,000, and has resulted in securing a moderately free channel with a least depth during the year of 3 feet. The appropriation of $6,000 asked for is to be applied to the improve- ment for extension of navigation 20 miles up stream, and maintenance for the year of an easy 3-foot channel. July 1, 1881, amount available......-- ......----........-............-- ........ $1, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ---..--------------------------..-....----..... .... 1, 000 00 Amount appropriated by act passed August 2, 1882 ----...--......---.....----. ... 1, 000 00 Amount (estimated) required for completion of existing project....--...... 3, 000 00 Amount that can be profitlably expended in fiscal year ending June 30, 1884.- 6, C00 00 (See Appendix 00 9.) 10. Skagit, Steilaquamrish, Nootsack, Snohomish, and Snoqualmie ricvers, Washington Territory.-The present project for improvement of these rivers was adopted in 1882, the object being to annually clear them, to the heads of navigation, of snags, rafts, and drift, with moderate scrap- ing of bars. The appropriation of August 2, 1882, is the first one made other than that previously given for the Skagit River, and which was expended before July 1, 1881, in a partial and temporary improvement. The appropriation of $10,000 asked for is to be applied to the opera- tion of a snag-boat during the year. Amount appropriated by act passed August 2, 1882 .......-- ..... ...... $20, 000 00 Amount (estimated) required for completion of existing project ...... .... 10, 000 CO Amount that can be profitably expended in fiscal year (ending June :)0, 1884. 10, 000 00 (See Appendix 00 10.) 11. ChehalisRiver, Washington Territory.-The present project for this improvement was adopted in 1882, the object being to annually clear the river of snags, rafts, and drift for a navigable width with the nat- ural depth to Claquato, 70 miles, and head of river navigation. The appropriation of August 2, 1882, is the first one for this improvement. The appropriation of $5,000 asked for is to be applied for maintenance of the channel under the present project. Amount appropriated by act passed August 2, 1882...... ..--...... -- .......... $, 000 00 Amount (estimated) required for completion of existing project ........... 5,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5, 000 00 (See Appendix O O 11.) SExclusive of expense of annual maintenance. 324 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEYS FOR IMPROVEMENT. The report of a survey of the Columbia River at the Dalles, Oregon, and Washington Territory, with plan and specificationsfor canal and locks around thatpoint, as provided for in the river and harbor act of March 3, 1879, was submitted to Congress and printed as Senate Ex. Doc. No. 184, Forty-seventh Congress, first session. (See Appendix O O 12.) And in compliance with provisions of the river and harbor act of March 3, 1881, Captain Powell was charged with and completed the following, the results of which were transmitted to Congress and printed as Senate Ex. Doc. No. 112, Forty-seventh Congress, first session: 1. Young's, Lewis and Clarke's, and Skipanon rivers, Oregon. (See Appendix OO 13.) 2. Snake River from Lewiston to mouth of Salmon River, Idaho. (See Appendix OO 14.) 3. Entrance to Gray's Harbor, Washington Territory. (See Appendix 0015.) 4. Between Baker's Bay and Shoalwater Bay, Washington Territory, for canalfor light-draught vessels. (See Appendix O O 16.) 5. Chehalis River, Washington Territory. (See Appendix 0 11.) 0 EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HARBORS. For examinations and surveys for improvements, and for contingen cies, and for incidental repairs of harbors for which there is no special appropriation, an appropriation of $150,000 should be made, of which sum $50,000 for surveys and $100,000 for contingencies, including inci- dental repairs of harbors. WASHINGTON AQUEDUCT. Officer in charge, Lieut. Col. Thomas Lincoln Casey, Corps of Engi- neers. The funds appropriated for the Washington Aqueduct for the past year were simply for its repair and maintenance and the necessary over- sight, to insure a regular supply of water to the city. During the year the level of the water in the distributing reservoir was raised to reference (146') above datum, and the quantity of overflow from this reservoir at the close of June was close upon 30,000,000 of gallons for twenty-four hours. The estimates of the officer in charge for the fiscal year ending June 30, 1881, are as follows: For engineering, maintenance, repairs, and construction....-.... ........ $55, 000 00 By direction of the Secretary of War, the charge of the Washington Aqueduct was, August 11, 1882, transferred to Maj. G. J. Lydecker, Corps of Engineers, Engineer Commissioner of the District of Columbia; Lieutenant-Colonel Casey being relieved at his own request. (See Appendix P P.) IMPROVEMENT AND CARE OF PUBLIC BUILDINGS AND GROUNDS IN THE DISTRICT OF COLUMBIA. Officer in charge, Col. A. F. Rockwell, U. S. A. In addition to the care extended to the public grounds in the Dis- trict of Columbia necessary for their proper maintenance, such marked progress was made in the grounds south of the Executive Mansion as MISSISSIPPI RIVER COMMISSION-LAKE SURVEY-MAPS. 325 to cause them to present quite an inviting and park-like appearance. A most satisfactory improvement was made in Mount Vernon Square by the removal of the asphaltum carriage-ways formerly traversing it, and the small triangular reservation at the intersections of Rhode Island avenue and Ninth and Q streets northwest was graded, planted, and properly inclosed. Attention is invited to the detailed report of the officer in charge, and his estimates for the coming fiscal year are recommended, as follows: For improvement and care of public buildings and grounds ............. $182, 500 00 For compensation of persons employed on and around public buildings and grounds ..-------------------------------------------------- 48, 400 00 For contingent and incidental expenses ...-----..........---..------ ------..--.. ......-------.. 500 00 For rent of office public buildings and grounds.....----------------------..................--.. 600 00 232, 000 00 (See App)endix Q Q.) MISSISSIPPI RIVER COMMISSION. This Commission, organized under the provisions of the act of June 28, 1879, reports to and receives instructions from the Secretary of War through this office. Information regarding the progress of the Commission in its duties was transmitted to Congress, as required by the above act, in a report dated November 21, 1881, which was printed as Senate Ex. Doc. No. 10, Forty-seventh Congress, first session. This report of the Commission, exclusive of its appendixes, together with a minority report from Mr. James B. Eads, a member of the Com- mission, is attached. And also the message of the President of April 17, 1882, transmitting to Congress a letter from the Secretary of War, inclosing a recommendation from the Mississippi River Commission that an appropriation of $1,010,000 might be made for closing existing gaps in levees in addition to the like sum for which an estimate had already been submitted. This was printed as Senate Ex. Doc. No. 159. (See Appendix R R.) SURVEYS OF NORTHERN AND NORTHWESTERN LAKES. Officer in charge, Lieut. Col. C. B. Comstock, Corps of Engineers, who had under his orders the following-named principal assistant engineers: E. S. Wheeler, A. R. Flint, O. B. Wheeler, R. S. Woodward, Thomas Russell, J. H. Darling, and T. W. Wright. Progress of the work during the year.-The preparation of the final re- port has been completed, and it is now nearly half printed. Water-level observations have been continued. It is expected to close the office and transfer the records to the Office of the Chief of Engineers by August 1, 1882. Amount available for fiscal year 1882-1883 ..--.........----- ----..-............------....----. ------ 12, 000 Amount required for survey of Northern and Northwestern Lakes for fiscal year ending June 30, 1884, namely, for printing and issuing charts for use of nav- igators and miscellaneous.....------------------ ......--...---....------....----...--............. -------- 3, 000 (See Appendix S S.) MILITARY, GEOGRAPHICAL, AND LAKE SURVEY MAPS. In the Ofice of the Chief of Engineers. The compilation of the new outline map of the Territory of the United States west of the Mississippi, scale 2i: gy has been completed; the 326 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. northwestern sheet has been engraved on stone, and considerable prog- ress has been made in engraving the southeastern and southwestern sheets. The compilation of a new outline map of the United States on a scale of s O o o00has been commenced, and some progress made. The following maps have been photolithographed and an edition l)rilnted: Map of Nebraska, scale b, y, Capt. W . S. Stanton, Corps of Engineers, 1881. by Map of the Department of the Columbia, scale 16 miles to 1 inch, by Lieut. T. W. Symons, Corps of Engineers, 1881. Map of the Mississippi River from Lake Itasca to the Falls of Saint Anthony, in 17 sheets, scale 1 mile to 1 inch, by Capt. Chas. J. Allen, Corps of Engineers, 1881. Map of Lower Egypt and the adjacent country, compiled in the Office of the Chief of Engineers, 1882. Plate 23, to illustrate the final report of the survey of the Northern and Northwestern Lakes. The following have been engraved on stone and printed: Map of the Department of the Columbia, prepared by Lieut. Thos. W. Sylmons, Corps of Engineers, 1882. Plates 24, 25, 26, 27, 28, 29, and 30, to illustrate the final report of the survey of the Northern and Northwestern Lakes. The following engraved plates of charts of the Northern and North- western Lakes have been electrotyped : Lake Ontario coast chart, No. 2. Lake Ontario coast chart, No. 4. Lake Erie coast chart, No. 1. Lake Erie coast chart, No. 5. North end of Lake Michigan. South end of Lake Michigan. Lake Michigan coast chart, No. 5. Lake Michigan coast chart, No. 6. Lake Michigan coast chart, No. 7. Detroit River. Saint Clair River. Saint Lawrence River. Lake Erie coast chart, No. 7, is in the hands of the engraver. GEOGRAPHICAL SURVEYS OF THE TERRITORY OF THE UNITED STATES WEST OF THE ONE HUNDREDTI ME- RIDIAN. Officer in charge, First Lieut. M. M. Macomb, Fourth U. S. Artillery. No field-work was done during the year, there being no funds avail- able for that purpose. The duties of the office have been confined to the reductions and com- p)utations necessary for putting unfinished map material in shape for publication and to the distribution of published maps and reports. Three plotting sheets and seven final atlas sheets in hachures were completed. Five other atlas sheets are in the hands of the compiler and final draughtsmen, and are in various stages of completion. One new land-classification sheet was issued, and editions of Vol. VII, Archeology, and Vol. III, Supplement-Geology, together with a second edition of the List of reports and maps, have been received from the Government Printer during the year. The operations of this survey are being pushed to a close as rapidly as is possible with the present office force. The amount originally appropriated for closing the work will not allow the publication of sufficiently large editions of the unissued maps, RECONNAISSANCES AND EXPLORATIONS. 327 nor furnish reissues of those maps now out of print and which have undergone revision. Lieutenant Macomb estimates that $5,000 would cover the expense of such publication. His report with estimates is appended. (See Appendix T T.) RECONNAISSANCES AND EXPLORATIONS. The following-named officers have been on duty at the headquarters of the Army and at headquarters of the military divisions and depart- ments, and have been engaged during the year iln p1reparing such maps and making such surveys and reconnaissances as were required by their respective commanding officers: Lieut. Col. 0. M. Poe (colonel and aid-de-camp to the General of t e Army). Capt. James F. Gregory (lieutenant-colonel and aid-de-camp to the Lieutenant-General). Capt. W. R. Livermore at headquarters Department of Texas. Capt. W. S. Stanton, at headquarters Department of the Platte until August 22, 1881, and Lieut. Dan C. Kingman at same headquarters since September 29, 1881. Lieut. T. N. Bailey at headquarters Department of the Missouri. Capt. Edward Maguire at headquarters Department of Dakota. Maj. W. A. Jones at headquarters )ivision of the Pacific. Lieut. Carl F. Palfrey at headquarters Department of Arizona. Lieut. T. W. Symons at headquarters Department of the Columbia. Lieut. Col. O. M. Poe, Corps of Engineers, UI. S. A., colonel and aid- de-camp to the General of the Army, also on duty as a member of the Light-House Board, reports that the map of the operations at Savan- nah, Ga., in December, 1864, has been photolithographed. A map of the country between Chattanooga and Atlanta and a map intended to illustrate the campaign from Atlanta to the Sea have been completed. (See Appendix U U.) Capt. James F. Gregory, lieutenant-colonel and aid-de-camp, on duty at headquarters Military Division of the Missouri, reports that the work of his office during the past fiscal year has consisted in correcting, mounting, and issuing maps for the use of officers in the division; in making copies, tracings, reductions, and enlargements of maps of mili- tary reservations, scouts, reconnaissances, &c., for file and forforwarding. A reproduction has been made of the map of Central Virginia illus- trating the operations of the Cavalry Corps under the command of Major-General Sheridan in 1864-'65. (See Appendix V V.) Lieut. Dan C. Kingman, Corps of Engineers, on duty at headquarters Department of the Platte, reports that the work of his office has con- sisted in collecting data. for a map of Wyoming; mounting and issuing of maps, in making tracings and photolithographic copies (by blue pro- cess) of all scouts and reconnaissances of a reliable character for file and for forwarding; in making a third set of the plans of posts and plots of reservations in the department, the distribution of 360 maps and 110 itineraries. (See Appendix W W.) 328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Lieut. Thos. N. Bailey, Corps of Engineers, on duty at headquarters Department of the Missouri, reports the result of astronomical work for the longitude of Fort Dodge, Kans., and submits the latitude and individual results for the longitude of Gunnison, Colo. The rapid construction of railroads and the progress of settlements have afforded much material for map corrections, which has been se- cured mainly through trial sheets, as explained in his report. New road distances and useful information derived from scout reports have been promptly circulated in his department. Inspections and surveys have been made at Pagosa Springs, Colo., Fort Hays, Kans., and Fort Leavenworth, Kans. He reports 785 maps made in his office during the year, and 660 issued. (See Appendix X X.) Capt. Edward Maguire, Corps of Engineers, at headquarters Depart- ment of Dakota, reports that detailed plans, specifications, and esti- mates for water-works at Fort Assinaboine, Mont., were prepared by him. The routine work of his office consists of making tracings and photolithographic copies, and supplying such information and data as is called for by the department commander. The force was almost con- stantly employed under the direction of the quartermaster's department at Fort Snelling, Minn. (See Appendix Y Y.) Maj. W. A. Jones, Corps of Engineers, on duty at headquarters Mil- itary Division of the Pacific and Department of California, reports that operations have been directed to the following purposes: The survey of military posts and reservations. Surveys for public buildings and water supply. The collection of geographical information. The cartographic work connected with the foregoing. The distribution of maps and geographical information. The collection of information obtained by reconnaissances of troops in the field. The following has also been accomplished: Surveys. Target range, Presidio of San Francisco, Cal. Reservation, Fort Halleck, Kev. Locating Presidio Observatory. Rifle range at Angel Island, Cal. Rifle range at Fort Point, Cal. Water supply at Angel Island, Cal. Astronomical. Time determinations, with transit, at Presidio of San Francisco, Cal., and telegraphic signal exchange for determining longitude of Colfax, Wash. Examinations and reports. Report in case of trespass and riparian rights at Fort IHalleck, Nev. On the case anemometer. On the relative evaporative efficiency, as compared with standard oak wood, of British and foreigni coals in the San Francisco market. RECONNAISSANCES AND EXPLORATIONS. 329 On lumber used at rifle butts, Presidio of San Francisco, Cal. On the Allardt survey of the eastern boundary, Presidio Reservation. Experiments in reproducing maps and industrial designs by photog- raphy. On extension of military reservation at Fort Thomas, Ariz. On case of settlers' rights and reservation extension at Fort Lowell, Ariz. Important improvements in the art of war. On brick-burning on Presidio Reservation. (See Appendix Z Z.) Lieut. Carl F. Palfrey, Engineer officer at headquarters Department of Arizona, reports on surveys and reconnaissances made by him. (See Appendix A A A.) Lieut. Thomas W. Symons, Engineer officer on duty with the com- manding general Department of the Columbia, reports upon the work done by himself and assistants during the past year. He was engaged during a portion of the year in determining the latitude and longitude of points in Washington and Idaho Territories; in looking after the water supply of Fort Lapwai, and in resurveying the reservation for Fort Walla Walla. He also, at the request of Col. G. L. Gillespie, Corps of Engineers, and with the approval of the department com- mander, made an examination of Snake River from Lewiston to the mouth of the Salmon. Lieutenant Symons made an examination of the country in the vicinity of Fort Colville, and Camp Spokane, and of other sections in the north- ern part of Washington Territory, and an examination of the Columbia River with reference to its navigability and influence in military oper- ations. The results as affecting the proper locations of military posts, was submitted in a report to the department commander. The results obtained by the survey of the Upper Columbia, from the boundary line to the mouth of Snake River, and by the examinations, explorations, and surveys made in the neighboring country during the past four years, were deemed of sufficient importance by Lieutenant Symons to be made the subject of a special report, which has been made and submitted to Congress. (See Appendix B B B.) The maps prepared by these officers are in many cases the only ones that are available for the use of the War Department. There is a great demand for them from citizens for use in the location of railroads, mines, and valuable lands. The small appropriation asked for the next fiscal year is required for making surveys for the collection of data, and for the publication of maps required for military purposes. ESTIMATE FOR AMOUNT REQUIRED FOR MILITARY SURVEYS AND RECONNAISSANCES IN MILITARY DIVISIONS AND DEPARTMENTS. For military surveys, reconnaissances, and surveys of military reser- vations by the Engineer officers attached to the various headquarters of military divisions and departments, being an average of $5,000 for each of the nine military divisions and departments west of the Missis- sippi River, and $5,000 for publication of maps; total, $50,000. 330 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. OFFICE OF THE CHIEF OF ENGINEERS. In the labors of the office the Chief of Engineers was assisted during the fiscal year ending June 30, 1882, by the following officers in charge of the several divisions: FIRST AND SECOND DIVISIONS.- Fortifications,Battalion and Engin- eer Depot, Lands, Armaments, Personnel, &c., Maj. George H. Elliot. THIRD DIVISION.-River and Harbor Improvements, &c., Lieut. Col. John G. Parke. FOURTH AND FIFTH DIVISIONs.-Property, Accounts, Estimates,Funds, Survey of the Lakes, E plorations,Maps, Instruments, &c., Capt. Henry M. Adams. Very respectfully, your obedient servant, H. G. WRIGHT, Chief of Engineers, Brig. and Bvt. Major-General. Hon. OBERT T. LINCOLN, Secretary of JVar. RANK AND DUTIES OF OFFICERS. 331 STATEMENT SHOWING THE RANK AND THE DI)UTIES OF OFFICERS OF THE CORPS OF ENGINEERS DURING THE FISCAL YEAR ENDING JUNE 30, 1882. RANK AND NAE. DUTIES. BRIGADIER-GENERAL AND CHIEF OF ENGINEERS. Horatio G. Wright-...... In command of the Corps of Engineers and inl charge of the Bet. Major General. Engineer Department. Charged with the supervision of such matters connected with construction of jetties and other works at South Pass, Mississippi River, as require the action of the Secretary of War. Member of Joint Commission to supervise the construction of the Wash- ington National Monument. Member of Light-House Board. Directed by the President to cooperate with the authorities of the State of New York in examining and deciding upon exterior pier and bulkhead lines on Hud- son River from State dam at Troy to the city of Hudson. COLONELS. Henry W. Benham- .. . In charge of the construction of Forts Winthrop, Independ- Bvt. Major General. ence, and Warren; work on Long Island Head. and field works on the coast from Provincetown to Gloucester, Mass.; Forts Montgomery, Columbus, Wood, and Hamil- ton and additional batteries, Castle Williams, South Bat- tery Governor's Island, Mortar Battery at Fort Hamilton, N. Y., and fort at Sandy Hook, N. J. Member of Board of Engineers for the examination of certain named officers with view to their promotion. Retired from active serv- ice June 30, 1882. John N. Macomb ..-..... -- In charge of the construction of Forts Delaware, Del., and Mifflin, Pa., battery at Finn's Point, N. J., and work op- posite Fort Delaware, Del. In charge of the improve- ment of the harbors at New Castle and Wilmington, Del., Chester, Pa., and at other places on the Delaware River and Bay; ice-harbor at Marcus Hook, Pa., and piers of ice-harbor at New Castle, Del., of the construction of piers at Lewes, Del. In charge of the improvement of the Salem and Rancocas rivers and Cohansey Creek, N. J.; Delaware, Christiana, Broadkiln, and St. Jones rivers, Duck and Mispillian creeks, Del., and Chester Creek, Schuylkill River, and Susquehanna River from Richard's Island up, Pa.; and Delaware River below Bridesburg, Pa., and between Bridesburg and Trenton, near Cherry Island Flats, and at Schooner Ledge. In charge of re- moval of obstructions from the harbor at the Delaware Breakwater. In charge of the examination or survey of Frankford Creek from its mouth in Delaware River to Frankford Avenue; Five-Mile Point, above Bridesburg; mouth of Mispillion, Murder Kiln, Newton and Mantua creeks, Maurice and Indian rivers, Del., and Salem and Cohausey rivers, and Absecom Inlet, N. J.; Delaware River, harbor at Deblware Breakwater, Delaware River below League Island, and ice-harbor at the head of Dela- ware Bay, near Morris Liston's or Reedy Island. Chair- man of Commission Advisory to Board of Harbor Commis- sioners of Philadelphia. Retired from active service June 30, 1882. Z. B. Tower .--........... President of the Board of Engineers. Member of Board of Bet. Major General. Engineers on improvement of Charleston Harbor, S. C.; of Board of Engineers on improvement of Pass Cavallo Inlet, Aransas Pass and Bay, and entrance to Galveston Harbor, Tex.; of Board of Engineers on improvement of Savannah River and Harbor, Ga., and Member of Board 332 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of oficers of Corps ofEngineers-Cont'd. RANK AND NAME. DUTIES. COLONELS. (continued.) of Officers on inventions of heavy ordnance and projec- tiles, &c., in accordance with act of Congress approved March 3, 1881. John Newton--..-........ Member of the Board of Engineers. In charge of the im- Bvt. Major General. provement of the Harbors at New York, Rondout, Port Chester, New Rochelle, Plattsburg, and of Echo Harbor, N. Y., and at Burlington and Swanton, Vt. In charge of the improvement of the Hudson, Harlem, and Ticon- deroga Rivers, Flushing, Sheepshead, and Canarsie bays, East Chester and Newtown creeks, and Buttermilk Chan- nel, channel in Gowanus Bay, and Sumpawaums Inlet, N. Y. ; Shrewsbury, Rahway, Elizabeth, Manasquan, Pas- saic, South, and Raritan rivers, Raritan Bay and Wood- bridge, Cheesequakes and Mattawan creeks, N. J.; Otter Creek, Vt.; and channel between Staten Island and New Jersey; and removal of obstructions in the East River, including Hell Gate. N. Y. In charge of survey of Har- lem River and through Harlem Kilns to East River. In" charge of the manufacture and supply of mastic, and ex- amination of Brooklyn Bridge, N. Y. In charge of the removal of the wreck of bark Samarang, near Sandy Hook, N. J. In charge of the examination or survey of Raritan Bay, N. J., harbor at Port Henry, and channel between North Hero and South Hero, Lake Champlain, New York Bay between Sandy Hook and Coney Island Point; and from point between Ellis Island and docks of New Jersey Central Railroad to point between Robbins' Reef Light, and Constable Hook, New York Bay. Mem - ber of Boards of Engineers on improvement of Charles- ton Harbor, S. C.; on improvement of Pass Cavallo Inlet, Aransas Pass and Bay, and entrance to Galveston Harbor, Tex.; on improvement of Savannah River and Harbor, Ga.; for the examination of officers for promotion in the Corps of Engineers; and of Court of Inquiry upon Lien- tenant Colonel Warren's conduct as Major General com- manding the Fifth Army Corps at battle of Five Forks, Va., on April 1, 1865. Directed by the President to co- operate with the authorities of the State of New York in examining and deciding upon exterior pier and bulk- head lines on Hudson River from State dam at Troy to the city of Hudson. George Thomln........... In charge of the improvement of the harbors at Belfast, Bet. Brig. General. Portland, Rockland, Richmond (Kennebec River), Rich- mond's Island, Me., Portsmouth, N. H., Newburyport, Boston (including sea-walls on Point Allerton, Great Brewster Island, Lovells' Island, Long Island Head, Rainsford Island, and Deer Island, also channel leading to Nantasket Beach), Plymouth, Provincetown, and Scit- uate, Mass. In charge of the improvement of the Rivers Saint Croix (repairing breakwater near Calais), Cathance, Back (at " Gut" opposite Bath), and Kennebunk, Me., Lamprey and Exeter, N. H., Merrimac, Mystic, and Charles, Mass., Lubec Channel, Moose-a-bec Bar, Me, and of Lake Winnipiseogee, N. II. In charge of the ex- amination or survey of harbor of Brunswick, on the An- droscoggin River, Me., channel of Harrisecket River from Weston's Point to Freeport Landing in Freeport, Me.; Merrimac River from Lawrence, Mass., to Man- chester, N. H.; and Lynn Harbor, Mass. William F. Raynolds.. On detached service; Engineer 4th Lighthouse District. Bvt. Brig. General. RANK AND DUTIES OF OFFICERS. 333 Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. COLONELS. (continued.) Charles S. Stewart-..... In charge of the construction of fortifications at Fort Point, Point San Jose, and Angel Island, in San Fran- cisco Bay, and at San Diego, Cal. In charge of the im- provement of the harbor at San Diego, Cal. In charge of the examination or survey of harbor of San Luis Obispo, Cal. Senior member of Board of Engineers for the Pa- cific Coast. Member of Boards of Officers of the Corps of Engineers for the examination of First Lieutenant Payson with view to his promotion in the Corps, and to examine disabled soldiers with view to retirement. En- gineer 12th Lighthouse District. Charles E. Blunt- ...... In charge of the construction of Forts Gorges, Preble, Scammel, Popham, Knox, and battery at Portland Head, Me., and Forts Constitution and McClary, and batteries on Jerry's Point and Gerrish's Island, Portsmouth Harbor, N. II. Engineer 1st and 2d Lighthouse Districts. LIEUTENANT-COLONELS. James C. Duane ....--.... On detached service; Engineer 3d Lighthouse District. Bvt, Brig. General. Robert S. Williamson-.. . Member of Board of Engineers for the Pacific Coast. Mem- ber of Board of Officers of the Corps of Engineers for the examination of First Lieut. Payson with view to his pro- motion in the Corps. Engineer 12th Lighthouse District. Retired from active service June 23, 1882. Quincy A. Gilirnore . .... . In charge of the construction of Forts Wadsworth, Tomp- Bvt. Major General. kins and its batteries, N. Y., Monroe and Wool, Va., Ma- con and Caswell, N. C., Moultrie, Sumter, Johnson, and Castle Pinckney, S. C., Jackson and Pulaski, Ga., Clinch and Marion, Fla. In charge of improvement of the har- bors at Charleston, S. C., Savannah, Darien, and Bruns- wick, Ga. In charge of the improvement of Ashley River and Wappoo Cut, S. C.; of the bar at the mouth of St. John's River, and of the inside passage between Fernan- dina and St. John's, Fla., Volusia Bar, Fla., Cumberland v Sound, Fla. and Ga., Savannah and Altamaha rivers and St. Augustine Creek, Ga. In charge of removal reck of steamer Maple Leaf from channel of St. John's River, Fla. In charge of examination or survey for opening of steam- boat communication from the Saint John's River, Fla., by way of Topokalija Lake, to Charlotte Harbor or Pease Creek; of Savannah River and Harbor, Ga., and Indian River, Fla. Member of Boards of Engineers on improve- ment of Charleston Harbor, S. C.; on improvement of Pass Cavallo Inlet, Aransas Pass and Bay and entrance to Galveston Harbor, Tex.; on improvement of Savan- nah River and Harbor, Ga.; to consider and report upon the further improvement of the mouth of Cape Fear River; to consider and report upon plans and estimates for im- provement of navigation of the Potomac River in vicinity of Washington, D. C., the raising of the flats in front of the city, and the establishment of harbor-lines; for the examination of Lieut. Marshall with view of his promo- tion. Member and President of "The Mississippi River Commission" created by act of Congress approved June 28, 1879. Thos. Lincoln Casey .... In charge of the construction of the building for the State Bvt. Colonel. War, and Navy Departments; of the Washington Aque' 334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. LIEUTENANT-COLONEL S. (continued.) duct, and the construction of the Washington National Monument. Member of Board of Officers of the Corps of Engineers to examine Winder's Building and report views respecting its strength, and what measures, if any, are required for its safety; and to examine into and re- port condition of the Speiden Building on F Street, Wash- ington, D. C. Designated to act in conjunction with an officer of the Chesapeake and Ohio Canal Co., to report whether raising the dam at Great Falls will damage said canal, &c. To erect monument over the grave of Thomas Jefferson and of otherwise suitably improving it under provisions of act of Congress approved April 18, 188'2. Nathaniel Michler...... In charge of the improvement of the harbors of Platts- Bvt. Brig. General. burg, N. Y., Burlington and Swanton, Vt. In charge of the improvement of Ticonderoga River, N. Y., Shrews- bury, Rahway, Elizabeth, Manasquan, and Passaic riv- ers, Raritan Bay, and Woodbridge and Mattawan creeks, N. J., Otter Creek, Vt.; and channel between Staten Isl- and and New Jersey. In charge of the removal of the wreck of bark Samarang, near Sandy Hook, N. J. In charge of the examination or survey of Raritan Bay, N. J., Harbor at Port Henry, and channel between North Hero and South Hero, Lake Champlain, New York Bay between Sandy Hook and Coney Island Point; and from point between Ellis Island and docks of New Jersey Cen- tral Railroad to point between Robbins'Reef Light and Constable Hook, New York Bay. Died July 17, 1881. .John G. Parke---.......... In charge of the 3d Division, Office of the Chief of Engi- Bvt. Major General. neers. Member of Board of Engineer Officers to con- sider and report upon question of further encroachments upon, obstructions of, or interference with harbor im- provement at Chicago, Ill. Gouverneur K. Warren.. In charge of the construction of defenses of New Bedford Bvt. Major General. Harbor, Mass., and Narragansett Bay, R. I. In charge of the improvement of the harbors of Nantucket, Hyan- nis, Wareham, and Wood's Holl, Mass., Newport and Block Island, R. I. In charge of the improvement of the rivers Taunton, Mass., Pawtucket, Providence, and Po- towomut, R. I., and Connecticut, Mass. and Conn.; Nar- ragansett Bay, R. I., and Little Narragansett Bay, R. I. and Conn. In charge of the examinations or surveys of Edgartown Harbor and South Beach, and Buzzard's and Barnstable bays, Mass., at entrance of proposed Cape Cod Canal. Member of Board of Engineers upon bridg- ing the Ohio River. George H. Mendell...... In charge of the construction of fort on Alcatraz Island, Bvt. Colonel. and of defenses at Lime Point, San Francisco Bay. In charge of the improvement of the harbor at Oakland, Humboldt Harbor and Bay, and of the construction of the breakwater at Wilmington Harbor, Cal. In charge of the improvement of Sacramento and San Joaquin rivers and Petaluma Creek, Cal. In charge of the ex- amination or survey of Mokelumne River, Cal., from its mouth at or near Woodbridge; to devise a system of works to prevent further injury to navigable waters of California from the ddbris from the mines, with estimates of the cost of such works. To investigate causes tend- ing to decrease depth of water and diminish the commer- RANK AND DUTIES OF OFFICERS. 335 Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. LIEUTENANT-COLONELS. (continued.) cial value of San Francisco Harbor. To take necessary measures for removal of wreck of bark Adelaide Cooper, lying near entrance to Wilmington Bay, Cal. Member of Board of Engineers for the Pacific Coast. Member of Board of Engineer Officers for the examination of First Lieut. Payson with view to his promotion in the Corps. Member of Court of Inquiry to investigate circumstances connected with forgeries committed by John T. Best, and Lieut. Col. Williamson's responsibility for losses incurred thereby. Henry L. Abbot ..- - ... Member of the Board of Engineers. In charge of the con- Bvt. Brig. General. struction of Fort Schuyler and fort at Willets Point, N. Y., and of experiments with torpedoes. Commanding Engineer Depot and Post of Willets Point, Engineer School of Application, and Battalion of Engineers. Member of Board of Officers of the Corps of Engineers for examination of certain named officers of the corps, with view to their promotion. William P. Craighill .... In charge of the construction of defenses of Balimore, Md., and Washington, D. C. In charge of the improvement of the harbors at Baltimore, Annapolis, Queenstown, and of the inner harbor at Cambridge, Md., and Onan- cock Harbor, Va. In charge of the improvement of the channel of Susquehanna River above and below Havre de Grace, and work at the Fishing Battery light-station near Spesutia Island; of the Chester, Wicomico, Poco- moke, Elk, Northeast, and Choptank rivers, Treadhaven, and Secretary creeks, and water-passage between Deal's Island and Little Deal's Island, Md.; Broad Creek, Del., James and Appomattox rivers, Va., New River, Va. and W. Va., Great Kanawha, Shenandoah, and Elk rivers, W. Va., and Cape Fear River, N. C. In charge of the examination or survey of channel of Broad Creek, west side of Kent Island, Corsica Creek, upper thoroughfare leading into Tangier Sound, Deal's Island and Rock Creek, Md., and of survey of James River to ascertain the practicability and cost of procuring a channel twenty- five feet at full tide from Richmond to mouth of river; Skipton Creek, Md., and Bush River, Md., from Har- ford Furnace to Chesapeake Bay. Survey across the peninsula of Maryland and Delaware to connect by canal the waters of the Delaware and Chesapeake bays. In charge of grounds for the purpose of the centennial cele- bration in October, 1881, and the erection of a monu- ment at Yorktown, Va. Under orders of Major-General Hancock, at Yorktown, Va., in connection with celebra- tion at that place, until concluded. Member of Board to consider and report upon the further improvement of the mouth of Cape Fear River, and to consider and report upon plans and estimates for improvement of navigation of the Potomac River in vicinity of Washington, D. C., the raising of the flats in front of the city, and the estab- lishment of harbor-lines. Cyrus B. Comstock..... In charge of the survey of Northern and Northwestern Bet. Brig. General. lakes. Member of Board of Engineers on harbor of ref- ure on Lake Superior at Grand Marais, Mich. Member of ' The Mississippi River Commission" created by act of Congress approved June 28, 1879. Member of Boards of Engineers to consider and report upon plans and lo 336 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of ofcers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. LIEUTENANT-COLONELS. (continued.) cation of bridge proposed to be erected over the Ohio River between Louisville, Ky., and New Albany, Ind., by the Kentucky and Indiana Bridge Company; to con- sider and report upon plan for improvement of entrance to Cumberland River; to consider and report upon the further improvement of the mouth of Cape Fear River; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Point Pleasant, W. Va., by the Point Pleasant and Ohio River Railroad Company; to consider and report upon plans and estimates for improvement of navigation of the Po- tomac River in vicinity of Washington, D. C., the raising of the flats in front of the city, and the establishment of harbor-lines; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Louisville, Ky.; for the examination of certain named officers of the Corps with view to their promotion; to examine and report upon the work of improvement completed, in progress, and proposed for the Great Kan- awha River; for examination of Lieut. Marshall with view to his promotion; to consider and report upon ques- tion of further encroachments upon, obstructions of, or interference with harbor improvement at Chicago, Ill.; to report upon plan for further protection from abrasion of Peninsula of Presque Isle; and for the examination of Captain Jones with view to his promotion in the Corps. Godfrey Weitzel . .. In charge of the construction of harbor of refuge on Lake Bvt. Major General. Huron. In charge of the Louisville and Portland Canal and of Saint Mary's Falls Canal; of the improvement of the Falls of the Ohio, Saint Mary's Falls Canal, and of the Rivers Saint Mary and Detroit, Mich. In charge of removal of wreck of Schooner Sweetheart above head of Saint Clair River, Mich., and of removal of wreck of steamer Nile from the Detroit River at lower end of Belle Isle. Member of Boards of Engineers upon bridging the Ohio River; on harbor of refuge on Lake Superior at Grand Marais, Mich., to consider and report upon plans and location of bridge proposed to be erected over the Ohio River between Louisville, Ky., and New Albany, Ind., by the Kentucky and Indiana Bridge Company; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Point Pleasant, W. Va., by the Point Pleasant and Ohio River Railroad Company; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Louisville, Ky.; to examine and report upon work of improvement completed, in progress, and proposed for the Great Kanawha River; and to consider and report upon question of further encroachments upon, obstructions of, or interference with harbor improve- ment at Chicago, Ill. Engineer 11th Light-House Dis- trict. Orlando M. Poe......... On detached service; Aide-de-Camp on the personal staff Bvt. Brig. General. of the General of the Army with the rank of Colonel. Member of Light-House Board. To complete sale of cemetery and other grounds on the Fort Gratiot Military Reservation. In charge of the subdivision and sale of the remainder of the Fort Gratiot Military Reservation. David C. Houston ...... In charge of the improvement of the harbors at Milwaukee, Bvt. Colonel. Racine, and Kenosha, and harbor of refuge at Milwaukee RANK AND DUTIES OF OFFICERS. 337 Statement showing rankand duties of officers of Corpsof Engineers-Cont'd. RANK AND NAME. DUTIES. LIEUTENANT-COLONELS. (continued.) Bay, WVis., and Waukegan, Ill. In charge of the im- provement of the rivers Fox and Wisconsin. Member of Boards of Engineer Officers to consider and report upon certain matters in connection with improvement of har- bor at Michigan City, Ind.; and to consider and report upon certain matters relating to Sturgeon Bay and Lake Michigan Ship-Canal, Wis. MAJORS. George H. Elliot....... In charge of the 1st and 2d Divisions, Office of the Chief of Engineers. Member of Boards of Engineer officers to examine Winder's Building, and report views respecting its strength, and what measures, if any, are required for its safety; and to examine into and report condition of the Speiden Building on F Street, Washington, D. C. Henry M. Robert....... In charge of the improvement of the harbors at Ontona- gon, Eagle Harbor, Marquette, Manistique, and harbor of refuge at Grand Marais, Mich., Menomonee, Green Bay, Ahnepee, Two Rivers, Manitowoc, Sheboygan, Port Wash- ington, Kewaunee, and Oconto, Wis.; and harbor of refuge at entrance to Sturgeon Bay Canal, Lake Michigan. In charge of the examination or survey of harbor at mouth of Cedar River, and mouth of Cedar River, Green Bay, Michigan. Member of Board of Engineers on harbor of refuge on Lake Superior at Grand Marais, Mich. Advi- sory Engineer for improvement of Kewaunee Harbor, Wis. Member of Boards of Engineer Officers to consider and report upon certain matters in connection with improve- ment of harbor at Michigan City, Ind.; and to consider and report upon certain matters relating to Sturgeon Bay and Lake Michigan Ship-Canal, Wis. William E. Merrill ..... In charge of the construction of ice-harbors at or near Cincin- Bvt.; Colonel. nati, and at mouth of Muskingum River, Ohio. In charge of the improvement of the rivers Ohio and Monongahela, and the Allegheny, Pa. In charge of the survey of Clar- ion River from its mouth to Ridgeway, Pa. Member of Boards of Engineers upon bridging the Ohio River; to consider and report upon plans and location of bridge proposed to be erected over the Ohio River between Louisville, Ky., and New Albany, Ind., by the Kentucky and Indiana Bridge Company; to consider and report upon plan for improvement of entrance to Cumberland River; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Point Pleasant, W. Va., by the Point Pleasant and Ohio River Railroad Company; to consider and report upon plan and location of bridge proposed to be erected over the Ohio River at Louisville, Ky.; and to examine and report upon work of improvement completed, in progress, and proposed for the Great Kanawha River. Engineer 14th Lighthouse District. Walter McFarland ..... In charge of the construction of Fort Wayne, Mich., and forts Porter, Ontario, and Niagara, N. Y. In charge of the improvement of the harbors at Dunkirk and Buffalo on Lake Erie; Olcott, Oak Orchard, Charlotte, Pultney- ville, Big Sodus, Little Sodus, Oswego, and Wilson on Lake Ontario, and Ogdensburg and Waddington on the river St. Lawrence. In charge of the improvement of Niagara River, N. Y. In charge of the examination or survey of Sackett's Harbor, N. Y. Member of Board of 22 E 338 REPORT OF THE CHIEF OF ENGINEERS, U S ARMY. Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. MAJORS. (continued.) Engineer Officers to report upon plan for further protec- tion from abrasion of Peninsula of Presque Isle. Orville E. Babcock ..... On detached service; Engineer 5th Lighthouse District. Bvt. Brig. General. John M. Wilson ....... In charge of the improvement of the harbors at Port Clin- Bvt. Colonel. ton, Monroe, Toledo, Sandusky, Huron, Vermillion, mouth of Black River, Rocky River, Cleveland, Fairport, Ashta- bula, Conneaut, and Erie, on Lake Erie. In charge of the improvement of Sandusky River, Ohio. In charge of the examination or survey of harbor at Toledo, Ohio, for a straight channelto Lake Erie. Appointed inspector on certain unserviceable recruiting property, &c., at Cleveland, Ohio. Member of Board of Officers of the Corps of Engineers to report upon plan for further pro- I tection from abrasion of Peninsula of Presque'ile. Engi neer 10th Lighthouse District. Franklin Harwood-...... In charge of the improvement of the harbors at Cheboy- Bvt. Lieut. Colonel. gan, Au Sable, and Sebewaing, on Lake Huron, harbor of Alpena at Thunder Bay, harbors at Charlevoix, Frank- fort, Manistee, Ludington, Pentwater, White River, Muskegon, Grand Haven, Black Lake, Saugatuck, South Haven, and St. Joseph, water channel leading up to Benton Harbor, and harbor of refuge at Portage Lake, on Lake Michigan. In charge of the improvement of Saginaw, St. Joseph, Grand and Clinton rivers, Mich., and removing bar at ice-harbor of refuge at Belle River, Mich. In charge of the examination or survey for harbor at Caseville, Lake Huron. In charge of St. Clair Flats Canal. John W. Barlow....... In charge of Forts Griswold and Hale, and the construction Bvt. Lieut. Colonel. of Fort Trumbull, Conn. In charge of the improvement of the harbors of New London, Stonington, New Haven, Bridgeport, Milford, Southport, and Norwalk, Conn., and Port Jefferson, N. Y.; and of the construction of break- water at New Haven, Conn. In charge of the improve- ment of the rivers Housatonic and Thames, Conn. In charge of the examination or survey of harbors of Madi- son and Clinton, Conn., and Greenport and Mamaroneck, N. Y.; and of the survey for breakwater and harbor of refuge at Milford, Conn. In charge of removal of wrecks from harbors at New Haven and Bridgeport, Conn. Peter C. Hains......... . On detached service; Engineer 6th Lighthouse District. Bvt. Lieut. Colonel. Francis U. Farquhar .. . On detached service; Engineer Secretary to Lighthouse. Bvt. Lieut. Colonel. Board. George L. Gillespie.... . In charge of works of defense at the mouth,of the Columbia Bvt. Lieut. Colonel. River. In charge of the improvement of the harbor at Coos Bay, and entrance to Yaquina Bay, Oreg. In charge of the construction of the canal around the Cascades of the Columbia River, and of the improvement of the Rivers Willamette, Yamhill, Columbia, Snake, Skagit, Cowlitz, and mouth of Coquille River; and of Lower Clearwater River, Idaho. In charge of the examination or survey of Columbia River at the Dalles, Young's, Lewis and Clarke's, and Skipanon rivers, near mouth of RANK AND DUTIES OF OFFICERS. 339 Statement showing rank and duties of oficers of Corps ofEngineers-Cont'd. RANK AND NAME. DUTIES. MAJORS. (continued.) Columbia River, Oreg., Snake River from Lewiston to mouth of Salmon River, Idaho; entrance to Gray's Har- bor, Wash.; between Baker's Bay and Shoalwater Bay, Wash., for canal for light-draught vessels; survey of Chehalis River, Wash. In charge of the improvement of the harbors of Plattsburg, N. Y., Burlington and S wanton, Vt. In charge of the improvement of the- Ticonderoga River, N. Y., Shrewsbury, Rahway, Eliza- beth, Manasquan, and Passaic rivers, Raritan Bay, and Woodbridge and Mattawan creeks, N. J., Otter Creek,. Vt., and channel between Staten Island and New Jersey. In charge of the examination or survey of harbor at. Port Henry, Channel between North Hero and South Hero, Lake Champlain, New York Bay between Sandy Hook and Coney Island Point, and from point between Ellis Island and docks of New Jersey Central Railroad, to point between Robbins' Reef Light and Constable-, Hook, New York Bay. In charge of the removal of the wreck of bark Samarang, near Sandy Hook, N. J., and of removal of wreck of steamer Nankin at entrance to. New York Harbor. Member of Board of Officers of the Corps of Engineers for the examination of certain named officers with view to their promotion in the Corps. En- gineer 13th Lighthouse District. Charles R. Suter In charge of the improvement of the rivers Mississippi and Missouri,--removal of snags, &c.; and of the Missouri River at the following localities : St. Charles, Cedar City, Glasgow, Lexington, Kansas City, Fort Leavenworth, Atchison, St. Joseph, Brownville, Nebraska City, East- port, Plattsmouth, Omaha, Council Bluffs, Sioux City, Vermillion, and from Kansas City to its mouth; and of Gasconade River. In charge of the examination or sur- vey of Missouri River at or near Arrow Rock, and of Nishnabotana from Hamburg, Iowa, to its junction with the Missouri. In charge of the survey of the Missouri River from its mouth to Sioux City, Iowa, and to Fort Benton, Mont. Member of "The Mississippi River Com- mission" created by act of Congress approved June 28, 1879. Member of Boards of Engineer Officers to examine condition of work in progress for protection of river front of the city of New Orleans; for the examination of Lieut. Marshall with view to his promotion; and for the exam- ination of Captain Jones with view to his promotion. Engineer 15th Lighthouse District. Jared A. Smith....... In charge of the improvement of the harbors at Michigan City, Ind., and New Buffalo, Mich. In charge of the im- provement of the rivers Wabash, Ind. and Ill., and White, Ind. In charge of the survey for harbor of refuge at New Buffalo, Mich. Member of Board of Engineer Officers to consider and report upon certain matters in connection with improvement of harbor at Michigan City, Ind. Samuel M. Mansfield..... In charge of the improvement of the harbors at Galveston Bvt. Lieut. Colonel. and Brazos Santiago, Tex. In charge of the improve- ment of ship-channel in Galveston Bay, Pass Cavallo, Aransas Pass and Bay up to Rockport and Corpus Christi, Brazos River, Buffalo Bayou; deepening channel at mouth of Trinity River, and removal of obstructions to Liberty, and the protection of river bank at Fort Brown, Tex. In charge of the examination or survey of Matagorda Bay 340 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement show ing rank and duties of officers of Corps of Engineers-Coat'd. RANK AND NAME. DUTIES. MAJORS. (continued.) at mouth of St. Mary's Bayou, near town of Matagorda, Tex.; and from Brazos de Santiago through Laguna Ma- dre to Point Isabel, Tex. William J. Twining .... On detached service; Engineer Commissioner of the Dis- trict of Columbia. Died at Washington, D. C., May 5, 1882. William R. King ....... In charge of the improvement of the rivers Tennessee, Tenn. and Ala., Cumberland above and below Nashville, Ky. and Tenn., Red, Hiawassee, Caney Fork, Obey's, Duck, French Broad, and Clinch, Tenn.; Oostenaula, Coosawattee, Etowah, Oconee, and Ocmulgee, Ga., and Coosa, Ga. and Ala. In charge of the examination or sur- vey of Chattahoochee River, Ga., Bear Creek, Little Tennessee River from mouth on the Holston or Big Ten- nessee River to mouth of Tellico River, and Cumberland River at Smith's Shoals, Ky., to ascertain the practica- bility and cost of canal, with locks and dams, from the head to foot of said shoals. Member of Board of Engi- neer Officers to consider and report upon plan for improve- ment of entrance to Cumberland River. H. H. Benyaurd... nWm. In charge of the improvement of the harbors at Memphis, Tenn., and Vicksburg, Miss. In charge of the improve- ment of the rivers Tensas, La., Ouachita and Bayou Bartholomew in La. and Ark., and Bayou Bceuf, La., and Cypress Bayou, La. and Tex.; of mouth of the Red River, La., and Upper Red River from Fulton to head of Raft; of the rivers Big Sun Flower, Coldwater, Yazoo, Yalla- busha and Tallahatchie, and Tchula Lake, Miss., and the Mississippi River at Memphis, Natchez, Vidalia, and Vicksburg, and the Big Hatchie River, Tenn.; of removal of raft, snags, and other obstructions from Red River and of closing Tone's Bayou. In charge of the water-gauges on the Mississippi River and its principal tributaries. In charge of the examination or survey of Bear Creek, running into Yazoo River, and Big Black River, Miss. Member of Board of Engineer Officers to examine condi- tion of work in progress for protection of river front of the city of New Orleans. In charge of improvement of the harbors at Chicago and Calumet, Il1., and of the Illi- nois River. 'Charles W. Howell..... In charge of the construction of Fbrts Jackson, St. Philip, Livingston, Pike, and Macomb, Tower Dupr6, Battery Bienvenue, and tower at Proctorsville, La. In charge of the improvement of the harbor at New Orleans, La. In charge of the improvement of the Amite, Vermillion, Tan- gipahoa, Tickfaw, Tchefuncte, and Calcasieu rivers, bayous Terre Bonne, Teche, Black, and Courtableau, La.; of Calcasieu Pass, La., and of Pearl River, Miss., and re- moval of obstructions in Bayou La Fourche, La. In charge of the surveys for a breakwater in Lake Pontchar- train, and the examination or survey of bayous Plaque- mine, Black, Grand Caillon, Little Caillon, Fusilier, Grand Lake, Little Lake, and Barataria Bay from New Orleans to Grand Pass, Atchafalaya River from Berwick's Bay to mouth of Red River, Bogue Chitto River from its mouth to Franklinton, and Bogue Falia from its mouth to 95 miles above Covington, La.; West Pearl River; Pass Manchac and Bayou Manchac, La., from its mouth to the RANK AND DUTIES OF OFFICERS. 341 Stateinentshowingrank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. MAJORS. (continued.) Mississippi River. Died at New Orleans, La., April 5, 1882. Garret J. Lydecker..... In charge of improvement of the harbors at Chicago and Calumet, Ill. In charge of the improvement of the Illsi- nois River. In charge of the examination or survey of Calumet River from South Chicago to Pullman, Lake Calumet. Member of Board of Engineer Officers to con- sider and report upon certain matters in connection with improvement of harbor at Michigan City, Incld. On de- tached service; Engineer Commissioner of the District of Columbia. Amos Stickney ......... In charge of the construction of Forts Jackson, St. Philip, Livingston, Pike, and Macomb, Tower Dupr6, Battery Bienvenue, and tower at Proctorsville, La. In charge of the improvement of the harbor at New Orleans, La. In charge of the improvement of the Des Moines Rapids of the Mississippi River. In charge of operating the Des Moines Rapids Canal. In charge of the improvement of the Amite, Vermillion, Tangipahoa, Tickfaw, Tchefuncte, and Calcasieu rivers, bayous Terre Bonne, Teche, Black, and Courtableau, La., Calcasieu Pass, La., Pearl River, Miss., and of removal of obstructions in Bayou La Fourche, La. In charge of the surveys for a breakwater in Lake Pontchartrain, and the examination or survey of bayous Plaquemine, Grand Caillon, Little Caillon, Fu- silier, Grand Lake, Atchafalaya River from Berwick's Bay to mouth of Red River, Bogue Chitto River from its mouth to Franklinton, and Bogne Falia from its mouth to 25 miles above Covington, La., West Pearl River, Pass Manchac, and Bayou Manchac, La., from its mouth to the Mississippi River. In charge of removal of wreck in Pass Marianne, Mississippi Sound. Member of Board of Engineer Officers to examine condition of work in prog- ress for protection of river front of the city of New Or- leans. James W. Cuy]er....... In charge of the improvement of the Little Kanawha and Guyandotte rivers, W. Va., the Big Sandy River, W. Va. and Ky., and the Kentucky and Tradewater rivers, Ky. In charge of the examination or survey of Licking River from its mouth to Falmouth, Ky. Alexander Mackenzie .. In charge of the improvement of the harbors at Fort Madi- son, Burlington, and Muscatine, Iowa, Rock Island, and Galena, Ill. In charge of the improvement of the Mis- sissippi River, from St. Paul to Des Moines Rapids; from Des Moines Rapids to the mouth of the Illinois River; at Quincy, Quincy Bay, and Andalusia, Ill.; at Hannibal, Louisiana, and Alexandria, Mo.; and at Rush Chute, Iowa; and of the Upper Mississippi River and Rock Isl- and Rapids of the Mississippi River; Galena and Cuivre rivers; removing bars in Mississippi River opposite Du- buque and Guttenberg, Iowa. In charge of the improve- ment of Des Moines Rapids of the Mississippi River. In charge of operating the Des Moines Rapids Canal. In charge of survey for harbor of refuge in Lake Pepin, at Stockholm, Wis., and Lake City, Minn. Oswald H. Ernst -...... In charge of the improvement of Mississippi River between the mouths of the Illinois and Ohio rivers, and at Cape Girardeau, and Minton's Point, Mo., and of Osage River 342 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of officers of Corpsof Engineers-Cont'd. RANK AND NAME. DUTIES. MAJORS. (continued.) in Missouri and Kansas. In charge of construction of ice-harbor at St. Louis, Mo., and improvement of harbor and Mississippi River at Alton. In charge of the ex- amination or survey of Fish Bend near Fort Chartres, Mississippi River. Member of Boards of Engineer Offi- cers to examine condition of work in progress for pro- tection of river front of the city of New Orleans; and for the examination of Captain Jones. David P. Heap-.......... On detached service; Military Delegate of the United States to Congress of Electricians, and Honorary Com- missioner of the United States to the Paris Electrical Exhibition of 1881. In charge of improvement of harbors of Charlevoix, Frankfort, Manistee, Ludington, Pent- water, White River, Muskegon, Grand Haven, Black Lake, Saugatuck, and South Haven; the river and har- bor at St. Joseph and channel leading up to Benton Harbor; harbor of refuge at Portage Lake, and of Grand River from its mouth to city of Grand Rapids, and will take station at Grand Haven, Mich. William Ludlow ...... On duty under the immediate orders of Colonel Macomb. Bet. Lieut. Colonel. Secretary to Commission Advisory to Board of Harbor Commissioners of Philadelphia. In charge of the im- provement of the harbors at New Castle and Wil- mington, Del., Chester, Pa., and at other places on Delaware River and Bay, ice-harbor at Marcus Hook, Pa., piers of ice-harbor at New Castle, Del., and of the construction of piers at Lewes, Del. In charge of the improvement of the Salem and Rancocas rivers and Cohansey Creek, N. J.; Delaware, Christiana, Broadkiln, and St. Jones rivers, Duck and Mispillion creeks, Del.; Chester Creek, Schuylkill River, and Susquehanna River from Richard's Island up, Pa.; and Delaware River below Bridesburg, Pa. ; between Bridesburg and Trenton ; near Cherry Island Flats, and at Schooner Ledge. In charge of removal of obstructions from the harbor at the Dela- ware Breakwater. In charge of the examination or survey of Frankford Creek from its mouth in Delaware River to Frankford Avenue, Five Mile Point above Bridesbnrg, mouth of Mispillion, Murder Kiln, Newton and Mantua creeks, and Maurice and Indian rivers, Del., Salem and Cohansey rivers, and Absecom Inlet, N. J.; Delaware River, harbor at Delaware Breakwater, Dela- ware River below League Island, and ice-harbor at the head of Delaware Bay 1lear Morris Liston's or Reedy Island. In charge of removal of wreck of Steamer Cas- sandra from Brigantine Shoals, coast of New Jersey. William A. Jones ..... On detached service; Engineer Officer, Military Division of the Pacific and Department of California. CAPTAINS. Andrew N. Damrell..... In charge of the construction of defenses of Mobile, Ala., Bet. Major. and Pensacola, Fla., and of fort on Ship Island, Miss. In charge of the improvement of the harbors at Pensa- cola and Cedar Keys, Fla., and Mobile, Ala. In charge of the improvement of the rivers Chattahoochee, Appa- lachicola, Suwanee, and Withlacoochee, Fla., Flint, Ga., Alabama, Ala., Pascagoula, Noxubee, and Tombigbee, Miss., Warrior and Tombigbee, in Ala. and Miss., and Es- cambia, Fla. and Ala.: Appalachicola and Tampa bays, and Pease Creek, Fla., and removal of obstructions in RANK AND DUTIES OF OFFICERS. 343 Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. CAPTAINS. (continued.) the Choctawhatchee River, Ala. and Fla. In charge of the examination and survey of the rivers Finhollaway, Chipola, Ocolockonnee, and Blackwater; East Bay, Holmes Creek, Aucilla, and Wacissa, Fla.; Tombigbee River, Miss.; Dog Island Harbor, harbor of Key West, Crystal River, La Grange Bayou up to Freeport, Man- atee River and Crooked River, Fla.; outlet of harbor of Ship Island, harbors at Boloxi and Pascagoula, and Old Town Creek, Miss. Charles J. Allen ....... In charge of the improvement of the harbors at Duluth Bvt. Major. and Grand Marais, Minn. In charge of the improvement of the rivers St. Croix, Chippewa, and Minnesota, of the Red River of the North, and entrance to Superior Bay; of the Falls of St. Anthony and of the Mississippi River above the Falls of St. Anthony. In charge of the construction of Meeker's Island lock and dam, of lock and dam at Goose Rapids on Red River of the North, of dam at Lake Wiunibigoshish for reservoirs at head- waters of the Mississippi River, and protection of sand banks on the Chippewa River, Wis. In charge of the examination of the sources of the rivers Mississippi, St. Croix, Chippewa, and Wisconsin, with the view of ascer- taining the practicability and cost of creating and main- taining reservoirs, &c., and of headwaters of Rock River, Wis. and Ill. In charge of the examination or survey of Beaver Bay, Minn., for harbor of refuge; Grand Portage Bay and Wans-waugoising Bay, Minn., to determine which, if either, should be made a harbor of refuge; headwaters of Cannon River, Minn., with view that same may be added to reservoir system of Upper Mississippi. Charles W. Raymond.. On detached service; on duty at the Military Academy as instructor of Practical Military Engineering, Military Signaling; and Telegraphy, and in command of Company E, Battalion of Engineers. In charge of construction of water works and extension of cadet barracks, West Point, N. Y. To be relieved from duty at Military Acad- emy August 25, 1881. Appointed inspector to act upon certain articles of clothing, camp and garrison equi- page; to act as inspector on certain ordnance stores in hand at Willets Point, New York Harbor, for which Lieut. Col. Abbot is responsible. Member of Board of Officers to investigate and report upon causes which led to the bursting of the thirty-pounder Parrott gun at Siege Battery, July 16, 1881; to inspect new gas-holder constructed by Herring & Floyd for the use of post. Gen- eral Court Martial at Willets Point, New York Harbor, October 4, 1881. In command of Company A, Battalion of Engineers. L. Cooper Overman ..... On duty under the immediate orders of Major King. Alexander M. Miller .... Commanding Company B, Battalion of Engineers. Mem- ber of General Court Martial at Willets Point, New York Harbor, March 2 and April 10, 1882. In charge of the improvement of the harbors at Memphis, Tenn., and Vicksburg, Miss. In charge of the improvement of Ten- sas River, La., Onachita River and Bayou Bartholomew in La. and Ark., and Bayou Bceuf, La., and Cypress Bayou, La. and Tex.; of mouth of the Red River, La., and Upper Red River from Fulton to head of Raft; of 344 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statemrentsho wingrank and duties ofofficers of Corps ofEngineers-Cont'd. RANK AND NAME. DUTIES. CAPTAINS. (continued.) the rivers Big Sun Flower, Coldwater, Yazoo, Yallabusha and Tallahatchie, and Tchula Lake, Miss., and the Mis- sissippi River at Memphis, Natchez, Vidalia, and Vicks- burg, and the Big Hatchie River, Tenn.; of removal of raft, snags, and other obstructions from Red River and of closing Tones' Bayou. In charge of the water-gauges on the Mississippi River and its principal tributaries. Milton B. Adams ....... On duty under the immediate orders of Major Wilson. Wm.R. Livermore .....On detached service; Engineer Officer, Department of Texas. William H. Hener ...... In charge of the construction of Forts Jefferson and Tay- lor, Fla. To report upon the depth and width of a chan- nel secured and maintained by jetties constructed by James B. Eads at the mouth of the Mississippi River. In charge of the improvement of Sabine Pass and Blue Buck Bar, and Sabine River, La. and Tex., and Neches River, Tex. In charge of surveys through Sabine Lake and River to Orange and through Sabine Lake and Neches River to Beaumont. Engineer 7th and 8th Light- house Districts. William S. Stanton ... On detached service; Engineer Officer, Department of the Platte. On detached service; on duty at the Military Academy as instructor of Practical Military Engineering, Military Signaling, and Telegraphy, and in command of Company E, Battalion of Engineers. In charge of ex- tension of cadet barracks, West Point, N. Y. Member of General Court Martial at West Point, N. Y., October 14, 1881. In charge of new water works and supply line. Member of Council of Administration to convene June 1 to audit accounts of the post treasurer, &c. Thomas H. Handbury .. In charge of the improvement of the Arkansas River-re- moval of snags, &c., Arkansas River between Fort Smith, Ark., and Wichita, Kans., and at Pine Bluff, and of rivers St. Francis, White, L'Anguille, Fourche Le Feve, Saline, and Black, Ark., and Current, Mo., and Ark. In charge of the examination or survey of Little Red River, Ark. To make survey of certain improvements upon the reservation at Hot Springs, Ark., and to examine present system of water distribution, under instructions of Department of the Interior. On duty under the immediate orders of Lieutenant-Colonel James C. Post ....--.....---. Gillmore. James F. Gregory ...... On detached service; Engineer Officer, Military Division of the Missouri. Aide-de-camp to the Lieutenant Gen- eral with the rank of Lieutenant Colonel. Henry M. Adams ...... In charge of the 4th and 5th Divisions, Office of the Chief of Engineers. Member of Boards of Officers of the Corps of Engineers to examine Winder's Building and report views respecting its strength, and what measures, if any, are required for its safety; and to examine into and re- port condition of the Speiden Building on F Street, Washington, D. C. James Mercur .......... In charge of the improvement of the harbors at Norfolk, RANK AND DUTIES OF OFFICERS. 345 Statement showing rankand duties of oficers of Corpsof Engineers-Cont'd. RANK AND NAME. DUTIES. CAPTAINS. (continued.) Va., Beaufort and Edenton, N. C. In charge of the im- provement of the Blackwater, Nottaway, and Archer's Hope rivers, and Pagan Creek, Va., Neuse, Scupper- nong, Pamlico, Yadkin, Trent, Tar, Lillington, and Cape Fear rivers, Currituck Sound, Coanjok Bay, North River Bar, Contentnia and Town creeks, N. C., and North Landing River, Va. and N. C.; Waccamaw, Great Pee Dee, Wateree, and Santee rivers, S. C. In charge of the examination or survey of bar at mouth of Winyah Bay, near Georgetown, S. C.; the water connection be- tween Waccamaw and Cape Fear rivers, Oregon Inlet, Whitoak, Meherrin, and New rivers, N. C. Advisory Engineer to National Board of Health in the establish- ment of a national quarantine station in Hampton Roads, Va. Member of Board Advisory to State Harbor Commissioners of Norfolk and Portsmouth, Va. Chas. E. L. B. Davis--....- In charge of the improvement of Sabine Pass and Blue Buck Bar, and Sabine River, La. and Tex., and Neches River, Tex. In charge of surveys through Sabine Lake and River to Orange and through Sabine Lake and Neches River to Beaumont. Engineer 10th Lighthouse Dis- trict. Benjamin D. Greene .... On duty under the immediate orders of Lieut. Col. Glilmore. George M. Wheeler ..... On detached service in connection with the International Exhibition of Geography at Venice, Italy. Detached from office of Geographical Survey as Commissioner of the 3rd International Geographical Congress and Ex- hibition. James B. Quinn .... ..... On detached service; in charge, and disbursing officer, of works on the Mississippi River under supervision of " The Mississippi River Commission" created by act of Congress, approved June 28, 1879. Under immediate orders of Ma- jor Suter. Daniel W. Lockwood ... On duty under the immediate orders of Major Howell On duty under the immediate orders of Major Stickney. Ernest H. Ruffner ...... In local charge of the improvement of the Great Kanawha River under the immediate orders of Lieutenant-Colonel Craighill. John C. Mallery ........ Commanding Company C, Battalion of Engineers. Mem- ber of General Courts Martial at Willets Point, New York Harbor, March 2 and April 10, 1882. Clinton B. Sears ........ On detached service; on duty at the Military Academy as Assistant Professor of Natural and Experimental Philoso- phy. Engaged in preparation of plans and specifications for a new astronomical observatory at West Point. In- spector to act upon certain quartermasters' property, &c., for which Captain Raymond was responsible. Member of Garrison Courts Martial at West Point, New York, August 11 and November 1, 1881. In charge of the construction of the new astronomical observatory. Member Board of Survey to convene at West Point, N. Y., March 16, 1882. Executive Officer of " The Mississippi River Com- mission" created by act of Congress, approved June 28, 1879, and Assistant and Secretary to the Committee on Construction. Disbursing officer under the Commission. 346 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. CAPTAINS. (continued.) Thomas Turtle ........ --- . On duty under the immediate orders of Lieutenant Colonel Craighill. Recorder of Boards of Officers of the Corps of Engineers to consider and report upon the further im- provement of the mouth of Cape Fear River; to consider and report upon plans and estimates for improx ement of navigation of the Potomac River in vicinity of Washing- ton, D. C.; the raising of the flats in front of the city, and the establishment of harbor-lines; and to examine and report upon work of improvement completed, in progress, and proposed for the Great Kanawaha River. - - - - - In charge of the improvement of the Yellowstone River and Edward Maguire ....... of the Missouri River above the mouth of the Yellowstone. Engineer Officer, Department of Dakota. Frederick A. Mahan ....On duty under the immediate orders of Major Merrill. Charles F. Powell ...... On duty under the immediate orders of Major Gillespie. In charge of works of defense at the mouth of the Columbia River. In charge of the improvement of the harbor at Coos Bay, and entrance to Yaquina Bay, Oreg. In charge of the construction of the canal around the Cascades of the Columbia River, and of the improvement of the Rivers Willamette, Yamnhill, Columbia, Snake, Skagit, and Cow- litz; mouth of Coquille River, and Lower Clearwater River, Idaho. In charge of the examination or survey of Columbia River at The Dalles, Young's, Lewis and Clarke's, and Skipanon rivers, near mouth of Columbia River, Oreg., Snake River from Lewiston to mouth of Sal- mon River, Idaho; entrance to Gray's Harbor between Baker's Bay and Shoalwater Bay, Wash., for canal for light-draught vessels: survey of Chehalis River, Wash. Engineer 13th Lighthouse District. Frederick A. Hinman... On duty under the immediate orders of Lieut.-Col. Houston. Albert H. Payson-....... On duty under the immediate orders of Lieutenant Colonel Stewart, and of the Board of Engineers for the Pacific Coast. Recorder of Court of Inquiry to investigate circum- stances connected with forgeries committed by John T. Best, and Lieut. Col. Williamson's responsibility for losses incurred thereby. Engineer 12th Lighthouse District. John G. D. Knight-.....-On detached service; on duty at the Military Academy as Assistant Professor of Mathematics. In charge, and dis- bursing officer, of works on the Mississippi River under supervision of "'The Mississippi River Commission" created by act of Congress approved June 28, 1879. Richard L. Hoxie....... On detached service; Assistant to the Engineer Commis- sioner of the District of Columbia. William L. Marshall.... On detached service; in charge, and disbursing officer, of works on the Mississippi River under supervision of The "Mississippi River Commission" created by act of Congress approved June 28, 1879. Joseph H. Willard...... Adjutant and Treasurer of the Battalion of Engineers and Post of Willets Point and Signal Officer Post of Willet's Point. Commanding Company D, Batallion of Engineers. RANK AND DUTIES OF OFFICERS. 347 Statement showing rank and duties of officers of CorpsofEngineers-Cont'd. RANK AND NAME. DUTIES. CAPTAINS. (continued. ) Temporarily A. A. Q. M., A. A. C. S., and Recruiting Officer, Post of Willets Point. Judge Advocate of General Court Martial at Willet's Point, New York Harbor, March 2, 1882. In command of Company B, Battalion of Engineers. FIRST LIEUTENANTS. Eric Bergland .......... On detached service; on duty at the Military Academy as Assistant Professor of Ethics and Law. Member of Gen- eral Courts Martial at West Point, N. Y., October 14, November 30, 1881, April 21 and June 16, 1882. Philip M. Price......... On duty under the immediate orders of Major Gillespie. On duty under the immediate orders of Captain Powell. Francis V. Greene-...... On detached service; Assistant to the Engineer Commis- sioner of the District of Columbia. Carl F. Palfrey ........ On detached service; Engineer Officer, Department of Ari- zona. To survey Military Reservation and proposed extension thereof at Vamp Huachuca, Ariz. William H. Bixby... On special duty in Europe. In Belgium, Holland, Germany, Italy, England, &c., for the purpose of procuring infor- mation in relation to turrets, armor plates, and the mounting and maneuvering of guns of large caliber, &c. Henry S. Taber......... On detached service; on duty at the Military Academy as Assistant Instructor of Practical Military Engineering, and with Company E, Battalion of Engineers. Recruiting Officer for the Battalion of Engineers at West Point. As- sistant Engineer, West Point water supply. Officer in charge of Post Schools. Member of Railroad Board for examination and supervision of the railroad now being constructed over Government lands at West Point, by the N. Y., L. S. and W. Railroad Company. Inspector to examine and report upon certain ordnance and quarter- masters' stores at West Point. Member Board of Survey to examine and report upon condition of certain articles of subsistence stores. Member of Garrison Courts Mar- tial at West Point, N. Y., August 11, November 18, 1881, and March 23, 1882. Member of General Court Martial at West Point, N. Y., June 16, 1882. William T. Rossell ..... On duty under the immediate orders of Colonel Thorn. On duty under the immediate orders of Lieut. Col. Gillmore. Thomas N. Bailey ...... On detached service; Engineer Officer, Department of the Missouri. Member of Board of Survey at Fort Leaven- worth, Kansas, to meet January 10, 1882, to fix the re- sponsibility for the loss of certain subsistence stores. Member of General Court Martial at the Military Prison (at Fort Leavenworth), June 5, 1882. Thomas W. Symons ..... On detached service; Engineer Officer and Chief Signal Officer, Department of the Columbia. On astronomical duty at Colfax, Washington Territory. To make exam- ination of the Snake River country from mouth of Clear- water to mouth of the Salmon. Member of Boardof Officers at Headquarters, for the purpose of examining and re- porting upon an invention of a magazine breech-loading rifle. On special duty in Washington, D. C.; to inspect 348 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Statement showing rank and duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. FIRST LIEUTENANTS. (continued.) and take charge of the disposition of property pertaining to geographical surveys west of the 100th meridian for which Captain Wheeler and Lieutenant Macomb are re- sponsible. Smith S. Leach-......... On detached service; secretary and disbursing officer of " The Mississippi River Commission" created by act of Congress approved June 28, 1879. Dan C. Kingman .-......On detached service ; on duty at the Military Academy as As- sistant Professor of Civil and Military Engineering. On detached service; Engineer Officer Department of the Platte. Member of General Court Martial at West Point, N. Y., July 11, 1881. Eugene Griffin ......-.... Q. M. Battalion of Engineers A. A. Q. M., A. A. C. S.,and recruiting officer post of Willets Point. Judge Advo- cate General Courts Martial at Willets Point, N. Y. Har- bor, October 4, 1881, and April 10, 1882. On temporary duty under Major General Hancock in connection with the Yorktown centennial celebration, from October 12 to 24, 1881. Willard Young ......... On detached service; on duty at the Military Academy as Acting Assistant Professor of Civil and Military Engi- neering. Member of General Court Martial at West Point, N. Y., Nov. 2, 1881. Member of Garrison Courts Martial at West Point, N. Y., March 9 and May 18, 1882. William M. Black ...... On temporary duty under immediate orders of Major Mer- rill. On duty under the immediate orders of Major Lud- low. Secretary to Commission Advisory to Board of Har- bor Commissioners of Philadelphia. Walter L. Fisk-......... On duty under immediate orders of Lieutenant Colonel Gillmore. On duty under the immediate orders of Major Mansfield. Solomon W. Roessler .. On detached service; on duty at the Military Academy in Department of Civil and Military Engineering. Member of Garrison Courts Martial at West Point, N. Y., Septem- ber 21, November 18, 1881, and March 23, 1882. Member of General Court Martial at West Point, N. Y., May 26, 1882. George MeC. Derby-..... On duty under immediate orders of Colonel Newton. James L. Lusk-...-... iOn detached service; on duty at the Military Academy in Department of Mathematics. On duty as Adjutant of the Military Academy, commanding band and field music, and recruiting officer. Acting Assistant Adjutant Gen- eral, Department of West Point. Frederic V. Abbot ...... On duty with and in command of Company A, Battalion of Engineers. Member General Courts Martial at Willets Point, N. Y. Harbor, October 4, 1881, and April 10, 1882. On duty under the immediate orders of Major Ernst. Thomas L. Casey....... On duty with Company B, Battalion of Engineers. Mem- ber of General Courts Martial at Willets Point, N. Y. Harbor, October 4, 1881, and April 10, 1882. Under the immediate orders of Major Ludlow. Secretary of Coin- RANK AND DUTIES OF OFFICERS. 349 Statement showing rank and duties ofoicers of Corps of Eng ineers-Cont'd. RANK AND NAMIE. DUTIES. FIRST LIEUTENANTS. (continued.) mission Advisory to Board of Harbor Commissioners of Philadelphia. Theodore A. Binghani .. On duty with and in command of Company C, Battalion of Engineers. Member of General Court Martial at Willets Point, N. Y. Harbor, October 4, 1881. On duty under the immediate orders of Major King. Curtis McD. Townsend - On duty with Company A, Battalion of Engineers. In charge of detachment of Engineer troops at Yorktown, Va. Member of General Court Martial at Willets Point, N. Y. Harbor, March 2, 1882. On duty under the imme- diate orders of Lieut. Col. Craighill. Gustav J. Fiebeger ..... On duty with Company B, Battalion of Engineers. Mem- ber of General Courts Martial at Willets Point, N. Y. Harbor, October 4, 1881, and April 10, 1882. On duty at Yorktown, Virginia, from October 8 to 26, 1881. Oberlin M. Carter ...... On duty with Company C, Battalion of Engineers. Mem- ber of General Courts Martial at Willets Point, N. Y. Harbor, October 4, 1881, and April 10, 1882. George W. Goethals .. .. On duty with Company A, Battalion of Engineers. Mem- ber of General Court Martial at Willets Point, N. Y. Harbor, March 2, 1882. John Millis.... -...... On detached service; on special duty at the Military Acad- emy. On duty in Department of Philosophy. Member of General Courts Martial at West Point, N. Y., July 11, 1881, and March 2, 1882. Member of Board to inspect new gas-holder constructed by Herring & Floyd for the use of post. On duty with Company B, Battalion of Engineers. SECOND LIEUTENANTS. John Biddle........... . On duty with Company C, Battalion of Engineers. Mem- ber of General Court Martial, at West Point, New York, March 2, 1882. Edward O. Brown ...... On detached service; on special duty at the Military Acad- emy. On duty with Company E, Battalion of Engineers. On duty in Department of Practical Military Engineer- ing. On duty with Company A, Battalion of Engineers. Member of General Court Martial at Willets Point, N. Y. Harbor, April 10, 1882. Resigned July 1, 1882. Harry F. Hodges -....... On duty with Company B, Battalion of Engineers. Mem- ber General Court Martial at Willets Point, New York Harbor, March 2, 1882. James G. Warren ......-. On duty with Company C, Battalion of Engineers. On duty with Company A, Battalion of Engineers. OFFICERS OF THE ARMY DETAILED FOR SERV- ICE UNDER THE CHIEF OF ENGINEERS. A. F. Rockwell---...--..... In charge of Public Buildings and Grounds and certain Capta in, A. Q. M., Public Works in the District of Columbia. Brt. Lieut. Col. M. M. Macomb - .--... In charge of Geographical Surveys of the territory west of Lieut. 4th U. S. Art'y. the 100th meridian. 350 REPORT OF THE CHIEF OF ENGINEERS, U S ARMY. Statement showing rankand duties of officers of Corps of Engineers-Cont'd. RANK AND NAME. DUTIES. UNITED STATES CIVIL EN- GINEERS. S. T. Abert----............. In charge of the improvement of the harbors at Washing- ton and Georgetown, D. C., harbor at Breton Bay, Leonardtown, and at entrance of Saint Jerome Creek, Md. In charge of the improvement of the rivers Rappa- hannock, Chickahominy, Mattaponi, Totusky, York, Pa- munky, and Staunton, Va., Roanoke and French Broad, N. C., and Dan River, Va. and N. C.; of channel in Po- tomac River through flats in front of landing at Mount Vernon; of Neabsco, Nomini, and Urbana creeks, Va. In charge of the examination or survey of Staunton River from Brook Neal to mouth of Pig River, Va.; Roanoke River from Weldon, N. C., to Clarksville, Va.; Potomac and Anacostia rivers in vicinity of Washington, D. C., with reference to improvement of navigation, the estab- lishment of harbor-line and raising of flats, so far as their improvement may be necessary, &c., and of survey of Upper Machodoc and Urbana creeks, Va. M. Meigs............... On duty under immediate orders of Major Mackenzie. L AW S AFFECTING THE CORPS OF ENGINEERS, UNITED STATES ARMY. FORTY-SEVENTH CONGRESS, FIRST SESSION. 1881-'82. 351 LA WS AFFECTING THE CORPS OF ENGINEERS, UNITED STATES ARMY. FORTY-SEVENTH CONGRESS, FIRST SESSION, 1881-'82. CHAP. 22.-An act making an appropriation for continuing the improvements of Mar. 4, 1882. Galveston Harbor, State of Texas. Be it enacted by the Senate and House of Representatives of the United States Galveston Har- of America in Congress assembled, That the sum of one hundred tho . i4 bor, Texas. dollars be, and the same is hereby, appropriated, out of any moneys in the Treasury not otherwise appropriated, for the purpose of continuing Improvement the improvements of Galveston Harbor,'in the State of Texas, which of. improvements are now being prosecuted under the direction of the Sec- retary of War, and the appropriation for which is wholly insufficient to continue the work to the end of the current fiscal year; and the expend- Appropriation. iture of the sum hereby appropriated is placed under the direction and control of the Secretary of War. Approved, March 4, 1882. CHAP. 24.-An act to provide for certain of the most urgent deficiencies in the appro- __ ar. 6, 1882. priations for the fiscal year ending June thirtieth, eighteen hundred and eighty- two, and for other purposes. Be it enacted by the Senate and House of Representaiiesof the United States Deficiency ap- of America in Congress assembled, That the following sums, or so much propriations. thereof as may be necessary, be, and the same are hereby, appropriated, out of any money in the Treasury not otherwise appropriated, for the objects hereinafter expressed, for the service of the fiscal year ending June thirtieth, eighteen hundred and eighty-two, and prior years, namely : UNDER THE COMMISSIONERS OF FISH AND FISHERIES. The Secretary of War is authorized to use the unexpended balance Fishing Bat- of the appropriations for the improvement of the Susquehanna River tery. above and below Havre de Grace in the construction of the channel and breakwaters of the " Fishing Battery" below Havre de Grace. EXECUTIVE MANSION. ExecutiveMan- sion. For care of and repairs to, the Executive Mansion, and for furniture Repairs, and as follows: for furniture; For furniture, upholstering, carpets, rugs, glass-ware, silverware and items. kitchen utensils, thirteen thousand six hundred and ninety-three dol- lars and ninety-nine cents. For papering, painting, blankets, quilts, table linen and lace cur- tains, two thousand six hundred and forty dollars and twenty cents. For two force-pumps, repairs to roof and ordinary care and repair of mansion and greenhouses, three thousand six hundred and sixty-five dollars and eighty-one cents. For lighting the Executive Mansion and public grounds, for new gas- 353 23 E 354 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. fixtures, repairs to the old gas-fixtures, and for purchase of wax can- dles, one thousand dollars. For removing snow and ice, one thousand dollars. For contingent expenses of the Executive Office, two thousand dol- lars. Approved, March 6, 1882. Feb. 25, 1882. [No. 6.] Joint resolution authorizing the Secretary of War to use rations for the relief of destitute persons in the district overflowed by the Mississippi River. Resolved by the Senate and House of Representatives of the United States Food, etc., for of America in Congress assembled, That the sum of one hundred thousand relief of the des- dollars is hereby appropriated, of which sum so much as is necessary titute in district shall be used by the Secretary of War in the purchase and distribution overflowed by of subsistence stores to aid in the relief of destitute persons in the Mississippi Riv- er. district overflowed by the Mississippi River and its tributaries; and he is authorized to co-operate with the authorities of the several States of which such district is a part in making distribution of the same. Approved, February 25, 1882. March 21, 1882. [No. 12.] Joint resolution making a further appropriation to relieve the sufferers by the overflow of the Mississippi River and its tributaries. Resolved by the Senate and House of Representatives of the United States Additional ap- of America in Congress assembled, That a further sum of one hundred and fpropriat from fifty thousand dollars, or so much thereof as may be necessary, is hereby overflow of the appropriated out of any money in the Treasury not otherwise appro- Mississippi Riv- priated to be expended by and under the direction of the Secretary of er. War for the purpose of furnishing food to such persons as have been rendered destitute by the recent floods in the Mississippi River and its tributaries. Approved, March 21, 1882. April 1, 1882. [No. 16.] Joint resolution authorizing the Secretary of War to use rations for the relief of destitute persons in the district overflowed by the Mississippi River. Resolved by the Senate and House of Representatives of the United States Subsistence of America in Congress assembled, That the sum of one hundred thou- stores for suffer- sand dollars is hereby appropriated, of which sum so much as is neces- ers from overflow oftheMisssippi sary shall be used by the Secretary of War in the purchase and distri- River. bution of subsistence stores to aid in the relief of destitute persons in the district overflowed by the Mississippi River and its tributaries; and he is authorized to co-operate with the authorities of the several States of which such district is a part in making distribution of the same. Approved, April 1, 1882. CHAP. 44.-An act appropriating one hundred thousand dollars for continuing the Mar. 21, 1882. work on Davis Island Dam. Be it enacted by the Senate and House of Representatives of the United Davis Island States of America in Congress assembled, That the sum of one hundred SDam,Ohio River. thousand dollars be, and the same hereby is, appropriated, out of any money in the Treasury not otherwise appropriated, for the purpose of continuing the work on the Davis Island Dam in the Ohio River, and to be expended under the direction of the Secretary of War, and in an- Appropriation. ticipation of part of the appropriation for such purpose in the reg- ular river and harbor act. Approved, March 21, 1882. Mar. 28, 1882. CHAP. 51.-An act to establish a railway bridge across the Mississippi River extend- ing from a point between Wabasha and Read's Landing, in Minnesota, to a point below the mouth of the Chippewa River in Wisconsin. Be it enacted by the Senate and House of Representatives of the United Chippewa Val- States of America in Congress assembled, That the Chippewa Valley and leyand Superior Superior Railway Company, its successors and assigns, are hereby au- pany lway oizedn - thorized and empowered to erect, establish, and maintain a railway to construct rail- bridge across the Mississippi River, extending from a point to be by them wa y b r i d g e selected in the State of Minnesota, between Read's Landing and a point across Missis.- in the State of Minnesota opposite the foot of Crat's Island, about two sippi River. LAWS AFFECTING CORPS OF ENGINEERS. 355 miles below Wabasha, across the said river to a point in the State of Wisconsin to be by them selected, below the mouth of the Chippewa River; that said bridge shall not interfere with the free navigation of said river beyond what is necessary in order to carry into effect the rights and privileges hereby granted ; and in case of any litigation aris- ing from any obstruction or alleged obstruction to the free navigation of said river the cause may be tried before the District Court of the United States of any state in which any portion of said obstruction or bridge touches. SEC. 2. That any bridge built under the provisions of this act may, Form of bridge. at the option of the Company building the same, be built as a draw- bridge, with a pivot or other form of draw, or with unbroken or con- tinuous spans or as a pile or pontoon bridge, similar to John Lawler's railway pontoon bridge at Prairie du Chien, Wisconsin: Provided, That Proviso. if the said bridge shall be made with unbroken and continuous spans, it shall not be of less elevation in any case than fifty feet above extreme Elevation. high water mark, as understood at the point of location, to the bottom chord of the bridge, nor shall the spans of said bridge be less than two hundred and fifty feet in length, and the piers of said bridge shall be parallel with the current of said river, and the main span shall be over the main channel of the river, and not less than three hundred feet in length : And provided also, That if any bridge bilt under this act shall Proviso. be constructed as a draw-bridge, the same shall be constructed as a pivot drawbridge, with a draw over the main channel of the river at Draw. an accessible and navigable point, and with spans of not less than one hundred and sixty feet in length in the clear on each side of the central or pivot pier of the draw, and the next adjoining spans to the draw shall not be less than two hundred and fifty feet, and said spans shall not be less than thirty feet above low water mark, and not less than ten feet above extreme high water mark, measuring to the bottom chord of the bridge, and the piers of said bridge shall be parallel with the current of the river where said bridge may be erected: And provided Proviso. further, That if said company shall elect to construct a pile or pontoon Ponton bridge. bridge the Secretary of War may, if he deem it advisable and not in- consistent with the free navigation of said river, authorize said com- pany to construct such bridge as a pile or pontoon bridge, subject to the restrictions and requirements relating to the construction thereof contained in an net entitled "An act to legalize and establish a pontoon 18s 62. Stat., bridge across the Mississippi River at Prairie du Chien," approved June sixth, eighteen hundred and seventy-four, except that in the bridge herein authorized one draw only shall be required, which shall not be less than three hundred and fifty feet in width in the clear: And pro- Proviso. vided also, That said draw shall be opened promptly upon reasonable signal for the passage of boats. SEC. 3. That any bridge constructed under this act and according to Draws to be its limitations shall be a lawful structure, and shall be known and rec- maintained. ognized as a post-route, and the same is hereby declared to be a post- Declared a route, upon which also no higher charge shall be made for the transmis- post-route, wf and a sion over the same of the mails, the troops, and the munitions of war oflla ulstructure. the United States, or for passengers or freight passing over said bridge, Riaht, of way than the rate per mile paid for their transportation over the railroads for postal tele- and public highways leading to the said bridge; and the United States graphreservedto shall have the right of way for a postal telegraph across said bridge. iUnited States. SEC. 4.That all railway companies desiring to use said bridge shall All railway have ail be entitled to equal rights m and privileges in the passage of oft comp n i e s to the same, and in the use of the machinery and fixtures thereof and of ride. all the approaches thereto, under and upon such terms, and conditions as shall be prescribed by the Secretary of War upon hearing the alle- gations and proofs of the parties in case they shall not agree. SEC. 5. That the structure herein authorized shall be built and located Built and lo- under and subject to such regulations for the security of navigation of cated under reg- said river as the Secretary of War shall prescribe; and to secure that scribed by See- object the said company or corporation shall submit to the Secretary retary of War. of War for his examination and approval a design and drawings of said bridge, and a map of the location giving for the space of one mile above and one mile below the proposed location the topography of the banks of the river, the shore lines at high and low water, the direction and strength of the current at all stages, and the soundings, accurately showing the bed of the stream, the location of any other bridge or bridges, and shall furnish such other information as may be required 356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are approved by the Secretary of War the bridge shall not be built; and should any change be made in Change in plan the plan of said bridge during the process of construction such change ofconstructionto shall be subject to the approval of the Secretary of War. And the said be subject to up- structure shall be at all times so kept and managed as to offer reason- tary of War. able and proper means for th4 passage of vessels through or under said structure; and to secure the safe passage of vessels at night there shall be displayed on said bridge from the hour of sunset to that of sunrise, Lights. such lights as may be prescribed.by the Secretary of War; and the said structure shall be changed, at the cost and expense of the owners thereof, Free n a viga- from time to time, as Congress may direct, so as to preserve the free and tion of river pre- convenient navigation of said river; and the authority to erect and served. continue said bridge shall be subject to revocation and modification by law, whenever the public good shall in the judgment of Congress so require, without any expense or charge to the United States. Act ma y be SEC. 6. That the right to alter, amend, or repeal this act is hereby amended, etc. expressly reserved. SEC. 7. That this act shall take effect and be in force from and after its passage. Approved, March 28, 1882. April 1, 1882. CHAP 60.-An act authorizing the construction of a bridge over the Missouri River, at or near Arrow Rock, Missouri. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That it shall be lawful for the Hannibal an d Hannibal and Southwestern Railway Company, a corporation duly and Southwestern legally incorporated under and by virtue of the laws of the State of pailway Corn-Missouri, its assigns or successors to construct and maintain a bridge, struct brid e and approaches thereto, over the Missouri River at or near Arrow Rock, .overtheMissouri in the county of Saline, in said State. Said bridge shall be constructed River at Arrow to provide for the passage of railway trains, and, at the option of the Rock, Mo. persons by whom it may be built, may be used for the passage of wagons and vehicles of all kinds, for the transit of animals, and for foot passengers, for such reasonable rates of toil as may be approved from time to time by the Secretary of War. Shall be apost- SEC. 2.-That any bridge built under this act, and subject to its lim- route, and a law- itations, shall be a lawful structure, and shall be recognized and known ul structure. as a post-route, upon which also no higher charge shall be made for the transmission over the same of the mails, the troops, and the muni- tions of war of the United States, or passengers or freight passing over said bridge, than the rate per mile paid for the transportation over the railroad or public highways leading to the said bridge; and it shall enjoy the rights and privileges of other post-roads in the United States. SEC. 3.-That if said bridge shall be made with unbroken and con- $pans. tinuous spans, the spans thereof shall not be less than three hundred feet in length in the clear, and the main span shall be over the main channel of the river. The lowest part of the superstructure of said bridge shall be at least fifty feet above extreme high-water mark, as understood at the point of location, and the bridge shall be at right Proviso. angles to, and its piers parallel with, the current of the river: Pro- Draw. vided, That if the same shall be constructed as a draw-bridge, the draw or pivot pier shall be at or near that shore nearest the channel of the river where in the opinion of the Secretary of War, the passage through the draw at'that point can be consistently maintained; if not so con- structed then the draw pier to be in the main channel, and the opening or passage way to be so protected that water craft can be worked through it by lines, when not safe to pass otherwise; and the spans shall not be less than one hundred and sixty feet in length in the clear, and the piers of said bridge shall be parallel with, and the bridge itself at right angles to the current of the river, and the spans shall not be less than ten feet above extreme high water mark, as understood at the point of location, to the lowest part of the superstructure of said Proviso. bridge: Provided also, That said draw shall be opened promptly upon reasonable signal for the passing of boats; and said company or cor- poration shall maintain, at its own expense, from sunset till sunrise, Lights. such lights or other signals on said bridge as the Light House Board shall prescribe. No bridge shall be erected or maintainedI under the authority of this act which shall at any time substantially or ma- LAWS AFFECTING CORPS OF ENGINEERS. 357 terially obstruct the free navigation of said river ; and if any bridge Free naviga- erected under such authority shall, in the opinion of the Secretary oftion preserved. War, obstruct such navigation, lie is hereby authorized to cause such change or alteration of said bridge to be made as will effectually ob- viate such obstruction; and all such alterations shall be made, and all such obstructions be removed at the expense of the owner or owners of said bridge. And in case of any litigation arising from any obstruction or alleged obstruction to the free navigation of said river caused or alleged to be caused by said bridge, the case may be brought in the District Court of the United States of the State of Missouri in which any portion of said obstruction or bridge may be located: Pro- Proviso. vided further, That nothing in this act shall be so construed as to repeal or modify any of the provisions of law now existing in reference to the protection of the navigation of rivers, or to exempt this bridge from the operation of the same. SEC. 4.-That all railroad companies desiring the use of said bridge Railway com- shall have and be entitled to equal rights and privileges relative to the pan entitled ies rights equal to and passage of railway trins over the same and over the approaches thereto, privileges. upon payment of a reasonable compensation for such use; and in case the owner or owners of said bridge and the several railroad companies, or any one of them, desiring such use, shall fail to agree upon the sum or suims to be paid, and upon rules and conditions to which each shall conform in using said bridge, all matters at issue between them shall be decided by the Secretary of War, upon a hearing of the allegations and proofs of the parties. SEC. 5.-That any bridge authorized to be constructed under this act Plans and loca- shall be built and located under and subject to such regulations for the tions to be ap- security of navigation of said river as the Secretary of War shall pre- proved by Secre- scribe; and to secure that object the said company or corporation shall tary of War. submit to the Secretary of War, for his examination and approval, a design and drawings of the bridge, and a map of the location, giving, for the space of one mile above and one mile below the proposed loca- tion, the topography of the banks of the river, the shore-lines at high and low water, the direction and strength of the current at all stages, and the soundings, accurately showing the bed of the stream, the loca- tion of any other bridge or bridges, and shall furnish such other infor- mation as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are ap- proved by the Secretary of War the bridge shall not be built; and should any change be made in the plan of said bridge during the prog- ress of construction, such change shall be subject to the approval of the Secretary of War. SEC. 6.-That the right to alter, amend or repeal this act is hereby expressly reserved. Approved, April 1, 1882. CHAP. 79.-An act to authorize the construction of a bridge across the Missouri Apr. 14, 1882. River at the most accessible point within five miles above the city of Saint Charles, Missouri. Be it enacted by the Senate and House of Representati ces of the United States of America in Congress assembled, That the Saint Louis, Hannibal and Saint Louis, Keokuk Railroad Company, a corporation organized under the laws of H ann ibal and the State of Missouri, be, and is hereby, authorized to construct and Keokuk Railroad maintain a bridge and approaches thereto over the Missouri River at struct ompany bridgo the most accessible point within five miles above the city of Saint over Missouri Charles, in the county of Saint Charles and State of Missouri. Said River. bridge shall be constructed to provide for the passage of railway trains, and, at the option of the corporation by which it imay be built, may be used for the passage of wagons and vehicles of all kinds, for the transit of animals, and for foot-passengers, for such reasonable rates of toll as Toll, howrated. may be approved from time to time by the Secretary of War. SEC. 2. That any bridge built under this act and subject to its limita- Postroute, and tions shall be a lawful structure, and shall be recognized and known a lawful struct- as a post route, upon which also no higher charge shall be made for the ure. transmission over the same of the mails, the troops, and the munitions of war of the United States, or for passengers and freight passing over said bridge, than the rate per mile paid for the transportation over the railroad or public highways leadillg to the said bridge; and it shall enjoy the rights and privileges of other post-roads in the United States. 358 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Spans. SEC. 3. That if said bridge shall be made with unbroken and con- tinuous spans, the spans thereof shall not be less than three hundred feet in length in the clear, and the main span shall be over the main channel of the river. The lowest part of the superstructure of said bridge shall be at least fifty feet above extreme high-water mark, as understood at the point of location, and the bridge shall be at right Proviso. angles to, and its piers parallel with, the current of the river: Pro- Draw. vided, That if the same shall be constructed as a draw-bridge the draw or pivot shall be over the main channel of the river at an accessible point, and the spans shall not be less than one hundred and sixty feet in length in the clear, and the piers of said bridge shall be parallel with, and the bridge itself at right angles to, the current of the river, and the spans shall not be less than ten feet above extreme high-water mark, as understood at the point of location, to the lowest part of the super- Proviso. structure of said bridge: Provided also, That said draw shall be opened promptly by said company, upon reasonable signal, for the passage of boats; and said company or corporation shall maintain, at its own ex- Lights. pense, from sunset till sunrise, such lights or other signals on said bridge as the Light-House Board shall prescribe. No bridge shall be erected or maintend under the authority of this act which shall at Free naviga- any time substantially or materially obstruct the free navigation of tion to be main- said river, and if any bridge erected under such authority shall, in the tamined. opinion of the Secretary of War, obstruct such navigation, he is hereby authorized to cause such change or alteration of said bridge to be made as will effectually obviate such obstruction; and all such alterations shall be made and all such obstructions be removed at the expense of the owner or owners of said bridge. And in case of any litigation arising from any obstruction or alleged obstruction to the free navi- gation of said river, caused or alleged to be caused by said bridge, the case may be brought in the district court of the United States of the State of Missouri in which any portion of said obstruction or bridge Proviso. may be located: Proridcdfurther, That nothing in this act shall be so construed as to repeal or modify any of the provisions of law now ex- isting in reference to the protection of the navigation of rivers, or to exempt this bridge from the operation of the same. All railroad SEC. 4. That all railroad companies desiring the use of said bridge qua companies to shall have and be entitled to equal rights and privileges relative to have e 1the passage of railway trains or cars over the same, and over the ap- rights proaches thereto, upon payment of a reasonable compensation for such use; and in case the owner or owners of said bridge and the several railroad companies, or any one of them, desiring such use shall fail to Secretary of agree upon the sum or sums to be paid, and upon rules and conditions War to decide to which each shall conform in using said bridge, all matters at issue upon disagree- between them shall be decided by the Secretary of War upon a hearing Proviso. of the allegations and proofs of the parties: Provided, That the pro- visions of section two in regard to charges for passengers and freight across said bridge shall not govern the Secretary of War in determin- ing any question arising as to the sum or sums to be paid to the own- ers of said bridge by said companies for the use of said bridge. Design and SEC. 5. That any bridge authorized to be constructed under this act drawings subl- shall be built and located under and subject to such regulations for tartted tofar for the security of navigation of said river as the Secretary of War shall approval. prescribe; and to secure that object the said company or corporation shall submit to the Secretary of War, for his examination and approval, a design and drawings of the bridge, and a map of the location, giving, for the space of one mile above and one mile below the proposed loca- Plan and loca-- tion, the topography of the banks of the river, the shore-lines at high tion to be ;p and low water, the direction and strength of the currents at all stages, proved iai ecr and the soundings, accurately showing the bed of the stream, the loca- tion of any other bridge or bridges, and shall furnish such other infor- mation as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are ap- proved by the Secretary of War the bridge shall not be built; and should any change be made in the plan of said bridge during the prog- ress of construction, such change shall be subject to the approval of the Secretary of War. Right to alter, SEC. 6. That the right to alter, amend, or repeal this act is hereby aend or rved expressly reserved. And the right to require any changes in said reserved. structure or its entire removal at the expense of the owners thereof, LAWS AFFECTING CORPS OF ENGINEERS. 359 whenever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, April 14, 1882. CHAP. 110.-An act to authorize the construction of a bridge across the Mississippi Apr. 26, 1882. River at or near Keithsburg in the State of Illinois and to establish it as a post- road Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That it shall be lawful for the Mercer County Mercer County Bridge Company, a corporation duly created and organ- Bridge Com- ized under the laws of the State of Illinois, or the Keithsburg Bridge uany or Kidhse Company, a corporation duly created and organized under the laws of Company, or the State of Iowa, or both of them, or either or both of their succes- both, authorized sors or assigns, to build a bridge across the Mississippi River at such to construct point on said river at or near Keithsburg, in the State of Illinois, as may ibriss i ssiaross accommodate the Chicago, Burlington and Pacific Railroad Company, River. or the Central Iowa Railway Company, and their connections, on the west side of said river, and the Peoria and Farmington Railroad Com- pany, on the east side of said river, and to lay on or over said bridge a railroad track or tracks for the more perfect connection of any railroad or railroads that are or shall be constructed to the said river, on either or both sides thereof, at or opposite said point, under the limitations and conditions hereinafter provided ; that said bridge shall not inter- fere with the free navigation of said river beyond what is necessary in Free naviga- order to carry into effect the rights and privileges hereby granted; and tion preserved. in case of any litigation arising from any obstruction or alleged ob- struction to the free navigation of said river, the cause may be tried before the district court of the United States of any State in which any portion of said obstruction or bridge touches. SEC. 2. That any bridge built under the provisions of this act may, Draw. at the option the company building the same, be built as a drawbridge, with a pivot or other form of draw, or with unbroken or continuous spans: Provided, That if the said bridge shall be made with unbroken Provisos. and continuous spans, it shall not be of less elevation in any case than fifty feet above extreme high-water mark, as understood at the point of location, to the bottom chord of the bridge, nor shall the spans of said bridge be less than two hundred and fifty feet in length, and the piers of said bridge shall be parallelwith the current of said river, and the main span shall be over the main channel of the river and not less than three hundred feet in length : And provided also, That if any bridge built under this act shall be constructed as a drawbridge, the same shall be constructed as a pivot draw-bridge, with a draw over the main chan- nel of the river at an accessible and navigable point, and with spans of not less than one hundred and sixty feet in length in the clear on each side of the central or pivot pier of the draw, and the next ad- joining spans to the draw shall not be less than two hundred and fifty feet, and said spans shall not be less than thirty feet above low-water mark and not less than ten feet above extreme high-water mark, meas- uring to the bottom chord of the bridge, and the piers of said bridge shall be parallel with the current of the river where said bridge may be erected: And provided also, That said draw shall be opened promptly upon reasonable signal for the passage of boats. SEc. 3. That any bridge constructed under this act and according to Post-route, and its limitations shall be a lawful structure, and shall be known and rec- a lawful struct- ognized as a post-route, and the same is hereby declared to be a post- ure. route, upon which also no higher charge shall be made for the trans- mission over the same of the mails, the lroops, and the munitions of war of the United States, or for passengers or freight passing over said bridge, than the rate per mile paid for their transportation over the railroads and public highways leading to the said bridge ; and the United States shall have the right of way for postal-telegraph purposes Postal t el e- across said bridge. graph. SEC. 4. That all railway companies desiring to use said bridge shall All railway have and be entitled to equal rights and privileges in the passage of companies ac- the same, and in the use of the machinery and fixtures thereof, and ofrightrs.ded equal all the approaches thereto,, under a di upon such terms and conditions as shall be prescribed by the Secretary of War, Ul)On hearing the alle- gations and proofs of the parties, in case they shall not agree. 360 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SEC. 5. That the structure herein authorized shall be built and located under and subject to such regulations for the security of navi- gation of said river as the Secretary of War shall prescribe; and to secure that object the said company or corporation shall submit to the Desi g n and Secretary of War for his examination and approval a design and draw- drawings to be ings of the bridge, and a map of the location, giving for the space of approved by Sec- retary of War. one mile above and one mile below the proposed location the topog- raphy of the banks of the river, the shore-lines at high and low-water, the direction and strength of the currents at all stages, and the sound- ings, accurately showing the bed of the stream, the location of any other bridge or bridges, and shall furnish such other information as may be required for a full and satisfactory understanding of the sub- Plan and loca- ject; and until the said plan and location of the bridge are approved tion to -be ap- by the Secretary of War the bridge shall not be built; and should any proved by Sec- change be made in the plan of said bridge during the progress of con- retary of War. struction, such change shall be subject to the approval of the Secretary of War; and the said structure shall be at all times so kept and man- aged as to offer reasonable and proper means for the passage of vessels through or under said structure; and for the safety of vessels passing at night there shall be displayed on said bridge, from the hours of sun- Lights. set to sunrise, such lights as shall be prescribed by the Secretary of War; and the said structure shall be changed or removed, at the cost and expense of the owners thereof, from time to time, as Congress may direct, so as to preserve the free and convenient navigation of said river; and the authority to erect and continue said bridge shall be subject to revocation and modification by law whenever the public good shall, in the judgment of Congress, so require, without any ex- pense or charge to the United States. Right to alter, SEc. 6. That the right to alter, amend, or repeal this act is hereby amend, etc., ex- expressly reserved. pressly reserved. SEC. 7. That this act shall take effect and be in force from and after its passage. Approved, April 26, 1882. May 4, 1882. CHAP. 119.-An act making an immediate appropriation for the removal of obstruc- tions at Hell Gate, New York. Be it enacted by the Senate and House of Representatives of the United Removalof ob- States of America in Congress assembled, That the sum of fifty thousand structions from dollars be and is hereby appropriated, to be paid out of any money in Hell Gate, N Y. the Treasury not otherwise appropriated, for the removal of obstruc- Appropriation. tions in East River, Hell Gate, New York, the same to be expended under the direction of the Secretary of War, and to be immediately available. Approved, May 4, 1882. May 19, 1882. CHAP. 172.-An act making appropriations for fortifications and other works of de- fense, and for the armament thereof, for the fiscal year ending June thirtieth, eight- een hundred and eighty three and for other purposes. Be it enacted by the Senate and House of Representatives of the United Appropriations. States of America in Congress assembled, That the sum of one hundred and seventy-five thousand dollars be, and the same is hereby, appropri- ated, out of any money in the Treasury not otherwise appropriated, for Forts and other the protection, preservation, and repair of fortifications and other works works of defense. of defense for the fiscal year ending June thirtieth, eighteen hundred and eighty-three, the same to be expended under the direction of the Secretary of War ; also the following for the armament of fortifications, namely : Armament, etc. For the armament of sea coast fortifications, including heavy guns and howitzers for flank defense, carriages, projectiles, fuses, powder, and implements, their trial and proof, and all necessary expenses inci- dent thereto, including compensation of draughtsmen on gun construc- tion while employed in Ordinance Bureau, and for machine guns, in- cluding the conversion of smooth bore cannon into rifles, one hundred thousand dollars. Torpedoes. For torpedoes for harbor defenses, and the preservation of the same, and for torpedo experiments in their application to harbor and land defense, and for instruction of Engineer Battalion in their preparation and application, one hundred thousand dollars: Provided, That the LAWS AFFECTING CORPS OF ENGINEERS. 361 money herein appropriated for torepdoes shall only be used in the estab- lishment and maintenance of torpedoes to be operated from shore sta- tions for the destruction of an enemy's vessels approaching the shore or entering the channels and fairways of harbors. Approved, May 19, 1882. CHAP. 231.-An act for the government and control of the harbor of refuge at Sand June 19, 1882. Beach, Lake Huron, Michigan. Be it enacted by the Senate nd House of Representatiresof the United States of America in Congress assemtbled, That from and after the passage of Harbor of ref- this act, and until the completion of the work of construction the nd Beche Secretary of War is directed to assume full control over the harborLake H ur on, of refuge on Lake Huron at Sand Beach, Michigan, now in course of Mich. construction by the United States Government, and of the piers, break- Secretary o f waters, docks, wharves, buildings, and other improvements made by ot olave until the United States appertaining to said harbor of refuge, and to facili- completion of tate the use thereof, including the channels of and approaches to said work. harbor of refuge, so far as may be necessary to the protection and use of said harbor and the improvements aforesaid; and said Secretary of Regulationsfor War, for the purpose aforesaid, and for the perservation of said harbor preservation o f in the interests of commerce, shall prescribe such regulations not in- work and im- provements. consistent with the laws of the United States respecting the use of said harbor and its channels, and the approaches thereto, and respecting the use of the piers, breakwaters, docks, wharves, buildings, and other improvements of said harbor, made by the United States, as he shall deem needful to fully protect and preserve the said harbor and its several channels an d approaches, and the said peirs, breakwaters, docks, wharves, buildings, and other improvements. Such regulations shall be promulgated by publication thereof for ten days consecutively in one daily newspaper published in each of the cities of Detroit, Port Huron, Buffalo, Cleveland, and Chicago, and said regulations may be changed in like manner from time to time. He shall also cause four copies of such regulations to be kept posted in conspicuous places on said piers and breakwaters. SEC. 2. That the Secretary of War shall appoint, upon the recom- Custodiantobe mendation of the engineer officer in charge of the work, a.custodian of appointed. said harbor and the improvements aforesaid, whose duty it shall be to Duties. preserve and protect the same under the regulations made as aforesaid by the Secretary of War, and to enforce the observance of said regula- tions and to guard and preserve the property of the United States at said harbor of refuge. Said custodian shall also have power to direct and regulate the stationing and anchoring of steam vessels and water- craft in said harbor, and the mooring thereof at the piers, breakwaters, docks, and wharves of said harbor, and the laying out and discharging of cargoes and ballast in said harbor, piers, breakwaters and docks; and it shall be the duty of said custodian to report to the United States Dis- trict Attorney for the eastern district of Michigan all violations of this act, and of the said regulations prescribed by the Secretary of War; and said custodian shall receive such compensation, not exceeding one Compensation. hundred and fifty dollars per month, as the Secretary of War may allow. SEC. 3. That it shall be the duty of all persons using or navigating said Penalties for harbor, its channels and approaches, or using any of the piers, break- violation ofregu- waters, docks, wharves, or other improvements made by the United lations. States, to observe the regulations prescribed by the Secretary of War as aforesaid; and any person who shall willfully or negligently strand or sink any steam-vessel, boat, or craft in said harbor, or in the channels or approaches, or who shall willfully obstruct or oppose the custodian of said harbor in the enforcement of the regulations aforesaid, or who shall willfully or negligently, or by failure or neglect to observe the reg- ulations prescribed by timheSecretary of War for the use thereof, obstruct or impair said harbor, or cause any impediment, injury, filling up, or shoaling therein, or shall deposit any earth, ashes, stone, ballast, or other substances in said harbor, channels or approaches tending to obstruct or impair the navigation thereof, or who shall willfully damage or injure the piers, break-waters, wharves, docks, or other improvements of said harbor made by the United States, or who shall fail to obey and observe any of said prescribed regulations, shall be liable to a penalty of not less than ifty dollars nor nmore than five hundred dollars, to be recovered by information or by action of debt in the District Court of the United 362 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. States for the eastern district of Michigan, with costs of suit, and shall, in addition thereto, be liable to the United States, or to any person ag- grieved by such obstructions, or injuries, or unlawful acts or omissions in a civil action for all damages occasioned thereby, or by any of said unlawful acts, to said United States or such aggrieved person. And if such damage or injury to said harbor, channels, approaches, piers, break- waters, docks, wharves, and other property of the United States in said harbor of refuge be committed by any steamer, vessel, or water-craft, or by the master or person in charge thereof, or if such master or other person in charge of such vessel shall willfully violate the regulations aforesaid, the aforesaid penalty of not 1ess than fifty dollars nor more than five hundred dollars shall be incurre d, and such vessel shall be lia- ble for the penalty aforesaid, and may be proceeded against by way of libel for the recovery thereof in any court of the United States within whose jurisdiction such vessel may be found. Steamlaunch SEC. 4. That the Secretary of War may, in his discretion, purchase authorized for or hire a steam launch or tug, to be stationed at and used about said harbor duty. harbor, under the direction of said custodian, for the purpose of en- forcing the provisions of this act; and such a sum as may be necessary, Appropriation. not exceeding ten thousand dollars, is hereby appropriated for the pur- chase or hire of said steam-launch; and the expense of running and maintaining said launch or tug and the salary of the custodian shall be paid out of the appropriation made for said harbor of refuge. Transfer of SEC. 5. That after the completion of said harbor by the United works and im: States Government the control shall be transferred to the Secretary of rovem en t s to the Treasury. Treasury. Approved, June 19, 1882. June 27, 1882. CHAP. 240.-An act authorizing the Texas and Saint Louis Railway Company to build certain bridges in the State of Arkansas. Be it enacted by the Senate and House of Representatives of the United Bridgesin State States of America in Congress assembled. That the Texas and Saint Louis of rkansas toe Railway Company, in Missouri and Arkansas, a corporation duly and built by Texasy and Saint Louis legally organized and existing under and by virtue of the laws of the Railway Com- States of Missouri and Arkansas, its successors or assigns, be, and is pany over- hereby, authorized to construct and maintain a bridge, and approaches White River, thereto, over the White River, in Monroe County, in the State of Ar- MonroeCounty. kansas, near the city of Clarendon, at the point where said company's line of railway as now projected crosses said river; and also a bridge, Arkansas Riv- and approaches thereto, over the Arkansas River, in Jefferson County, er, Jeffer son in said State of Arkansas, near the city of Pine Bluff, at the point where County. said company's line of railway as now projected crosses said river; and Saline River. also a bridge, and approaches thereto, over the Saline River, in the State of Arkansas, at the point where said company's line of railway as now projected crosses said river; and also a bridge, and approaches OuachitaRiver, thereto, over the Ouachita River, in the county of Ouachita, in the State and of Arkansas, at the point where said company's line of railway as now projected crosses said river; and also a bridge, and approaches thereto, Red River. over the Red River, in La Fayette County, in the State of Arkansas, at the point where said company's line of railway as now projected crosses said river. Said bridges shall be constructed to provide for the passage of railway trains, and, at the option of said company by which it may be built, may be used for the passage of wagons and vehicles of all kinds, for the transit of animals, and for foot-passengers for such reasonable rates of toll as may be prescribed by said company subject to the revision and regulation of the Secretary of War. F orm and con- SEC. 2. That if the said bridges, or either of them, over the said struction. White and Arkansas Rivers shall be made with unbroken and continu- ous spans, there shall be at least one span of a height of not less th an eighty feet above low water or fifty feet above highest water, measured to the lowest part of the superstructure of said bridge, and said span shall have a clear opening of at least three hundred feet between the piers, measured at right angles to the current at every stage, and shall be over that portion of the river or rivers used by boats during ordi- nary stages of water; and the bridge or bridges shall be at right angles to and the piers parallel with the current of the river. And if the said bridges, or either of them, over the said White and Arkansas Rivers shall be constructed as draw-bridges, the draw or pivot shall be over the main channel of the river at an accessible nmvigable point, and the LAWS AFFECTING CORPS OF ENGINEERS. 363 opening on each side of the pivot-pier shall not be less than one hun- dred and sixty feet in the clear, and, as nearly as practicable, both of said openings shall be accessible at all stages of water, and the spans Channels an d shall be not less than ten feet above extreme high water, as understood navigationofriv- at the point of location, to the lowest part of the superstructure of the e rs t o b e pr e- bridge, and the piers and draw-rests shall be parallel with, and the served. bridge itself at right angles to, the current of the river or rivers at that stage of the river which is most important for navigation; and no riprap or other outside protection for imperfect foundations shall be permitted to approach nearer than four feet to the surface of the water at its extreme low stage, or otherwise to encroach upon the channel- ways provided for in this act. And if the said bridges, or either of them, over the said Saline, Ouachita, and Red Rivers shall be made with unbroken and continuous spans, there shall be at least one span of a height of not less than eighty feet above low water or fifty feet above highest water, as understood at the point of location, measured to the lowest part of the superstructure of said bridge, and said span shall have a clear opening of at least two hundred feet between the piers, measured at right angles to the current, and shall be over the main channel of the river, and the bridge or bridges shall be at right angles to, and the piers parallel with, the current of the river. And if the bridges, or either of them, over the said Saline, Ouachita, and Red Rivers shall be constructed as draw or pivot bridges, the draw or pivot pier shall be over the main channel of the river at an accessible navi- gable point, and the openings on each side of the pivot pier shall be not less than one hundred and thirty feet in the clear, unless otherwise ex- pressly directed by the Secretary of War, and if so directed shall be according to such direction, and, as nearly as practicable, the said open- ings shall be accessible at all stages of water, and the spans shall be not less than ten feet above extreme high water, as understood at the point of location, to the lowest part of the superstructure of the bridge, and the piers and draw rests shall be parallel with, and the bridge or Draw. bridges, at right angles to, the current of the river or rivers; and no riprap or other outside protection for imperfect foundations shall be permitted to approach nearer than four feet to the surface of the water at its extreme low stage, or otherwise to encroach upon the channel- ways provided for in this act; and all and each of said draws shall be opened promptly upon reasonable signal for the passing of boats; and said company shall maintain at its own expense, from sunset till sunrise, such lights or other signals on said bridges as the Light House Board Lights. may prescribe. SEC. 3. That any bridge built under this act, and subject to its lim- Bridges to be itations, shall be a lawful structure, and shall be recognized and known post-routes. as a post-route, upon which also no higher charge shall be made for the transmission over the same of the mails, the troops, and the munitions of war of the United States than the rate per mile paid for the trans- portation over the railroad or public highways leading to the said bridge; and it shall enjoy the rights and privileges of other post roads in the United States. SEC. 4. That no bridge shall be erected or maintained under the au- Free naviga- thority of this act which shall at any time substantially or materially tion to be main- obstruct the free navigation of said rivers; and if any bridge erected tamed. under such authority shall, in the opinion of the Secretary of War, ob- struct such navigation, he is hereby authorized to cause such change or alteration of said bridge or bridges to be made as will effectually ob- viate such obstruction; and all such alterations shall be made and all such obstructions be removed at the expense of the owner or owners of said bridge. Andin case of any litigation arising from any obstruction or alleged obstruction to the free navigation of saidriver caused or alleged to be caused by said bridge, the case may be brought in the district court of the United States of the State of Arkansas in which any por- tion of said obstruction or bridge may be located: Prorided,That noth- ing in this act shall be so construed as to repeal or modify any of the provisions of law now existing in reference to the protection of the navi- gation of rivers, or to exempt said bridges from the operation of the same. SEC. 5. That all railroad companies desiring the use of said bridge, Right of rail- or any of them, shall have and be enititled to equal rights and privileges r ) a d s to use relative to the passage of railway trains over the same, and over the bnidges presery- approaches thereto, upon playment of a reasonable compensation for ed. 364 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Toll. such use; and in case the owner or owners of said bridge or bridges and the several railroad companies, or any one of them desiring such use, shall fail to agree upon the sum or sums to be paid, and upon rules and conditions to which each shall conform in using said bridge or bridges, all matters at issue between them shall be decided by the Secretary of War, upon a hearing of the allegations and proofs of the parties. SEC. 6. That all bridges or any bridge authorized to be constructed under this act shall be built and located under and subject to such reg- ulations for the security of navigation of said river or rivers as the Sec- Designs a nd retary of War shall prescribe; and to secure that object the said drawings to be company or corporation shall submit to the Secretary of War, for his submitted to Sec- examination and approval, a design and drawings of said bridges, and approf War for each of them, and a map of the location, giving, for the space of one mile above and one mile below the proposed location, the topography of the banks of the river, the shore lines at high and low water, the di- rection and strength of the currents at all stages, and the soundings, accurately showing the bed of the stream, the location of any other bridge or bridges, and shall furnish such other information as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge or bridges are approved by the Secretary of War the bridge or bridges shall not be built; and should any change be made in the plan of said bridges, or either of them, during the progress of construction, such change shall be subject to the approval of the Secretary of War. And the said structures shall be changed at the cost and expense of the owners thereof, from time to time, as Congress may direct, so as to preserve the free and convenient navigation of said rivers; and the authority to erect and continue any and all of said bridges shall be subject to revocation by law whenever the public good shall, in the judgment of Congress, so require. SEC. 7. That the right to alter, amend, or repeal this act is hereby expressly reserved. Approved, June 27, 1882. June 27, 1882. CHAP. 242.-An act authorizing the Sioux City and Pacific Railroad Company to construct and maintain a Railroad Bridge over the Missouri River. Be it enacted by the Senate and House of Representatives of the United Sioux City and States of America in Congress assembled, That the Sioux City and Pacific Pacific Railroad Railroad Company, a corporation existing under the laws of the State Company tobuild of Iowa, or its assigns, are hereby authorized, for the purpose of malt- Missouri River. ing a more perfect connection for its line over the Missouri River, to construct and maintain a railroad bridge across said river at the most suitable and convenient point within ten miles of the present crossing, between the County of Washington in the State of Nebraska, and the County of Harrison in the State of Iowa. SEC. 2.-That said bridge shall be constructed and built without ma- terial interference with the security and convenience of navigation of said river beyond what is necessary to carry into effect the rights andw privileges hereby granted; and in order to secure a compliance with these conditions the corporation, previous to commencing the construc- tion of the bridge, or of the accessory works designed to secure the best practical channel-way for navigation and confine the flow of the water Plan, etc., tobe to a permanent channel at said point, shall submit to the Secretary of submitted to Sec. War a plan of the bridge and of such accessory works, together with a retary of War. detailed map of the river at the proposed site of the bridge and for a distance of a mile above and below the site, together with all other in- formation touching said bridge and river and accessory works as may be deemed requisite by the Secretary of War to determine whether the said bridge, when built, will conform to the prescribed conditions of this act; that said bridge shall be constructed and built without ma- terial interference with the security and convenience of navigation of said river beyond what is necessary to carry into effect the rights and privileges hereby granted. Proviso. Provided, That if the said bridge shall be male with unbroken and Form and con- continuous spans, it shall not be of less elevation in any case than fifty struction. feet above extreme high water mark, as understood at the point of lo- cation, to the bottomn chord of the bridge, nor shall the spans of said bridge be less than two hundred and fifty feet in length, aind the piers of said bridge shall be parallel with the current of said river, and the main span shall be over the main channel of the river, and not less LAWS AFFECTING CORPS OF ENGINEERS. 365 than three hundred feet in length: And provided also, That if any Proviso bridge built under this act shall be constructed as a draw-bridge, the Draw. same shall be constructed as a pivot-draw-bridge, with a draw over the main channel of the river at an accessible and navigable point, and with spans of not less than one hundred and sixty feet in length in the clear on each side of the central or pivot pier of the draw, and the next adjoining span or spans to the draw shall not be less than two hundred and fifty feet. Provided, also, That said draw shall be opened promptly upon reasonable signal for the passing of boats; and said company or corporation shall maintain, at its own expense, from sun- set till sunrise, such lights or other signals on said bridge as the Light Lights. House Board shall prescribe. Provided, also, That all railway compa- Proviso. nies desiring to use said bridge shall have and be entitled to equal Rights of rail- rights and privileges in the passage of the same, and in the use of the road companies machinery and fixtures thereof and of all the approaches thereto, un- served ge pre- der and upon such terms, and conditions as shall be prescribed by the Secretary of War upon hearing the allegations and proofs of the par- ties in case they shall not agree. SEC. 3.-That the Secretary of War is hereby authorized and directed, upon receiving such plan and map and other information, and upon being satisfied that a bridge built on such plan and with such accessory works and at such locality will conform to the prescribed conditions of this act, to notify the company that he approves the same; and upon receiving such notification the said company may proceed to an erec- tion of said bridge, conforming strictly to the approved plan and loca- tion; but until the Secretary of War approve the plan and location of Approval of said bridge and accessory works, and notify the company of the same, Secretary of War the bridge shall not be built; and should any change be made in the plan of the bridge or said accessory works, during the progress of the work thereon, such change shall be subject likewise to the approval of the Secretary of War. SEC. 4.-That the said bridge and accessory works, when built and constructed under this act and according to the terms and limitations thereof, shall be lawful structures; and said bridge shall be recognized Mlade a post and known as a post-route, upon which also no higher charge shall be route. made for the tranmuission over the same of the mails, the troops, and the munitions of war of the United States, than the rate per mile paid for the transportation over the railroads or public highways leading to said bridge; and said bridge shall enjoy the rights and privileges of other post-routes in the United States; and Congress reserves the right at any time to regulate by appropriate legislation the charges for freight and passengers over said bridge. SEC. 5.-That said corporation may execute a mortgage upon the Authorized'to bridge, its approaches and appurtenances, including said accessory execute mort- works, and issue bonds secured by the same, bearing such rate of in- g age and issue terest, and payable, principal and interest, as such corporation shall honds. determine; and such mortgage shall constitute the first lien upon the said bridge and other property in said mortgage mentioned and de- scribed. SEC. 6.-That the United States shall have the right-of-way for postal Right of way telegraph across said bridge. foraphostal ele- the UnitedStates. SEC. 7.-That the Sioux City and Pacific Railroad Company may Permission for assign all the rights, privileges, and franchises conferred by and con- as si g nmen t of tained in this act, if said company shall deem said assignment expedi- rights, etc. ent and for its best interests: Provided, however, That said bridge, if Proviso. built by the assigns of said company, shall be constructed and main- tained in all respects on the terms and subject to the conditions, limi- tations, and restrictions herein contained, reserving the right to Con- gress to amend; alter, or repeal this act. Approved, June 27, 1882. CHAP. 254.-An act making appropriations for the support of the Army for the fiscal June 30, 1882. year ending June thirtieth, eighteen hundred and eighty-three, and for other pur- poses. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the following sums be, and Army appro- the same are hereby, appropriated, out of any mloney in the Treasury priations. 366 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. not otherwise appropriated, for the support of the Army for the year ending June thirtieth, eighteen hundred and eighty-three, as follows: Engineer depot ENGINEER DEPARTMENT.-For engineer depot at Willets Point, New at Willets Point. York, namely : For purchase of engineering materials to continue the present course of instruction of the Engineer Battalion in field en- gineering, one thousand dollars. For incidental expenses of the depot, remodeling ponton-trains, re- pairing instruments, purchasing fuel, forage, stationery, chemicals, extra-duty pay to soldiers engaged in special skilled labor, such as wheelwright work, printing, photographing and lithographing engineer documents, and ordinary repairs, four thousand dollars. For replacing, with plain structures of minimum cost, not to exceed eight thousand dollars, two old buildings constructed during the war for hospitals, and now used as photographic laboratory for instructing enlisted men in duplicating military maps in the field, and as mould- ing-room for instruction in field fortifications, for which purposes the present structures are too small, five thousand dollars. Approved, June 30, 1882. Jul CHAP. Jnly 1, 182. 188 263.-Au act making appropriations to provide for the expenses of the gov- ermn ent of the District of Columbia for the fiscal year ending June thirtieth, eighteen hundred and eighty-three, and for other purposes. Be it enacted by the Senate and House of Represcntativesof the United States District of Co- of America in Congress assembled, That the half of the following sums lumbia. named, respectively, is hereby appropriated, out of any money in the Appropriations. Treasury not otherwise appropriated, and the other half out of the revenues of tile District of Columbia, for the purposes following, being the estimated expenses of the government of the District of Columbia for the fiscal year ending June thirtieth, eighteen hundred and eighty- three, namely : Bridges. For ordinary care of Benning's, Anacostia, and Chain Bridges, two thousand dollars; and for constructing bridge over James Creek Canal at M street south, and for repairing and maintaining bridges under the control of the Commissioners of the District of Columbia, ten thousand seven hundred dollars. WASHINGTON AQUEDUCT. Washington For engineering, maintenance, and general repairs, twenty thousand Aqueduct. dollars. Approved, July 1, 1882. 1882. CHAP. 266.-An act to authorize the construction of a bridge across the Arkansas July 3, 1882. River at the town of Van Buren, Crawford County, Arkansas. Be it enacted by the Senate and House of .Representatives of the United States Saint Louis and of America in Congress assembled, That the Saint Louis and San Fran- San Francisco cisco Railway Company a corporation organized under the laws of the Railway C or- State of Missouri, be, and is hereby, authorized to construct or cause panyto construct to be constructed, and maintain, a bridge and approaches thereto over kansas Ricrossr at the Arkansas River at the town of Van Buren, Crawford County, Ar- Van Buren, Ark. kansas. Said bridge shall be constructed to provide for the passage of railway trains, and at the option of the corporation by which it may be built may be used for the passage of wagons and vehicles of all kinds, of rail Passageins, etc.il- for the transit of animals, and for foot-passengers, for such reasonable rates of tolls as may be approved from time to time by the Secretary of War as to railway trains, and as to wagons, vehicles, animals, and foot-passengers such rates as may be provided by the laws of Arkansas. SEC. 2. That any bridge built under this act is subject to its limita- ost-route and a tions, shall be a lawful structure, and shall be recognized and known lawful structure. as a post-route, upon which also no higher charge shall be made for the transmission over the same of the mails, the troops, and the munitions of war of the United States, or for passengers or freight passing over said bridge than the rate per mile paid for the transportation over the LAWS AFFECTING CORPS OF ENGINEERS. 367 railroads or public highways leading to the said bridge; and it shall enjoy the rights and privileges of other post roads in the United States. SEC. 3. That said bridge shall be constructed with a draw or pivot Draw. span, which shall be over the main channel of the river at an accessible navigable point, and the openings on each side of the pivot pier, shall be not less than one hundred and sixty feet in the clear, and as nearly as practicable both of said openings be accessible at all stages of the water; that the spans shall not be less than ten feet above extreme Spans. high water mark as understood at the point of location, to the lowest part of the superstructure of said bridge; that the piers and draw rests Piers. of said bridge shall be built parallel with the currents at that stage of the river which is most important for navigation, and that no rip-rap or other outside protection for imperfect foundations be permitted to approach nearer than four feet to the surface of the water at its extreme low stage or otherwise to encroach upon the channel ways provided for in this act: Provided, That said draw shall be opened promptly by Proviso. said company, upon reasonable signal, for the passage of boats; and said company or corporation shall maintain at its own expense, from sunset till sunrise, such lights or other signals on said bridge as the Lights. Light-House Board shall prescribe. No bridge shall be erected or main- tained under the authority of this act which shall at any time substan- tially or materially obstruct the free navigation of said river; and if Free naviga- any bridge erected under such authority shall, in the opinion of the tion of river tobe Secretary of \War, obstruct such navigation, hlie is hereby authorized to maintained. cause such change or alteration of said bridge to be made as will effect- ually obviate such obstruction; and all such alterations shall be made, and all such obstructions be removed, at the expense of the owner or owners of said bridge. And in case of any litigation arising from any obstruction or alleged obstruction to the free navigation of said river, caused or alleged to be caused by said bridge, the case may be brought in the district court of the United States of the State of Arkansas in which any portion of said obstruction or bridge may be located: Pro- Proviso. vided fjrther, That nothing in this act shall be so construed as to repeal or modify any of the provisions of law now existing in reference to the protection of the navigation of rivers, or to exempt this bridge from the operation of the same. SEC. 4. That all railroad companies desiring the use of said bridge, Railroad com- shall have and be entitled to equal rights and privileges relative to the panies to have passage of railway trains over the same, and over tlhe approaches equal rights, for thereto, upon payment of a reasonable compensation for such use, and Secretarv of War in case the owner or owners of said bridge, and the several rail-road to decide in case companies, or any of them, desiring such use, shall fail to agree upon of failure of com- the sum, or sums to be paid, and upon rules and conditions, to which panies to agree. each shall conform in using said bridge, all matters at issue between them shall be decided by the Secretary of War, upon a hearing of the allegations and proofs of the parties, Provided, That the provisions of Proviso. section two in regard to charges for passengers and freight across said bridge shall not govern the Secretary of War in determining any ques- tion arising as to the sum, or sums to be paid to the owners of said bridge, by said companies for the use of said bridge. SEC. 5. That any bridge authorized to be constructed under this act Secretary of shall be built and located under and subject to such regulations for the War to prescribe security of navigation of said river as the Secretary of War shall pre- regulations for scribe ; and to secure that object the said company or corporation shall preserving free submit to the Secretary of War, for his examination and approval, a Plan and loca- design and drawings of the bridge and a map of the location, giving tion to be ap- for the space of one mile above and one mile below the proposed loca- proved by Secre- tion the topography of the banks of the river, the shore-lines at high tary of War. and low water, the direction and strength of the currents at all stages, and the soundings, accurately showing the bed of the stream, the loca- tion of any other bridge or bridges, and shall furnish such other infor- mation as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are approved by the Secretary of War the bridge shall not be built or com- menced; and should any change be made in the.plan of said bridge during the progress of construction such change shall be subject to the approval of the Secretary of War. SEC. 6. That whenever the Secretary of War, shall have good reason Penalty for ob- to believe that the bridge hereby authorized to be constructed is an struction to free obstruction to the free navigation of such waters, by reason of diffi- navigation. 368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. culty in p:,ssing the draw-opening of said bridge, by rafts, steamboats, or other water-craft, it shall be the duty of the said Secretary, on sat- isfactory proof thereof, to require the company or persons owning said bridge to cause such aids to the passage of said draw-opening to be constructed, placed, and maintained, at their own cost and expense, in the form of booms, dikes, piers, or other suitable and proper structures for the guiding of said rafts, steamboats, and other water-craft safely through said opening as shall be specified in his order in that behalf; and on failure of the company or persons aforesaid to make and estab- lish such additional structures within a reasonable time, the said Sec- retary shall proceed to cause the same to be built or made at the ex- pense of the United States, and shall refer the matter without delay to the Attorney-General of the United States, whose duty it shall be to institute, in the name of the United States, proceedings in the district court of the United States inwhich said bridge, or any part thereof, is located, for the recovery of the cost thereof; and all moneys accruing from such proceedings shall be covered into the Treasury of the United States. Specifiedrights SEC. 7. That the right to alter, amend, or repeal this act is hereby of United States expressly reserved, and the right to require any changes in said struct- reserved. ure or its entire removal, at the expense of the owners thereof, when- ever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, July 3, 1882. CHAP. 267.-An act to authorize the Rock Island and Southwestern Railway Corn- July 3, 1882. pany to construct a bridge over the Mississippi River at New Boston, State of Illinois. Be it enacted by the Senate and House of Representatives of the United Rock Island States of America in Congress assembled, That it shall be lawful for the and Southwest- Rock Island and Southwestern Railway Company, a corporation organ- era Railway Company to con- ized uner the general incorporation laws of the State of Illinois, its struct bri d g e successors and assigns, to construct, under and subject to the conditions over Mississippi and limitations hereinafter provided, a bridge across the Mississippi Ri er at N e w River at or near the city of New Boston, and lay on and over said bridge a railway track or tracks, for the more perfect connection of its road to be constructed, and such other roads as may now be or hereafter may be constructed to said river from its east and west banks, and to build and lay on and over said bridge ways for wagons and vehicles of Rates of toll. all kinds, and for the transit of passengers on foot, and also of live stock for such reasonable rates of toll as may be approved from time to time by the Secretary of War, and to keep up and maintain said bridge for Proviso. the purposes aforesaid. Provided, That Congress may at any time pre- scribe such rules and.regulations in regard to toll and otherwise as may be deemed reasonable. Draw. SEC. 2. That said bridge shall be built with a draw, so as not to im- pede the navigation of said river; said draw shall be a pivot draw, Spans. over the channel of said river usually navigated, and with spans of not less than two hundred feet in length in the clear on each side of the central or pivot pier of the draw, and the next adjoining span or spans shall not be less than two hundred and fifty feet, and said spans shall not be less than ten feet above extreme high water mark and not less than thirty feet above low-water mark, measured to the bottom chord Piers. of the bridge, and the piers of said bridge shall, as nearly as practica- Proviso. ble, be parallel with the current of said river: Provided, That said draw shall always be opened promptly upon reasonable signal; and said company, or its successors and assigns, shall at all proper times keep Lights. and maintain all proper lights on said bridge during nights, so that its presence may always be noticed by vessels and craft navigating the Plan to be ap- channel of said river. And all plans for the construction of said bridge tary 6f War. and approaches thereto must first be submitted to the Secretary of War for his approval; and when the same shall be approved by said Secre- tary the work thereon may be commenced and prosecuted to comple- Provisos. tion: And provided further, That said bridge shall, as nearly as may be, be constructed at right angles with said river or the current thereof; And provided further, That any change in the mode of construction of said bridge shall be first subnmitted to the said Secretary for his ap- proval, and when approved the said company may then proceed with LAWS AFFECTING CORPS OF ENGINEERS. 369 the construction according to said change; And provided further, That Not to impede if said bridge when constructed shall, in the opinion of the Secretary free navigation. of War, be a substantial obstruction to the navigation of said river, the said Secretary shall require said company to change the construc- tion thereof so as to avoid any serious and substantial obstruction to the navigation of said river at the expense of the owners of said bridge. SEC. 3. That the bridge hereby authorized shall be a lawful struct- Declaredalaw- ure, and shall be a post-route, upon which no higher charge shall be fulstructure, and made for the transportation of the mails of the United States, and the a post-route. troops and munitions of war, or for passengers or freight passing over said bridge than the rate per mile paid to railroads and transportation companies leading to said bridge. SEC. 4. That all railroad companies desiring the use of said bridge Railroad com- shall have and be entitled to equal rights and privileges relative to the panies to have passage of railway trains or cars over the same, and over the approaches equalrights,etc.; thereto, upon payment of a reasonable compensation for such use; and on compensation in case the owner or owners of said bridge and the several railroad for use of bridge companies, or any one of them, desiring such use shall fail to agree to be decided by upon the sum or sums to be paid, and upon rules and conditions to SeetaryofWr. which each shall conform in using said bridge, all matters at issue be- tween them shall be decided by the Secretary of War upon a hearing of the allegations and proofs of the parties; Provided, That the provis- Proviso. ions of section three in regard to charges for passengers and freight across said bridge shall not govern the Secretary of War in determin- ing any question arising as to the sum or sums to be paid to the owners of said bridge by said companies for the use of said bridge. SEC. 5. That this act shall be subject, except as above mentioned, to 17 Stat., 44. the limitations and provisions of an act entitled "An act to authorize the construction of a bridge across the Mississippi River at or near the town of Clinton, in the State of Iowa, and other bridges across said river, and to establish them as post-roads," approved April first, eighteen hundred and seventy two. SEc. 6. That it shall be the duty of the Secretary of War, on satis- Special struct- factory proof that a necessity exists therefor, to require the company ures as aids to or persons owning said bridge to cause such aids to the passage of said bridge, etc o bridge to be constructed, placed, and maintained, at their own cost and expense, in the form of booms, dikes, piers, or other suitable and proper structures for the guiding of rafts, steamboats, and other water-craft safely through the passage-way, as shall be specified in his order in that behalf; and on failure of the company or persons afore- said to make and establish such additional structures within a reason- Penalty. able time, the said Secretary shall proceed to cause the same to be built or made at the expense of the United States, and shall refer the matter without delay to the Attorney General of the United States, whose duty it shall be to institute, in the name of the United States, proceedings in any district court of the United States in which such bridge or any part thereof, is located, for the recovery of the cost thereof; and all moneys accruing from such proceedings shall be covered into the Treasury of the United States. SEC. 7. That the right to alter, amend, or repeal this act is hereby Special rights expressly reserved. And the right to require any changes in said of United States structure or its entire removal at the expense of the owners thereof reserved. whenever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, July 3, 1882. CHAP. 281.-An act to authorize the construction of a railroad bridge across the July 8, 1882. Sainte Marie River. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled That it shall be lawful for the Saul t Sainte Sault Sainte Marie Bridge Company, a corporation duly organized by Marie Bridge and under the laws of the State of Michigan, whenever due authority Company to con- shall have been given to any person or corporation by the Dominion of across the Saito Canada with the sanction of the British Government to build or join Marie River. in the building of a bridge for such purpose, to build a bridge across the Sainte Marie River at or near the rapids in said river, in Chilspewa County, Michigan, for the use of and connection of railroads whose business crosses or will cross the river at said locality, and whose lines 24 E 370 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY Right of rail- of road are now, or may hereafter approach the river at that place; roads to use of and that when constructed all the trains of all the roads terminating bridge; compen- at said river at that place, or opposite thereto, shall be allowed to cross the said bridge for reasonable compensation to be made to the owners thereof, under the limitations and conditions hereinafter men- tior ed. And in case of litigation arising from any obstruction or alleged obstruction to the free navigation of the said river within the waters of the United States, the cause may be tried before the district court of the United States of the State in which any portion of said obstruction or bridge touches. Plan and loca- SEC. 2. That it shiall be the duty of said Sault Sainte Marie Bridge tion to be sub- Company before entering upon the construction of said bridge to sub- Secre- mittedof toWar tary for mit to the Secretary of War, for his approval a drawing and descrip- his approval. tion fully showing the plan and location proposed for said bridge; and the construction thereof shall not be entered into until such approval of the plan and of the location of the site of the bridge has been ob- tained. Draw - bridge SEC. 3. That any bridge constructed under the provisions of this act over ship -canal shall have one pivot draw-bridge over the ship-canal connecting Lakes between Lakes Huron and Superior, convenient for the passage of ships, vessels, and Huron and Supe- rior. steamboats, and of the entire width of said canal, clear of all obstruc- tions of every kind from said bridge, and twenty five feet additional over the tow-path on either side whenever said draw is open; said draw-bridge to be of such length as to conform to these conditions, and the said bridge shall not be less than ten feet high above high-water mark in said canal, measuring to the bottom chord of the bridge; and the said draw shall be opened promptly, upon reasonable signal, for the passage of boats and vessels, except when trains are passing over the same, but in no case shall unnecessary delay occur in opening said Regulationsfor draw during or after the passage of trains; and the operation or work- operating draw- ing of said drawbridge shall at all times be under the supervision of bridge; undersu- the Secretary of War, and shall be subject to such rules and regula- pervision of Sec- retary of war. tions as he may prescribe. Declared alaw- SEC. 4. That any bridge constructed under this act, and according ful structure and to its limitations, shall be a lawful structure and shall be recognized post-route. and known as a post-route, upon which also no higher charge shall be made for the transportation over the same of the mails of the United Charges f or States, or for passengers or freight passing over said bridge, than the transportation of rate per mile paid for their transportation over the railroads or public mails, etc. highways leading to said bridge. Ice-breakersor SEC. 5. That said bridge company shall have the right to locate, piers. hold, and possess said post-route and bridge and right of way for the width which the length of the draw-bridge will require for space to swing in. It shall also be lawful to place ice-breakers or piers above the said bridge in said river, for the safety and protection of said Proviso. bridge: Provided, That the rights of navigation and of private parties be in all cases respected. Tolls for travel SEC. 6. That any bridge constructed under the provisions of this act of persons, etc. may be constructed not only for the purposes of railroad business, but also for travel of persons, horses, teams, and carriages, in which case the said company or corporation may charge reasonable toll therefor, subject to regulation and revision from time to time by the Secretary of War of the United States. Secretary of SEC. 7. That all railway companies desiring to use the said bridge War to hear and shall have and be entitled to equal rights and privileges in the pas- determine cases sage of the same, and in the use of the machinery and fixtures thereof, and of all approaches thereto, under and upon such reasonable terms and conditions and subject to such rules and regulations as shall be prescribed by the Secretary of War of the United States, upon hearing the allegations and proofs of the parties, in case the parties themselves Proviso. be unable to agree. Provided, That the provisions of section four in regard to charges for passengers and freight across said bridge shall not govern the Secretary of War in determining any question arising as to the sum or sums to be paid to the owners of said bridge by said companies for the use of said bridge. Special rights SEC. 8. That the right to alter, amend, or repeal this act is hereby of United States expressly reserved. And the right to require any changes in said reserved. structure or its entire removal at the expense of the owners thereof whenever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, July 8, 1882. LAWS AFFECTING CORPS OF ENGINEERS. 371 CHAP. 283.-An act to authorize the construction of bridges over the rivers Saint July 8, 1882. Marys, Satella, Little Satella and Crooked, in the States of Georgia and Florida. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, SEC. 1. That the Fernandina and Jacksonville Railroad Company, Bridges over and the East Georgia and Florida Railroad Company be, and are the rivers Saint hereby, authorized, to construct a bridge over the river Saint Marys Marys, Satella, in the County of Camden and State of Georgia, and in the county of and Crooked, in Nassau and State of Florida, at the point where said railroads cross States of Georgia said river. and Florida. SEC 2 That the East Georgia and Florida Railroad Company be, and is hereby, authorized to construct a bridge over the river Satella, in the county of Camden, in the State of Georgia, at the point where said railroad crosses said river. SEC. 3. That said bridges shall be so constructed either by draw span, or otherwise, so that a free and unobstructed passage may be secured to all vessels and other water craft navigating said rivers. SEC. 4. That the said East Georgia and Florida Railroad Company be, and is hereby, authorized to construct fixed bridges over the Lit- tle Satella river between the counties of Camden and Glynn, and over Crooked River in the county of Camden in said State of Georgia at the points selected by said company where said railroad crosses said rivers, Fr e e naviga- with one span, and to make said bridges of such height as they may tion preserved. see fit, Provided That the height be sufficient to permit the passage Proviso. of timber-rafts and other vessels navigating said rivers under said bridges. SEC. 5. That any bridge built under this act, and subject to its liu- Declared alaw- itations, shall be a lawful structure, and shall be recognized and known ful structure and as a post-route, upon which also no higher charge shall be made for a post-route. the transmission over the same of the mails, the troops, and the mu- nitions of war of the United States, or passengers or freight passing Charge for over said bridge, than the rate per mile paid for the transportation transmission of over the railroads or public highways leading to the said bridge; and mails, etc. it shall enjoy the rights and privileges of other post-roads in the United States. SEC. 6. That if any of the said bridges authorized to be constructed Draw-bridge. by this act shall be constructed as a draw bridge, the draw-shall be opened promptly upon reasonable signal for the passage of boats, and said company or corporation shall maintain at its own expense from sunset till sunrise such lights or other signals on said bridge or bridges, Lights. as the Light-House Board shall prescribe. No bridge shall be erected or maintained under the authority of this act which shall at any time Not to obstruct substantially or materially obstruct the free navigation of said river, navigation. and if any bridge erected under such authority, shall in the opinion of the Secretary of War obstruct such navigation, he is hereby author- ized to cause such change or alteration of said bridge to be made, as will effectually obviate such obstruction, and all such obstructions shall be removed, and alterations made, at the expense of the owner or owners of said bridge. Provided, That nothing in this act shall be Proviso. so construed, as to repeal or modify any of the provisions of law now existing in reference to the protection of the navigation of rivers, or to exempt this bridge erected under this act from the operation of the same. SEC. 7. That all railroad companies desiring the use of said bridge Use of by rail- shall have, and be entitled to equal rights and privileges relative to roads. the passage of railway trains or cars over the same, and over the ap- proaches thereto, upon payment of a reasonable compensation for such use; and in case the owner or owners of said bridge and the several railroad companies, or any one of them, desiring such use shall fail to Tolls. agree upon the sum or sums to-be paid, and upon rules and conditions to which each shall conforn in using said bridge, all matters at issue between them shall be decided by the Secretary of War upon a hearing of the allegations and proofs of the parties. SEC. 8. That any bridge authorized to be constructed under this act shall be built and located under and subject to such regulations for the security of navigation of said river, as the Secretary of War shall pre- scribe, and to secure that object, said company or corporation shall submit to the Secretary of War, a design and drawings of said bridge Approval of to be erected, for his examination and approval, and a map of its loca- plans and loca- tion, and shall furnish such other information as may be required for a on. full and satisfactory understanding of the subject, and in all things 372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. shall be subject to such rules and regulations as may be prescribed by the Secretary of War, and until said plan and location of said bridge or bridges are approved by the Secretary of War, said bridge or bridges shall not be built; and should any change be made in the plan of any bridge authorized to be constructed by this act during the progress of the work of construction, such change shall be subject to the approval of the Secretary of War. Right to alter. SEc. 9. That the right to alter, amend or repeal this act is hereby expressly reserved, and the right to require any changes in said struct- ures or their entire removal at the expense of the owners thereof when- ever Congress shall decide that the public intrest requires it, is also ex- pressly reserved. Approved, July 8, 1882. July 12, 1882: CHAP. 291.-An act authorizing the New Orleans and Northeastern Railroad to con struct bridges over the channels of Pearl River and Lake Pontchartrain. Be it enacted by the Senate and House of Representatives of the United New Orleans States of America in Congress assembled, That the New Orleans and and Northeast- Northeastern Railroad Company, a corporation organized for the pur- ern Railroad to construct bridge pose of constructing a railroad between New Orleans, Louisiana, and over East Pearl Meridian, Mississippi, be, and is hereby, authorized and empowered to River, West construct, build, and maintain bridges over and across the navigable Pearl River, and- waters of the United States on the route of said railroad from New Lake Pontchar train, etc. Orleans, Louisiana, to Meridian, Mississippi, as now located, or as said route may hereafter be located, for the use of said company, and the passage of its engines, cars, passengers, mails, and merchandise thereon: Proviso. Provided, however, That said company shall construct its bridges over and across the waters known as East Pearl River, West Pearl River, and Lake Pontchartrain, in accordance with such plans devised for the safe passage of vessels as shall be approved by the Secretary of War; and that said company shall construct and maintain such facilities and be governed by such regulations for the passage of vessels as the Sec- retary of War shall approve. Declaredalaw- SEC. 2. That any bridge built under this act and subject to its limita- fulstructure and tions shall be a lawful structure, and shall be recognized and known post-route. as a post-route, upon which also no higher charge shall be made for Tolls. the transmission over the same of the mails, the troops, and the muni- tions of war of the United States, or for passengers and freight passing over said bridge, than the rate per mile paid for the transportation over the railroad or public highways leading to the said bridge; and it shall enjoy the rights and privileges of other post roads in the United States. Spans. SEC. 3. That if said bridges shall be made with unbroken and con- tinuous spans, the spans thereof shall not be less than three hundred feet in length in the clear, and the main spans shall be over the main channels of the rivers and lakes across which said bridges may be con- structed, and the bridges shall be at right angles to and their piers Proviso. parallel with the current of said rivers and lakes: Provided, That if the :Draw-bridge. same shall be constructed as draw bridges, the draws or pivots shall be over the main channels of said rivers and lakes at accessible points, and the spans shall not be less than one hundred and sixty feet in length in the clear, and the piers of said bridges shall be parallel with and the bridges at right angles to the current of the channels, and the spans shall not be less than ten feet above high water mark, as understood at the point of location, to the lowest part of the superstructure of said Proviso, bridges: Provided, That said draws shall be opened promptly by said company, upon reasonable signal, for the passage of boats; and said company or corporation shall maintain, at its own expense, from sun- Lights, set to sunrise, such lights or other signals on said bridges as the Light- Not to obstruct H )use Board sh all prescribe. No bridge shall be erected or maintained free navigation, under the authority of this act which shall at any time substantially or materially obstruct the free navigation of said rivers and lakes; and if any bridge erected under such authority shall, in the opinion of the Secretary of War, obstruct such navigation, he is hereby authorized to cause such change or alteration of said bridge to be made as will effect- ually obviate such obstruction ; and all such alterations shall be made and all such obstructions be removed at the expense of the owner or owners of said bridges. And in case of any litigation arisilng from any obstruction or alleged obstruction to the free navigation of said rivers caused or alleged to be caused by said bridges, the ease may be brought LAWS AFFECTING CORPS OF ENGINEERS. 373 in the district court of the United States of the Statesof Louisiana and Mississippi in which any portion of said obstruction or bridge may be located: Provided, further, That nothing in this act shall be so construed Proviso. as to repeal or modify any of the provisions of law now existing in ref- erence to the protection of the navigation of rivers, or to exempt these bridges from the operation of the same. SEC. 4. That all railroad companies desiring the use of said bridges Railroad com- shall have and be entitled to equal rights and privileges relative to the panies to have passage of railway trains or cars over the same, and over the approaches use of bridge for thereto, upon payment of a reasonable compensation for such use ; and reasonable corn- in case the owner or owners of said bridges and the several railroad companies, or any one of them, desiring such use shall fail to agree upon the sum or sums to be paid, and upon rules and conditions to which each shall conform in using said bridges, all matters at issue between them shall be decided by the Secretary of War, upon hearing of the allegations and proofs of the parties: Provided, That the provisions of Proviso. section two in .regard to charges for passengers and freight across said bridges shall not govern the Secretary of War in determining any ques- tion arising as to the sum or sums to be paid to the owners of said bridges by said companies for the use of said bridges. SEC. 5. That any bridge authorized to be constructed under this act Secretary of shall be built and located under and subject to such regulations for the War to make reg. security of navigation of said rivers and lakes as the Secretary of War ulations for se- shall prescribe; and to secure that object the said company or corpora- tion. tion shall submit to the Secretary of War, for his examination and ap- Plan and loca- proval, a design and drawings of the bridges and a map of the location, tion to be sub- giving for the space of one mile above and one mile below the proposed tary of War for location the topography of the banks of the river or lake, the shore- approval. lines at high and low water, the direction and strength of the currents at all stages, and the soundings, accurately showing the bed of the stream or lake, the location of any bridge or bridges, and shall furnish such other information as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridges are approved by the Secretary of War the bridges shall not be built; and should any change be made in the plan of said bridges during the progress of construction, such change shall be subject to the approval of the Secretary of War. SEC. 6. That the right to alter, amend, or repeal this act is hereby Special rights expressly reserved; and the right to require any changes in said struct- re s e rv e d t o ures. or their entire removal, at the expense of the owners thereof, United States. whenever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, July 12, 1882. CHAP. 294.-An act to increase the water-supply of the city of Washington, and for July15, 1882. other purposes. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the Secretary of War shall In cr e ase of cause to be made a survey and map of the land necessary to extend water-supply of the Washington Aqueduct from its present eastern terminus to the Washington, D. high ground north of Washington near Sixth street extended, and of Survey, etc. the land necessary for a reservoir at that point the capacity of which Reservoir ca- shall not be less than three hundred million gallons; and a like survey pacity not less and map of the land necessary for a dam across the Potomac River at l an 00,000,000 the Great Falls, including the land now occupied by the dam, and the Dam across Po- land required for the extension of said dam across Conn's Island to and tomac River at upon the Virginia shore; and when surveys and maps shall have been Great Falls. made the Secretary of War and the Attorney-General of the United States shall proceed to acquire to and for the United States the out- standing title, if any, to said land and water-rights, and to the land on which the gate-house at Great Falls stands by condemnation. And in obtaining title to the right of way for the extension of said Title, etc. aqueduct, the Secretary of War and Attorney-General may, in their discretion, secure title to a strip suitable for an avenue over such part Avenue o ver of said aqueduct extended as they think proper: Provided, That at line of aqueduct. least one-half in valne of such right of way shall be donated or de(i- Lands not do- cated by the owners to that public use: And provided further, That ifna ted, con- it shall be necessary to resort to condemnation, the proceeding shall be demned. as follows : When the map and surveyare completed, the Attorney-General shall Conditions. proceed to ascertain the owners or claimants of the premises embraced 374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the survey, and shall cause to be published, for the space of thirty days, in one or more of the daily newspapers published in the District of Columbia, a description of the entire tract or tracts of land embraced in the survey, with a notice that the same has been taken for the uses mentioned in this act, and notifying all claimants to any portion of said premises to file, within its period of publication, in the Department of Justice, a description of the tract or parcel claimed, and a statement of its value as estimated by the claimant. On application of the At- torney-General, the chief justice of the supreme court of the District of Columbia shall appoint three persons, not in the employ of the gov- Appraisers. ernment or related to the claimants, to act as appraisers, whose duty it shall be, upon receiving from the Attorney-General a description of any tract or parcel the ownership of which is claimed separately, to Valuation. fairly and justly value the same and report such valuation to the At- torney-General, who thereupon shall, upon being satisfied as to the title to the same, cause to be offered to the owner or owners the amount fixed by the appraisers as the value thereof; and if the offer be ac- cepted, then upon the execution of a deed to the United States in form satisfactory to the Attorney-General, the Secretary of War shall pay the amount to such owner or owners from the appropriation made therefor in this act. In making the valuation the appraisers shall only consider the pres- ent value of the land without reference to its value for the uses for which it is taken under the provisions of this act. Compensation. The appraisers shall each receive for their services five dollars for each day's actual service in making the said appraisements. SDamages. Any person or corporation having any estate or interest in any of the lands embraced in said survey and map who shall for any reason not have been tendered payment therefor as above provided or who shall have declined to accept the amount tendered therefor, and any person who, by reason of the taking of said land, or by the construc- tion of the works hereinafter directed to be constructed, shall be di- rectly injured in any property right, may, at any time within one year from the publication of notice by the Attorney-General as above pro- vided, file a petition in the Court of Claims of the United States set- ting forth his right or title and the amount claimed by him as damages for the property taken or injury sustained; and the said court shall hear and adjudicate such claims in the same manner as other claims against the United States are now by law directed to be heard and ad- Proviso. judicated therein: Provided, That the court shall make such special rules in respect to such cases as shall secure their hearing and adjudi- cation with the least possible delay. Judgments, Judgments in favor of such claimants shall be paid as other judg- how paid. ments of said court are now directed to be paid; and any claimant to whom a tender shall have been made as hereinbefore authorized, and who shall have declined to accept the same, shall, unless he recover an amount greater than that so' tendered, be taxed with the entire cost of Claims for the proceeding. All claims for value or damages on account of owner- damages barred ship of any interest in said premises, or on account of injury to a prop- etc.terone year, erty right by the construction of said works, shall, unless a petition for the recovery thereof be filed within one year from the date of the first publication of notice by the Attorney-General as above directed, Proviso. be forever barred: Provided, That owners or claimants laboring under any of the disabilities defined in the statute of limitations of the Dis- trict of Columbia may file a petition at any time within one year from the removal of the disability. Title to lands Upon the publication of the notice as above directed, the Secretary to vest in United of War may take possession of the premises embraced in the survey States, when. and map, and proceed with the constructions herein authorized; and upon payment being made therefor, or, without payment, upon the expiration of the times above limited without the filing of a petition, an absolute title to the premises shall vest in the United States. Secretary o f SEc. 2. That the Secretary of War be, and is hereby, authorized and War to extend directed to extend the Washington Aqueduct from its present eastern Washin e to terminus to the high ground north of Washington near Sixth street aqueductetc.;to b b build reservoir; extended; and that he construct at that point a reservoir of the ca- capacity; to com- pacity of not less than three hundred million gallons, erect the neces- le te dam at sary gate-house, and lay such main-connections as may be necessary to exten d the saned furnish to Washington and Georgetown an ample supply of water; and etc. that he complete the dam at Great Falls to the level of one hundred and LAWS AFFECTING CORPS OF ENGINEERS. 375 forty-eight feet above tide, and extend the same at that level across Conn's Island to the Virginia shore; and that he raise the embankment between the Potomac River and the Chesapeake and Ohio Canal above the dam, so as to protect the canal from the increased flooding which the completion of tlie dam will cause in times of high water, or pay to the canal company, in full satisfaction for all such flooding, the amount hereinafter appropriated for that purpose. SEC. 3. That the following sums, or so much thereof as may be neces- A p p r o p r i a- sary, are hereby appropriated out of any money in the Treasury not tions. otherwise appropriated: To pay for land to extend aqueduct, fifty-one thousand three hun- Purchase of dred and seventy dollars. land. For extension of aqueduct to the high ground north of Washington near Sixth street extended, five hundred and ninety-nine thousand five hundred and thirty-four dollars and fifty-five cents. For necessary main-connections, one hundred and sixty-five thousand four hundred dollars. To pay for land for reservoir, thirty-five thousand two hundred and fifty dollars. For work and material in constructing reservoir and gate-house, four Material a nd hundred and thirty-one thousand two hundred and seventy-three dol- labor. lars and seventy-five cents To pay for water rights and land necessary to extend dam at Great Water rights. Falls to the Virginia shore, forty-five thousand dollars. For work and material to complete the dam at Great Falls to the Work and ma" level of one hundred and forty-eight feet above tide, and extend the terial. same to the Virginia shore, one hundred and forty-five thousand one hundred and fifty-one dollars. To protect the Chesapeake and Ohio Canal from increased flooding Protection of by reason of completing the dam at Great Falls, twelve thousand three Chesapeake and hundred dollars. hundred dollars. Ohio Canal from flooding. flooding. To provide for the erection of suitable fish-ways at the Great Falls of Fish-ways. the Potomac and at the dam to be constructed under the provisions of this act in accordance with plans and specifications to be prescribed by the United States Commissioner of Fish and fisheries, fifty thousand dollars, or so much thereof as may be necessary: Provided further, Proviso. That one-half the cost of said improemnent, excluding the fish way, One-half of cost shall be annually computed and stated by the Treasurer of the United to be computed States, and charged to a capital account on the books of the Treasury, ann all y and and that interest at the rate of three per centum per annum thereon urer United shall be annually computed and charged to said account, and that any States, charged surplus of water rents over and above the expense of maintaining the to a capital ac- works and appendages and paying the charges for interest and sinking count with inter- fund for the redemption of outstanding bonds heretofore issued for the ter cent per an- extension of said water works in the city of Washington shall be paid num. into the Treasury of the United States by the officer who may be charged with the collection of the same, and credited to the account Surplus of wa- thus created, until the same shall be finally extinguished and the water ter rents, etc., rents shall be so regulated from time to time as to be at least sufficient credited in ac- to pay the expenses of maintaining the said works and appendages and count. the interest on the capital account created in accordance with this pro- vision in addition to charges now imposed thereon by law. After the extinguishment of said account and until further action by Congress the surplus water rents shall be paid into the Treasury of the United Surplus water States. rents paid into Treasury, when. Approved, July 15, 1882. CHAP. 364.-An act granting to certain parties right of way over lands and waters July 31, 1882. of the United States. Be it enacted by the Senate and House of Representativesof the United States St. Tammany of America in Congress assembled, That Davidson B. Penn, of New Orleans, Water Works Louisiana, and his associates, under the name and style of the St. Company, of Tammany Water Works Company," or such other style as they may granted right of adopt, be, and are hereby, granted the right of way to lay conduits, way to lay aque- pipes, arches, and aqueducts under the waters of Lake Pontchartrain ducts, etc., under to connect its northern shores with the city of New Orleans, and over waters of Lake and under any of the public waters or lands of the United States be- eotchrtrain, tween New Orleans and said shore of said lake: Provided, That every Provisos. part of such pipes aqueducts, or other constructios shall be at least 376 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ten feet below the surface of said waters at mean low tide: Provided, also, That if at any time the constructions of said company shall in any way obstruct or interfere with the free and safe navigation of any of said waters, such constructions shall be removed or changed by the company upon notification by the Secretary of War. Approved, July 31, 1882. August 1, 1882. [No. 58.] Joint resolution to authorize the construction and maintenance of a bridge across the Saint Lawrence River. Resolved by the Senate and House of Representatives of the United States Bridge, etc., of America in Congress assembled, That any bridge and its appurte- across the Saint nances, which shall be 'constructed across the river Saint Lawrence Lawrence River; from a point on the right or southerly bank thereof in or near the vil- may be buior and lage of Waddington, in the county of Saint Lawrence, in the State of Canada Bridge New York, to a point on the left or northerly bank thereof in the Company, etc. county of Dundas, province of Ontario, in the Dominion of Canada, by the New York and Canada Bridge Company, or any other company which has been or may be incorporated by the legislature of the State Declared law- of New York for that purpose, shall be lawful structures, and shall be ful structures, so held and taken; and the same are hereby authorized to be con- structed and maintained under the limitations and restrictions of this joint resolution. Plans, etc., SEC. 2. That the bridge herein named shall be subject in its location submitted to Sec- and construction to the supervision of the Secretary of War of the retar y of War United States, to whom the plans and specifications relative to its lo- cation and construction shall be submitted for approval. And all rail- E qual rights, way companies desiring to use the said bridge shall have and be enti- etc., to railway tled to equal rights and privileges in the passage of the same, and in companies. the use of the machinery and fixtures thereof and of all the approaches thereto, under and upon such terms and conditions as shall be pre- scribed by the district court of the United States for the northern dis- trict of New York, upon hearing the allegations and proofs of the parties, in case they shall not agree. Right to alter SEC. 3. That the right to alter or amend this joint resolution so as or amend, to se- to prevent or remove all material obstructions to the navigation of the cure free naviga- said river by the construction of said bridge is hereby expressly re- tion, reserved, served. Ottawa, Wad- SEC. 4. That the company authorized by this joint resolution to con- dington and New struct and maintain said bridge may for that purpose unite with the York Railway Ottawa, Waddington and New York Railway and Bridge Company, a and Bridge Com- pany may join in company incorporated by an act of the Parliament of the Dominion of construction, Canada, or with any other company incorporated by the Parliament etc. of said Dominion for such purpose, under the limitations and restric- tions of sections one and two of this joint resolution. Approved, August 1, 1882. August 2,1882. CHAP. 375.-An act making appropriations for the construction, repair, and preser- vation of certain works on rivers and harbors, and for other purposes. Be it enacted by the Senate and House of Representatives of the United Appropr ia - States of America in Congress assembled, That the following sums of tions, money be, and are hereby, appropriated, to be paid out of any money Riversandhar- in the Treasury not otherwise appropriated, and to be expended under the direction of the Secretary of War, for the construction, completion, repair, and preservation of the public works hereinafter named : Portland Har- Improving harbor at Portland, Maine: Continuing improvement, bor. thirty-five thousand dollars. Ri ch m o n d Improving harbor at Richmond, Maine: Continuing improvement, Harbor. ten thousand dollars. Rockland Har- Improving harbor at Rockland, Maine: Constructing breakwaters, bor. forty thousand dollars. Portsmouth Improving harbor at Portsmouth, New Hampshire: Continuing im- Harbor. provement, seventeen thousand dollars. Burlington Improving harbor at Burlington, Vermont: Continuing improve- Harbor. ment, twelve thousand dollars. Swanton iHar- Improving harbor at Swanton, Vermont: Continuing improvement bor. four thousand five hundred dollars. Boston Har- Improving harbor at Boston, Massachusetts: Completing improve- bor. ment, ninety-six thousand five hundred dollars. LAWS AFFECTING CORPS OF ENGINEERS. 377 Improving harbor at Nantucket, Massachusetts: Continuing im- Nantuc k et provement, twenty-five thousand dollars. , Harbor. Improving harbor at Newburyport, Massachusetts: Continuing im- Newburyp ort provement, forty thousand dollars. Harbor. Improving harbor at Plymouth, Massachusetts : Continuing improve- Plymouth Har. ment, fourteen thousand dollars. bor. Improving harbor at Provincetown, Massachusetts: Continuing im- Provincetown provement, five thousand dollars. Harbor. Improving harbor at Scituate, Massachusetts: Continuing improve- scituate Har- ment, ten thousand dollars. bor. Improving harbor at Wareham, Massachusetts: Continuing improve- Wareham Har- ment, five thousand dollars. bor. Improving Little Narragansett Bay, Rhode Island: Continuing im- Little Narra- provement, six thousand dollars. gansett Bay. Improving harbor at Newport, Rhode Island: Continuing improve- Newport Har- ment, twenty thousand dollars. bor. Improving harbor and breakwater at Block Island, Rhode Island: Block Island Continuing improvement, nineteen thousand dollars. breakwater. Improving harbor at Bridgeport, Connecticut: Continuing improve- B r i dg e p o r t ment, ten thousand dollars. Breakwater at New Haven, Connecticut: Continuing operations, Breakwater at sixty thousand dollars. New Haven. Improving harbor at Milford, Connecticut: Continuing improve- bilford Har- ment, five thousand dollars. Improving harbor at New Haven, Connecticut: Continuing improve- Harbor.wHaven ment, thirty thousand dollars. Improving harbor at New London, Connecticut: Continuing improve- HarNew London ment, nine thousand dollars. Improving harbor at Norwalk, Connecticut: Continuing improve- bor.walk Har- ment, five thousand dollars. Improving harbor at Southport, Connecticut: Continuing improve- S o u t p o rt ment, three thousand dollars. Improving harbor at Stonington, Connecticut: Continuing improve- Stonington ment, twenty-five thousand dollars. Harbor. Improving Buttermilk Channel, New York Harbor: Continuing im- Ch anne 1 New provement, sixty thousand dollars. York Harbor. Improving harbor at Buffalo, New York: Continuing improvement, Buffalo Har- one hundred and twenty-five thousand dollars. Improving Canarsie Bay, New York: Continuing improvement, three Canarsie Bay. thousand dollars. Improving harbor at Charlotte, New York: Continuing improve- bor. ment, thirty-five thousand dollars. Improving Flushing Bay, New York: Continuing improvement, five Flushing Bay. thousand dollars. Improving harbor at Great Sodus Bay, New York: Continuing im- Ba atoSodu provement. twenty-five thousand dollars. Improving harbor at Little Sodus Bay, New York: Continuing im- LittlerbSodus provement, twenty-five thousand dollars. Improving harbor at New Rochelle, New York: Continuing improve- HaNew Rochelle ment, fifteen thousand dollars. Improving Echo Harbor, New Rochelle, New York: Continuing im- Echo Harbor. provement, three thousand dollars.densb u rgh Improving. harbor at Ogdensburgh, New York, ten thousand dollars. Harbor. Improving harbor at Oswego, New York: Continuing improvement bor.Oswego Har- and enlargeurent of harbor, eighty thousand dollars. Oak Orchard Improving Oak Orchard Harbor, New York, three thousand dollars. Harbor. Improving harbor at Port Chester, New York: Continuing improve- Port Chester ment, fifteen thousand dollars. Harbor. Improving Gowanus Bay: Continuing improvement, twenty thou- Gowanus Bay. sand dollars. Improving harbor at Port Jefferson, New York : Completing improve- Port Jefferson ment, eight thousand dollars. Improving harbor at Pultneyville, New York: Continuing improve- Pultneyvill ment, four thousand dollars. Harbor. Improving Sumpawanus Inlet, Long Island, New York, two thou- TSumpawanu sand dollars. Improving harbor at Rondout, New York: Repair of existing works, bor.odout Har two thousand dollars. 378 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. Sheep shead Improving Sheepshead Bay, New York: Continuing improvement, Bay. three thousand dollars. Wilson HIar- Improving harbor at Wilson, New York: Continuing improvement, bor. ten thousand dollars. Erie Harbor. Improving harbor at Erie, Pennsylvania: Continuing improvement, twenty thousand dollars. Ice harbor, Ice-harbor at Marcus Hook, Pennsylvania: Continuing operations, Marcus Hook. Afifteen thousand dollars: Provided, That this sum shall be expended Proviso. under the plans of the engineers as approved by the Secretary of War. De 1 a w a r e Improving harbor at Delaware Breakwater, Delaware: Beginning Breakwater Har- the work of closing the "Gap," or opening, between the two works, bor. which admits the northeast gales to the anchorage, one hundred and Proviso. twenty-five thousand dollars: Provided, That the Secretary of War is hereby authorized to use any unexpended balance remaining of the ap- propriation made under the act of Congress approved January twenty- third, eighteen hundred and eighty, for the purpose of removing certain wrecks from the harbor at the Delaware Breakwater and the entrance thereto, and in the main ship-channel of the Delaware Bay and River for the purpose of removing any wrecks now or hereafter existing in the said Delaware Bay or Delaware River. Ice har bor Ice-harbor at the head of Delaware Bay, and for removal of sunken head of Delaware piers in channel back of Reedy Island, Delaware: For commencement Bay, etc. of work, twenty-five thousand dollars. Wilm in g ton Improving harbor at Wilmington, Delaware : Deepening the channel Harbor. and improving Christiana River from the Delaware River to Wilming- ton, fifty thousand dollars. Baltimore Har- Improving harbor at Baltimore, Maryland: Continuing operations bor. for shortening and deepening the channel to twenty-seven feet at mean low water, four hundred and fifty thousand dollars. Breton B a y Improving harbor at Breton Bay, Leonardtown, Maryland: Contmn- Harbor. uing improvement, five thousand dollars. H arbor, en- Improving harbor at entrance of Saint Jeronie's Creek, Maryland : trance to Saint Continuing operations five thousand dollars. Jerome's Creek. For surveys of That the sum of ten thousand dollars or so much thereof as may be ship canalto con- necessary, be, and the same is hereby, appropriated, to be expended nect Chesapeake under the direction of the Secretary of War, in completing the surveys Bays,Detc.ware of a ship canal to connect the Chesapeake and Delaware Bays; and the Secretary of War is hereby directed to report to Congress which of the various routes surveyed will afford the greatest protection in case of war and the greatest facilities to commerce by cheapening the cost of transportation from the city of Baltimore to the Atlantic Ocean together with the cost of said improvement and its approaches, and the annual Provwso. cost of maintaining and operating said canal when constructed. Pro- vided, That nothing herein shall be construed to commit the Govern- Survey, with ment to proceed with the construction of the said improvement. The report of cost of Secretary of War is hereby directed, at his discretion, to cause an ex- improvement, to amination or survey, or both, and estimates of the cost of improvement be made between City Island and proper to be made between City Island and New Rochelle Harbor, New New Rochelle York, and including the channel around Glen Island, the expense of Harbor, etc. such survey to be paid out of the amount appropriated in this act for examinations and surveys. Norfolk Har- Improving harbor at Norfolk, Virginia : Continuing improvement of bor. the harbor and its approaches, seventy-five thousand dollars. Charleston Improving harbor at Charleston (including Sullivan's Island), South Marbor, etc. Carolina: Continuing improvement, three hundred thousand dollars. Brunswick Improving harbor at Brunswick, Georgia: Continuing improvement, Harbor. twenty-five thousand dollars. Cumb e rla nd Improving Cumberland Sound, Georgia and Florida: Continuing im- :Sound. provement, fifty thousand dollars. Savannah Har- Improving harbor at Savannah, Georgia: Continuing improvement bor. of the harbor and river, two hundred thousand dollars. Apalachicola Improving Apalachicola Bay, Florida: Continuing improvement, Bay. twenty-five thousand dollars. PensacolaHar- Improving harbor at Pensacola, Florida: Continuing improvement, bor. fifty thousand dollars. Tampa Bay. Improving Tampa Bay, Florida: Continuing improvement, twenty- thousand dollars. Mobile Harbor Improving harbor and river of Mobile, Alabama: Continuing im- and River. provement, one hundred and twenty-five thousand dollars, LAWS AFFECTING CORPS OF ENGINEERS. 379 Improving Aransas Pass and Bay, Texas: Continuing improvement Aransas Pass -up to Rockport and Corpus Christi, one hundred thousand dollars. and Bay. Improving harbor at Brazos Santiago, Texas: Continuing improve- Brazos Santi- ment of the bar and harbor, sixty thousand dollars. ago Harbor. Improving harbor at Galveston, Texas; Continuing operations at Galveston Har- outer bar, three hundred thousand dollars. bor. Improving Passo Cavallo, Texas: Improving Passo Cavallo Inlet into Passo Cavallo Matagorda Bay, sixty thousand dollars. Inlet. Improving Sabine Pass, Texas: Continuing improvement at Sabine Sabine Pass. Pass and Blue Buck Bar, one hundred and fifty thousand dollars. Improving harbor at Ashtabula, Ohio: Continuing operations to se- A s h tabula cure a sixteen-foot channel, twenty thousand dollars. Harbor. Improving harbor at Black River, Ohio: Continuing improvement, Black River seven thousand dollars. Harbor. Improving harbor at Cleveland, Ohio: Continuing improvement, one Cleveland Har- hundred and seventy-five thousand dollars. bor. Harbor of refuge near Cincinnati, Ohio: Continuing operations, six- Harbor of re- teen thousand dollars. fuge near Cincin- nati. Improving harbor at Fairport, Ohio: Continuing operations, ten Fairport Har- thousand dollars. bor. Improving harbor at Huron, Ohio: Continuing operations two thou- Huron Harbor. sand five hundred dollars. Ice-harbor at mouth of Muskingum River, Ohio: Continuing opera- Ice harbor, tions, forty thousand dollars. Muskingum Riv- er. Improving harbor at Port Clinton, Ohio: Continuing improvement, Port Clinton six thousand dollars. Harbor. Improving harbor at Sandusky City, Ohio: Continuing improvement Sandusky City ten thousand dollars Harbor. Improving harbor at Toledo, Ohio, Continuing improvement, fifty ToledoHarbor. thousand dollars. Improving harbor at Vermillion, Ohio: Continuing improvement, Vermillion three thousand dollars. Harbor. Improving harbor at Michigan City, Indiana : Continuing operations Michigan City at inner harbor, twenty thousand dollars; continuing operations at Harbor. outside harbor, sixty thousand dollars. Improving harbor at Calumet, Illinois: Continuing improvement, Calumet Ha r- thirty-five thousand dollars: Prorided, That with a view to the im- bor. provement of the Calumet River, in the State of Illinois, from its mouth Proviso. to the Fork at Calumet Lake, the Secretary of War shall appoint a board of engineers who shall examine said river and report upon the practicability and the best method of perfecting and maintaining a -channel for through navigation to said Fork at Lake Calumet, adapted to the passage of the largest vessels navigating the Northern and North- western Lakes, limitating and locating the lines of channel to be im- proved by the United States, and of docks that may be constructed by private individuals, corporations, or other parties, and clearly defining the same under the direction of the Chief of Engineers, United States Army ; and the Secretary of War shall report to Congress the result of said examination, and the estimated cost of the proposed improvement; also what legislation, if any, is necessary, to prevent encroachments being made or maintained within the limits of the channel designated as above provided for. Improving harbor at Chicago, Illinois: Continuing operations at out- Chicago Har- side harbor, dredging in outer harbor, and constructing exterior break- bor. water, two hundred thousand dollars. Improving harbor at Waukegan, Illinois: Continuing improvement, W au k e g a n twenty thousand dollars. Harbor. Improving Quincy Bay, Illinois: Continuing improvement, fifteen Quincy Bay. thousand dollars. Improving harbor at An Sable, Michigan: Continuing improvement, Au Sable Har- five thousand dollars. bor. Improving ice-harbor of refuge at Bell River, Michigan: Continuing Ice harbor of refuge, Bell Riv- operations for removing bars, five thousand dollars. er. Improving harbor at Black Lake, Michigan: Continuing operations, Black Lake ten thousand dollars. Harbor. Improving harbor at Charlevoix and entrance to Pine Lake, Michi- Charlevoix gan: Conitinuing improvement, ten thousand dollars. Harbor. Improving harbor at Cheboygan, Michigan: Continuing improve- Cheboygan ment, ten thousand dollars. Harbor. 380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FrankfortHar- Improving harbor at Frankfort, Michigan: Continuing improvement, bor. fifteen thousand dollars. Grand Haven Improving harbor at Grand Haven, Michigan: Continuing improve- Harbor. ment, forty thousand dollars. Grand Marais Harbor of refuge at Grand Marais, Michigan : Continuing operations, harbor of refuge. forty thousand dollars. Lake Huron Harbor of refuge at Lake Huron, Michigan: Continuing operations, harbor of refuge. seventy-five thousand dollars, of which twenty-five thousand dollars, or so much thereof as may be necessary may be used in dredging the bar in the middle of the harbor. L uding t o n Improving harbor at Ludington, Michigan: Continuing imnprove- Harbor. ment, twelve thousand dollars. Manistee Har- Improving harbor at Manistee, Michigan: Continuing improvement, bor. fifteen thousand dollars. Monroe Har- Improving harbor at Monroe, Michigan: Continuing improvement, bor. one thousand dollars. Mu s k e go n Improving harbor at Muskegon, Michigan: Continuing improve- Harbor. " ment, twenty-five thousand dollars. Ma r q u e tte Improving harbor at Marquette, Michigan: Repair of existing works, Harbor. sixteen thousand dollars. Onton agon Improving harbor at Ontonagon, Michigan: Continuing improve- Harbor. ment, twenty thousand dollars. Pent Water Improving harbor at Pent Water, Michigan: Continuing improve- Harbor. ment, ten thousand dollars. Cedar River Improving mouth and harbor of Cedar River, Michigan : Continuing Harbor. improvement, fifteen thousand dollars. Portage Lake Harbor of refuge at Portage Lake, Michigan: Continuing improve- harbor of refuge- ment, twenty-five thousand dollars. Saint Joseph Improving harbor at Saint Joseph, Michigan: Continuing improve- Harbor. ment of river and harbor at Saint Joseph, and of channel leading up Benton H a r- to and including Benton Harbor, twelve thousand dollars. bor. Saug atuek Improving harbor at Saugatuck, Michigan: Continuing improve- Harbor. ment, eight thousand dollars. South. Haven Improving harbor at South Haven, Michigan: Continuing improve- Harbor. ment, seven thousand dollars. And three thousand dollars for remov- ing obstructions in and dredging channel of river to railroad bridge. Thunder Bay Improving harbor at Thunder Bay, Michigan: Continuing improve- Harbor. ment by dredging channel one hundred and tifty feet wide to depth of fourteen feet fifteen thousand dollars. White River Improving harbor at White River, Michigan: Continuing improve- Harbor. ment, twelve thousand dollars. Ahnapee Har- Improving harbor at Ahnapee, Wisconsin: Continuing improvement, bor. twelve thousand dollars. GreenBayHar- Improving harbor at Green Bay, Wisconsin: Continuing improve- bor. ment, twenty thousand dollars. Kenosha Har- Improving harbor at Kenosha, Wisconsin: Continuing improvement bor. six thousand dollars K e w a u n e e Improving harbor at Kewaunee, Wisconsin: Continuing improve- Harbor. ment, twelve thousand dollars Manitowoc Improving harbor at Manitowoc, Wisconsin: Continuing improve- Harbor. ment, ten thousand dollars. Menomonee Improving harbor at Menomonee, Wisconsin : Continuing improve- Harbor. ment, fifteen thousand dollars. Milwaukee Improving harbor at Milwaukee, Wisconsin: Continuing improve- Harbor. ment, ten thousand dollars. Milwaukee Harbor of refuge at Milwaukee Bay, Wisconsin: Continuing im- B a y harbor of provement, one hundred thousand dollars. refuge. Oc on t o Har- Improving harbor at Oconto, Wisconsin: Continuing improvement, bor. fifteen thousand dollars. Port Washing.- Improving harbor at Port Washington, Wisconsin: Continuing im- ton Harbor. provement, seventeen thousand dollars. Racinhe Har- Improving harbor at Racine, Wisconsin: Continuing improvement, bor. seven thousand dollars. Superior Bay. Dredging Superior Bay, Wisconsin: Continuing operations forty thousand dollars. Shebo y g an Improving harbor at Sheboygan, Wisconsin: Continuing improve- Harbor. ment, thirty thousand dollars. Sturgeon Bay Improving harbor of refuge at entrance of Sturgeon Bay, Canal, Wis,- harbor of refuge. consin: Continuing improvement, twenty thousand dollars. LAWS AFFECTING CORPS OF ENGINEERS. 381 Improving harbor at Two Rivers, Wisconsin: Continuing improve- Two Rivers ment, fifteen thousand dollars. Harbor. Improving harbor at Muscatine, Iowa; Continuing improvement, Mus cat in e two thousand five hundred dollars. Harbor. Improving harbor at Duluth, Minnesota: Continuing improvement, Duluth Har- forty-five thousand dollars. bor. Improving harbor at Grand Marais, Minnesota: Continuing irn- Grand Marais provement, twenty thousand dollars. Harbor. Improving Humboldt Harbor and Bay, California: Continuing im- H u m b ol d t provement, forty thousand dollars. Harbor and Bay. Improving harbor at Oakland, California: Continuing improvement Oakland Har- two hundred thousand dollars. bor. Improving harbor at Wilmington, California: Continuing improve- Wilmington went, one hundred thousand dollars, of which a sum not exceeding ten Harbor, Cal. thousand dollars, shall be applied for the survey of the harbor at Santa Monica. Improving entrance to Coos Bay and Harbor, Oregon: Continuing Coos Bay and improvement, thirty thousand dollars. Harbor. improving entrance to Yaquina Bay, Oregon: Continuing improve- Yaquina Bay. ment, sixty thousand dollars. Improving Cathance River, Maine: Continuing improvement, five Cathance Riv- thousand dollars. er. ImprovingLubec Channel, Maine: Continuing improvement, twenty Lubec Chan- thousand dollars. ncl. Improving Moosabec Bar at Jonesport, Maine: Continuing improve- Moosabec Bar. ment, ten thousand dollars. Improving Lamprey River, New Hampshire: Continuing improve- Lamprey Riv- ment, ten thousand dollars. er. Improving Otter Creek, Vermont: Continuing improvement, two Otter Creek. thousand dollars. Improving Merrimac River, Massachusetts: Continuing improve- Merrimac Riv- ment, nine thousand dollars. er. Improving Taunton River, Massachusetts: Continuing improvement, TauntonRiver. twenty-five thousand dollars. For construction of a harbor of refuge at Woods Holl, Massachusetts, C on s t ruction of harbor of ref- fifty-two thousand dollars. uge at Woods Holl. Improving Providence River and Narragansett Bay, Rhode Island: Providence Continuing improvement, one hundred and twenty-five thousand River andaNarra- dollars. gansett Bay. Improving Connecticut River, Connecticut: Continuing improve- Connecticut ment below Hartford, forty-five thousand dollars, five thousaid dollars River, and Chan- nel of Salmon of which for the improvement of the channel of Salmon River. River. Improving Housatonic River, Connecticut: Continuing improvement, Ho us at onic two thousand dollars. River. Improving Thames River, Connecticut: Continuing improvement, Thames River. thirty-five thousand dollars. Improving channel between Staten Island and New Jersey at Eliza- Chann el be- bethport : Continuing improvement, forty thousand dollars. tween and Island St at en New Jersey, at Eliza- bethport. Removing obstructions in East River and Hell Gate, New York: Removing ob- Continuing operations, two hundred thousand dollars. structions, East River and Hell Gate. Improving Hudson River, New York: Continuing improvement, ten Hudson River. thousand dollars. Improving Niagara River, New York : Continuing improvement, one Niagara River. thousand five hundred dollars. Improving Newtown Creek, New York: Continuing improvement, N e w t o w n fifteen thousand dollars. Creek. Improving Ticonderoga River, New York : Continuing improvement, Tic on deroga five thousand dollars. River. Improvement Cheesequalie's Creek, New Jersey : Continuing improve- C heesequake's ment, fifteen thousand dollars. Creek. Improving Elizabeth River, New Jersey: Continuing improvement, 1 i z a be t h eight thousand dollars. River. Imnproving Mattawan Creek, New Jersey : Continuing improvement, M a t t a w a,. six thousand dollars. Creek. Improving Manasquan River, New Jersey : Continuing improvement, M a n a s q uan seven thousand dollars. River. 382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Passaic River. Improving Passaic River, New Jersey: Improvement above Newark, seven thousand dollars; from Pennsylvania Railroad Bridge to mouth of river, forty-three thousand dollars. Rahway River. Improving Rahway River, New Jersey: Continuing improvement, seven thousand dollars. R a n c o c a s Improving Rancocas River, New Jersey : Continuing improvement, River. ten thousand dollars. Raritan River. Improving Raritan River, New Jersey: Continuing improvement, twenty-five thousand dollars, of which sum ten thousand dollars shall be expended on the south channel between Crab Island and Karney's Dock. Raritan Bay. Improving Raritan Bay, New Jersey, from Perth Amboy and South Amboy to the main ship-channel off Great Kill, fifty thousand dollars. C o h a n s e y Improving Cohansey Creek, New Jersey, five thousand dollars. Creek. Salem River. Improving Salem River, New Jersey: Continuing improvement, one thousand five hundred dollars. Shre w s bury Improving Shrewsbury River, New Jersey : Continuing improvement, River, and South thirty thousand dollars, of which sum fifteen thousand dollars for the S h r e w sb ury South Shrewsbury River and fifteen thousand for the north and main River. branch of the Shrewsbury River. South River. Improving South River, New Jersey : Contininng improvement, ten thousand dollars. Wo o d b r i d ge Improving Woodbridge Creek, New Jersey : Continuing improvement, Creek. five thousand dollars. A 11 e g h eny Improving Allegheny River, Pennsylvania: Continuing improve- River. ment, fifteen thousand dollars. Chester Creek. Improving Chester Creek, Pennsylvania: Continuing improvement, three thousand dollars. Sc hu ylkill Improving Schuylkill River, Pennsylvania: Continuing improve- River. mnent, twenty-five thousand dollars. Delaware Riv- Improving Delaware River between Trenton, New Jersey, and Brides- er. burgh, Pennsylvania: Continuing improvement ten thousand dollars. Improving Delaware River below Bridesburgh, Pennsylvania; Con- tinuing improvement, one hundred and thirty-six thousand dollars, of which sum eleven thousand dollars for improvement of Smith's Island Bar. Improving Delaware River at Schooner Ledge, Pennsylvania and Delaware: Continuing improvement, forty thousand dollars. Improving Delaware River near Cherry Island Flats, Pennsylvania and Delaware: Continuing improvement, one hundred thousand dollars. Broad Creek. Improving Broad Creek, Delaware: Continuing improvement from its mouth to Laurel, five thousand dollars. Indian River. Improving Indian River, in the State of Delaware, ten thousand dol- lars. Broadkiln Riv- Improving Broadkiln River, Delaware: Continuing improvement, er. five thousand dollars. Duck Creek. Improving Duck Creek, Delaware : Continuing improvement at its mouth, two thousand dollars. M i s pillion Improving Mispillion Creek, Delaware : Continuing improvement, Creek. three thousand dollars. Pier, Delaware Constructing pier in Delaware Bay near Lewes, Delaware: Continu- Bay, near Lewes. ing construction, thirteen thousand dollars. Chester River. Improving Chester River, Maryland: Continuing improvement from Spry's Landing to Crumpton, six thousand five hundred dollars. Choptank Riv- Improving Choptank River, Maryland: Continuing improvement be- er. tween Denton and Greensborough, five thousand dollars Water-passage Improving upper water-passage or thoroughfare between Deal's between Deal's Island and the main-land on Darnes Quarter, Maryland, five thousand Island and main- dollars; and the unexpended balance of lower thoroughfare is appro- Quarter. priated to the upper passage or thoroughfare. Potomac Riv- Improving the Potomac River in the vicinity of Washington with er, and flats, near reference to the improvement of navigation, the establishment of har- Washington. borlines, and the raising of the flats, under the direction of the Secretary of War, and in accordance with the plan and report made in compliance with the river and harbor act approved March third eighteen hundred and eighty-one, and the reports of the board of engineers made in com- pliance with the resolution of the Senate of December thirteenth, eighteen hundred and eighty-one, four hundred thousand dollars. LAWS AFFECTING CORPS OF ENGINEERS. 383 And it is hereby made the duty of the Attorney-General to examine Attorney- Gen- all claims of the title to the premises to be improved under this appro- eral to examine priation, and see that the rights of the government in all respects are all claims to title secured and protected; and if he deems it necessary he is authorized to improved, etc. cause a suit or suits in law or in equity to be instituted, in the name of the United States, in the supreme court of the District of Columbia, against any and all claimants of title under any patent which in his opinion was by mistake or was improperly or illegally issued for any part of the marshes or flats within the limits of the proposed improve- ment. Improving Archer's Hope River, Virginia: Continuing improvement, Archer's Hope five thousand dollars. River. Improving Black Water River, Virginia: For completion of improve- Black Water ment, one thousand five hundred dollars. River. Improving Chickahominy River, Virginia: Continuing improvement, Chickahominy five thousand dollars. River. Improving James River, Virginia: Continuing improvement, seventy- James River. five thousand dollars. Improving New River, Virginia and West Virginia: Continuing ir- New River. provement from mouth of Wilson, in Grayson County, to mouth of Greenbrier River, twelve thousand dollars, of which sum five thousand dollars shall be expended between the lead mines in Wythe County and the mouth of Wilson, in Grayson County. Improving Nomini Creek, Virginia: Continuing improvement, two Nomini Creek. thousand dollars. Improving Pamunkey River, Virginia: Continuing improvement, two Pam un k e y thousand five hundred dollars. River. Improving Rappahannock River, Virginia: Continuing improve- Rappahannock meat, seventeen thousand dollars. River. Improving Staunton River, Virginia: Continuing improvement, seven Staunton Riv- thousand dollars, of which five thousand dollars to be expended between er. Roanoke Station and Brook Neal, and two thousand dollars to be ex- pended between Brook Neal, in Campbell County, and the mouth of Pig River in Franklin County, Virginia. Improving Totusky River, Virginia: Continuing improvement, five TotuskyRiver. thousand dollars. Improving Urbana Creek, Virginia: Continuing improvement, four Urbana Creek thousand dollars. Improving York River, Virginia: Continuing improvement, twenty- York River. five thousand dollars. Improving Dan River, Virginia and North Carolina: Continuing in- Dan River. provement, seven thousand five hundred dollars Improving North Landing River, Virginia and North Carolina: Con- North Landing tinuing improvement, eight thousand dollars. River. Improving Elk River, West Virginia: Continuing improvement two Elk River. thousand dollars. Improving Great Kanawha River, West Virginia: Continuing im- GreatKanawha provement and operation of works, two hundred thousand dollars. River. Continuing the improvement of the Little Kanawha River, in West Little Kana- Virginia: To complete lock and dam, as estimalted for by engineers, waha River. thirty-one thousand dollars: Provided, That no part of this amount Proviso. shall be expended until the Little Kanawha Improvement Company shall have filed with the Secretary of War, to be approved by him, its agreement not to charge, in any manner, any tolls on the Little Kanawha river. Improving Guyandotte River, West Virginia: Continuing improve- G u an d o:tte ment, two thousand dollars. River. Improving Cape Fear River from the Ocean to Wilmington, North Cape Fear Riv- Carolina : Continuing improvement, two hundred and twenty-five thou- er. sand dollars. Improving Cape Fear River from Wilmington to Fayetteville, North Carolina, thirty thousand dollars. Improving Contentnia Creek, North Carolina : Continuing improve- C on tentn ia ment, ten thousand dollars. Creek. Improving Yadkin River, North Carolina, twenty-five thousand dol- Yadkin River. lars. Improving Currituck Sound and North River Bar, North Carolina : C u r r it u ck Continuing improvement, including Coanjok Bay, twenty thousand dol- Sound and North lars. Coanjok Bay. 384 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Beaufort Har- Improving Beaufort Harbor, North Carolina: Continuing improve- bor. ment, thirty thousand dollars, five thousand dollars of which shall be applied to the improvement of the line of inland navigation from Beau- fort Harbor to New Berne. French Broad Improving French Broad River, North Carolina : Continuing improve- River. ment from Smith's bridge up, five thousand dollars. New River. Improving New River, North Carolina, five thousand dollars. Lillington Riv- Improving Lillington River, North Carolina: Continuing improve- er. ment, three thousand dollars. MeherinRiver. Improving Meherin River, North Carolina, five thousand dollars. Neuse River. Improving Neuse River, North Carolina: Continuing improvement thirty-five thousand dollars, five thousand dollars of which shall be ap- plied to the improvement of the line of inland navigation from New Berne to Beaufort Harbor. Roanoke River Improving Roanoke River, North Carolina, five thousand dollars. Pamplico and Improving Pamplico and Tar Rivers, North Carolina: Continuing Tar Rivers. improvement, ten thousand dollars. Trent River. Improving Trent River, North Carolina: Continuing improvement, ten thousand dollars. Wac c emaw Improving Waccemaw River, North Carolina and South Carolina: River. Continuing improvement four thousand four hundred dollars. Great Pedee Improving Great Pedee River, South Carolina: Continuing improve- River. ment, six thousand dollars. Santee River. Improving Santee River, South Carolina: Continuing improvement, twenty thousand dollars. Wappoo Cut. Improving Wappoo Cut, South Carolina: Continuing improvement ten thousand dollars. Watteree Riv- Improving Wateree River, South Carolina: Continuing improvement, er. fifteen thousand dollars. Altamaha Riv- Improving Altamaha River, Georgia : Continuing improvement, fifteen er. thousand dollars. Chattahoochee Improving Chattahoochee River, Georgia : Continuing improvement, River. twenty-five thousand dollars. Coosa River. Improving Coosa River, Georgia and Alabsima : Continuing improve- ment, seventy-five thousand dollars; and the sum of eight thousand seven hundred dollars heretofore appropriated for the Etowa River is hereby transferred to the Coosa River below Rome, Georgia. Flint River. Improving Flint River, Georgia : Continuing improvement, twenty- five thousand dollars, of which sum fifteen thousand dollars shall be ex- pended below Albany and ten thousand dollars from Albany to Monte- zula. Ockmulgee Riv- Improving Ockmulgee River, Georgia : Continuing improvement, five er. thousand dollars Oconee River. Improving Oconee River, Georgia: Continuing improvement five thousand dollars, of which sum three thousand dollars shall be ex- Car Shoals. pended on Car Shoals. Oostenaulaand Improving Oostenaula and Coosawattee Rivers, Georgia : Continuing CoosawatteeRiv- improvement, one thousand dollars. ers. Savannah Riv- Improving Savannah River, Georgia: Continuing improvement be- er. tween cities of Augusta and Savannah, twenty-five thousand dollars. Improving the Savannah River about the city of Augusta: To con- tinue improvement, fifteen thousand dollars. Ap alachicola Improving Apalachicola River, Florida: Continuing improvement, River. two thousand dollars. Peas Creek. Improving Peas Creek, Florida: Continuing improvement, four thou- sand dollars. Saint John's Improving Saint John's River, Florida: Continuing improvement, River. one hundred and fifty thousand dollars, and twenty thousand dollars of this amount may be used on the river above the mouth, if the Chief of Engineers shall consider it best for the interest of commerce. Suwanee River Improving Suwanee River, Florida: Continuing improvement five thousand dollars. Volusia Bar. Improving Volusia Bar, Florida : Continuing improvement, five thou- sand dollars C h o c t a w- Improving Choctawhatchee River, Florida and Alabama : Continuing hatchee River. improvement up to Newton, Alabama, twenty thousand dollars. That twelve thousand dollars of this amount shall be expended for the im- provement of the river above Geneva to Newton, Alabama, and two thousand dollars of the balance for the imnprovement of La Grange Bayou from its mouth up to the town of Freeport, Florida. LAWS AFFECTING CORPS OF ENGINEERS. 385 Imnproving Escambia and Coneculi Rivers, Florida and Alabama: Escambia an Continuing improvement, twelve thousand dollars. Conecuh Rivers Improving Alabama River, Alabama: Continuing improvement, Alabama Riv- twenty thousand d(lollars. cr. Improving Warrior and Tombigbee Rivers, Alabama and Mississippi: Warrior an d Continuing improvement, thirty thousand dollars, of which sum ten Tombigbee Riv- thousand dollars to be applied to the Warrior below Tuscaloosa, seven era. thousand five hundred dollars to the Tombigbee between Columbus and Vienna, seven thousand five hundred dollars to the Tombigbee between Vieuna and Demopolis, and five thousand dollars below De- mopolis. Implroving Big Sunflower River, Misissippi: Continuing improve- Big Sunflower ment, live thousand dollars. River. Improving Noxubee River, Mississippi: Continuing improvement, Noxubee Riv- ten thousand dollars. er. Improving Pascagoula River, Mississippi: Continuing improvement, P ascagoula eight thousand dollars. River. Improving Pearl River, Mississippi: Continuing improvement from Pearl River. Jackson to Carthage, two thousand five hundred dollars. For improving the roadstead which leads into the Back Bay of Biloxi, Roadstead into on the Mississippi Sound, according to survey and estimate made, five Back Bay of Bi- thousand dollars. loxi. Improving Pearl River below Jackson, Mississippi: Continuing im- Pearl River. provement, fifteen thousand dollars. Improving Tallahatchee River above mouth of the Coldwater, Missis- Tallahatchee sippi: Continuing improvement, three thousand dollars. River. Improving Tchula Lake, Mississippi : Continuing improvement, two Tchula Lake. thousand five hundred dollars Improving Tombigbee River, Mississippi: Continuing improvement Tombig bee above Columbus, one thousand dollars. River. Improving Yallabusha River, Mississippi: Continuing improvement, Y allab u sha three thousand five hundred dollars. River. Improving Yazoo River, Mississippi : Continuing improvement, eight Yazoo River. thousand dollars. Improving Bayou Bartholomew, Louisiana and Arkansas: Continu- BayouBarthol- ing improvement, five thousand dollars. omew. Improving Bayou Black up to Houma, Louisiana: Continuing iii- Bayou Black. provement, ten thousand dollars Improving Bemuf River, Louisiana: Continuing improvement, five BacufRiver. thousand dollars. Improving Bayou Terre Bonne up to Houma, Louisiana :' Continuing Bayou Terre improvement, seven thousand dollars. Bonne. Improving Calcasien Pass, Louisiana: Continuing improvement, CalcasieuPass. three thousand dollars. Improving Calcasieu River, Louisiana: Continuing improvement, Calcasien Riv- seven thousand dollars. er. Improving Red River, Louisiana: Continuing improvement from the Red River. Atchafalaya to Fulton, Arkansas, including Bayou Pierre, Tone's Bayou, and to relieve the town of Alexandria from the encroachments of the river, seventy-five thousand dollars. Improving Tchefuncte River and Bogue Falia, Louisiana: Continu- T c h e fu n c t e ing improvement, one thousand five hundred dollars. River and Bogue Falia. Improving Tickfaw River, Louisiana: Continuing improvement, two Tickfaw River. thousand dollars. Improving mouth of Brazos River, Texas: Continuing improvement, Mouth of Bra- fifty thousand dollars. zos River. Improving Buffalo Bayou, Texas: Continuing improvement, fifty Buffalo Bayou. thousand dollars. Protection of river bank at Fort Brown, Texas, one thousand dollars. Protection of river bank, Fort Brown, Tex. Improving ship-channel in Galveston Bay, Texas: To complete imra- Ship-channel, provement, ninety-four thousand five hundred dollars. Galveston Bay. Improving Neches River, Texas: Continuing improvement, five Neches River, thousand dollars. Improving Sabine River, Texas: Continuing improvement of Nar- Sabine River. rows above Orange, and deepening channel at mouth of river, four thousand dollars. Improving Trinity River, Texas: Continuing improvement, eight Trinity River. thousand dollars 25 E 386 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Arkansas Riv- Improving Arkansas River, Arkansas: ('ontinuing ilnproveincnt at er. Pine Bluff, twenty thousand dollars. Improving Arkansas River, Arkansas and Kansas: Continuing im- provement between Fort Smith aind Wachita, twenty thousand dollars. Black River. Improving Black River, Arkansll:s and Missouri: Continuing improve- ment, ten thousand dollars. F ourche L e Improving Fourche Le Fevre River, Arkansas: Continuing improve- Fevre River. nlent, four thousand dollars. Onachita Riv- Improving Onachita River, Arkansus and Louisiana : Continuing il- er. proveimelt, twelve thousand dollars. Saline River. iimproving Saline River, Arkansas: Continuing improvement, four thousand dollars White River. Improving White River between Jacksonport and Buffalo Shoals, Arkansas: Continuing imnprovement, six thousand dollars. White and Improving White and Saint Francis Rivers, Arkansas: Continuing Saint 'rancis improvement, twelve thousand dollars. Rivers. Bi g Iatchee Improving Big Hatchee River, Tennessee : Continuing improvement, River. three thousand dollars. Caney F' or k Improving Caney Fork River, Teiunessee ; Continuing inlproveliient, River. four thousand dollars. Obey's River. For continuing to completion the work on Obdy's River, in Tennes- see, a tributary of the Cumberland, five thousand dollars. Clinch River. Improving Clinch River, Tennessee : Continuing improvement, three thousand dollars. Cumb er la nd Improving Cumberland River above Nashville, Tennessee : Continu- River. ing improvement above Nashville, Tennessee, thirty thousand dollars. For continuing the improvement of the Cumberland River at Smith's Shoals, Kentucky, fifteen thousand dollars. Improving Cumberland River below Nashville, Tennessee; Continn- ing improvement, fifteen thousand dollars. Improving Cumberland River above mouth of the Jellico, Kentucky: Continuing improvement, five thousand dollars. South Fork of Improving South Fork of the Cumberland River, Kentucky, three Cumberland Riv- thousand dollars. er. Duck River. Improving Duck River, Tennessee: Continuing iml)roveienlt, three thousand dollars. French lBroad Improving French Broad River, Tennessee : Continuing improve- River. meut, five thousand dollars. Hiawasseeiv- Improving Hiawassee River, Tennessee: Continuing improvement, er. one thousand five hundred dollars. Tennessee Riv- Improving Tennessee River above Chattanooga, Tennessee: Continu- er. ing impmrovement, seven thousand dollars. Improving Tennessee River below Chattanooga, Tennessee and Ala- bama: Continuing improvements below Chattanooga, including Muscle Shoals and Shoal at Reynoldsburgh, two hundred and fifty thousand dollars. Big Sandy Ri- Improving Big Sandy River, Kentucky, twenty-five thousand dol- er. lars, of which sum five thousand dollars for the improvement of Louisa Fork and five thousand dollars for the improvement of Tug Fork. Ke(ntucky Riv- Improving Kentucky River, Kentucky: Continuing improvement er. fronl moutlh of river to Three Forks, two hundred and twenty-five thousand dollars of which sum seventy-five thousand dollars shall be used for the erection of a lock andl movablel dam at Beatysville, at junction of Three Forks. T ireadwa ter Improving Treadwater River, Kentucky: Continuing inprovenient, River. three thousand five hundred dollars. Ohio River. Improving Ohio River: Continining iniprovement, three hundred and fifty thousand dollars. Sandusky iv- Improving Sandusky River, Ohio: Continuing iniprovement, four er. thousand dollars. Clinton River. Improving Clinton River, Michigan : Continuing improvement, six thousand dollars. I)etroit River- Improving Detroit River, Michigan: Continuing improvement sixty thousand dollars. Grand River. Improving Grand River, Michigan, Continuing improvement from mouth of river to city of Grand Rapids, fifteen thousand dollars. Saginaw Riv- Improving Saginaw River, Michigan, Continuing improvement, one er. hundred and twenty-five thousand dollars, of which sum sixty thousand (ldollars to bieused opposite Bay City and for dtleepening the channel LAWS AFFECTING CORPS OF ENGINEERS. 387 from the river into the bay, and sixty-five thousand dollars.for impro - ing the river above Bay City. Improving Chippewa River, Wisconsin: Continuing improvement, Chippewa Riv- thirty-five thousand dollars: Provided, That nothing shall be done nor erio. shall any improvement be made on tlhe said Chippewa River under or in pursuance of this act, or the appropriation hereby made, which shall directly or indirectly prevent, interfere with, or obstruct the free navi- gation of the said river, as heretofore, by steamboats or other water- craft, or the free use thereof, as heretofore, for the floating, guiding, or sheering of loose logs or rafts of lumber or logs upon or down the same, or which shall directly or indirectly prevent, obstruct, or interfere with the use of ainy slough, arm, or branch of said river, as heretofore, for the holding, assorting or rafting of logs therein. Fox and Wis- Improving Fox and Wisconsin Rivers, Wisconsin: Continuing in- consin Rvers. proveimet, two hundred thousand dollars: Provided, That the Secre- Proviso. tary of War shall, without delay, cause the channel of the Lower Fox River between Lake Winnebago and the upper government dam at Ap- pleton to be restored to its natural width and capacity, and shall cause such changes and alterations to be made in the dams at Menasha and Appleton, not inconsistent with security to navigation, as may be neces- sary to reduce to and maintain the waters of Lake Winnebago and Little Buttes des Mortes, respectively, at their natural height; and a sufficient amount of said sum appropriated is made immediately avail- able. And three thousand dollars of this appropriation, or so much thereof as may be necessary, may be expended above Portage City, to prevent the overflow of the Wisconsin River into the Upper Fox River, so as to prevent injury to the government works on Fox River; and this expenditure may be made separately, or, if deemed more economical by the Secretary of War, in adding to any protecting works which may be made by the State of Wisconsin. Improving Saint Croix River below Taylor Falls, Minnesota and Wis- Saint C 1roi x cousin : Continuing improvement thirty thousand dollars. River. Improving Wabash River, Indiana and Illinois : Continuing improve- Wabash River. Inent below Vincennes, forty thousand dollars; continuing improve- mnent between Vincennes and Lafayette, thirty thousand dollars. Improving White River, Indiana: Continuing improvement from White River. Wabash River to Portersville, and to falls on West Fork, twenty thou- sand dollars. Improving Illinois River, Illinois: Continuing improvement, one Illinois River. hundred and seventy-five thousand dollars. Reservoirs at headwaters of Mississippi River: Continuing opera- Reservoirs at tions, three hundred thousand dollars; and this sum shall be expended Miasssppi Riv- at such places on said headwaters of the Mississippi River and its tribu- er. taries as the Secretary of War shall determine: Provided, That the Proviso. Secretary of War be, and he is hereby authorized and empowered to enter upon, purchase, take, and hold any lands or premises, and any materials of stone, timber, or other kinds, that may be necessary and proper for the construction of said works. And in case the owner of such lands, premises, and materials and the Secretary of War cannot agree as to the value of the lands, premises, and materials taken or to be taken for said use, then the value thereof shall be determined by the appraisal of three disinterested commissioners who may be appointed upon application by either party to the judge of the United States dis- trict court for the district in which such land, prenises, or materials may be situate ; and said commissioners, in their assessment of damages, shall appraise such lands, premises, and materials at what would have ibeen the value thereof, if said works had not been constructed; and upon return into said United States district court of such appraisemlent, aund upon the payment into the same of the estimated value of said land, prellises, and materials so taken and a;ppraised as aforesaid, said land, premises, and materials shall be deenmed to be, and shall become, the property of the United States, which shall thereby acillire full title to the same. And either party f-eeling laggrievedl at said p- praisement may,, withlin thirty days after the same has 1been returnled into said court, file an appeal tllerefro:u and demand a trial )y jlury in said court to estinate and ascertain the damanges sastailedl : Provided Po is. further, That the mloney hereby appropriated shall be used solely for the improvement of the navigation of the Mississippi River and its tributaries, and no part thereof shall be expended with the view to thle improvnellt otf plrivate p0roperty. A nd the Secretary of tile Im- 388 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. terior is hereby authorized and directed to ascertain what, if any, injury is occasioned to the rights of any friendly Indians occupying any Indian reservation by the construction of any of the said dams, or the cutting or removing of trees or other materials from any such reservation for the construction or erection of any of said dams, and to determine the amount of damages payable to such Indians therefor; and all such damages to private property and to friendly Indians, when ascertained and determined in the manner herein directed and provided, shall be Proviso. paid by the United States: Provided, however, That such damages shall not exceed ten per centum of the sums hereby appropriated for the con- struction of said reservoirs. Upper Missis- Improving Upper Mississippi River: Operating snag-boat, twenty- sippi River. five thousand dollars. Mississip pi Improving Mississippi River above Falls of Saint Anthony, Minne- River above sota: Continuing improvement, ten thousand dollars. Falls of ; Saint Anthony. Improving Mississippi River from Saint Paul to Des Moines Rapids, Minnesota, Iowa, Missouri, Illinois, and Wisconsin : Continuing improv- ment, two hundred and fifty thousand dollars, of which sum fifteen thou- sand dollars shall be expended in improving the channel and banks of the river on the west side thereof at Saint Paul. Construction That the sum of thirty thousand dollars, or so much thereof as may of dry dock at be necessary, be, and the same is hereby, appropriated for the construc- Des Moines Rap- tion of a dry dock at the Des Moines Rapids Canal, on the Mississippi River, at such site as may be selected thereon by the Secretary of War; said dry dock to be used for the construction, examination, repairing, and use of boats, dredges, barges, scows, and other vessels of the United States, and the construction, examination, and repair of vessels for private parties, under such regulations and for such compensation as may, from time to time, be fixed and regulated by the Secretary of War; this appropriation to be expended under the direction of the Secretary of War. 01 d lo c k o f That whenever the government shall not further use the old lock of Sault Sainte Ma- the Sault Sainte Marie Canal it shall be converted into a dry dock for rie Canal con- the repair of government dredges, revenue cutters, and other craft be- verted into dry dock, etc. longing to the government, and for other craft belonging to private persons, on such terms as the Secretary of War shall prescribe; and for the expense of such construction the amount of sixty-five thousand dollars, balance of tolls in the possession of the State of Michigan, and offered to the United States for this purpose, be accepted by the United States. Des Moines Improving Des Moines Rapids, Mississippi River, Iowa, and Illinois: Rapids. Continuing improvement, thirty thousand dollars. South Pass, Examinations and surveys at South Pass, Mississippi River: To as- Mississippi Riv- certain the depth of water and width of channel secured and main- er. tained from time to time by James B. Eads at South Pass of the Mis- sissippi River, and to enable the Secretary of War to report during the maintenance of the work, ten thousand dollars. Gauging waters Gauging waters of Lower Mississippi and its tributaries, and the of ower Missis- Columbia River, Oregon: Annual expense of gauging the waters of bia River. the Mississippi River and its tributaries, continuing observations of the rise and fall of the river and its chief tributaries, as required by joint resolution of February twenty-first, eighteen hundred and seventy- one, five thousand five hundred dollars, of which sum five hundred dollars for annual expense of gauging the waters of the Columbia River from Astoria to the bar. Mississippi, Improving Mississippi, Missouri, and Arkansas Rivers: Continuing Mi ssouri, and removal of snags, wrecks, and other obstructions from the Mississippi Arkansas Riv-River, eighty-five thousand dollars; from the Missouri River, sixty- five thousand dollars; from the Arkansas River, thirty-five thousand dollars. Cuivre River. Improving Cuivre River, Missouri: Continuing improvement from mouth to Chain of Rocks, and removing snags and other obstructions, five thousand dollars. Gas con ade Improving Gasconade River, Missouri: Continuing improvement, River. ten thousand dollars. MissouriRiver. Improving Missouri River from its mouth to Sioux City, Iowa, in- cluding such harbors on said river now in the course of improvement as in the judgment of the Chief of Engineers will benefit commerce and navigation, eight hundred and fifty thousand dollars. LAWS AFFECTING CORPS OF ENGINEERS. 389 Improving Missouri River from Sioux City to Fort Benton, one hun- dred thousand dollars. Survey of Missouri River from its mouth to Fort Benton, Montana: Continuing the survey forty thousand dollars Improving Yellowstone River, Montana and Dakota : Contiulling Ye 11ow stone improvement, twenty thousand dollars. River. Improving Red River of the North, Minnesota and Dakota: Continun- Red River of ing improvemenllt, ten thousand dollars. the North. Constructing dalaiat Goose Rapids, Red River of the North, Minne- Goose Rapids. sota and Dakota : Continuing construction of lock and damn, thirty thousand dollars Impil)roving Saint Anthony's Falls, Minnesota: Continuing improve- SaintAnthonv's ment, twenty-tive thousand dollars. Improving Petaluina Creek, California,: Completing iulprovelllent, Petalunma Creek. fourteen t housand dollars. Improving Sacranito River, California: For the improvement and SacraImento lrotection of the inavigablle channels of the Sacramento and Feather River. Rivers, to )e expenllded under the direction of the Secretary f W ar, two hulldred and1(1 fifty thousand dollars. Improving Sai Joaq nin River and Mormon Slough, California: Con- San Joa q uin tinuing improvenment, forty thonsand (lollars. River. Constructing canal around Cascades of Columbia River, Oregon : C anal arounl Continuing construction two huindored and sixty-five thousand dollars. ('ascade of Co- .Improving Upper Columbia River, Oregon : Continuing ilnlmrove- Upper (olumi- mnent of Upper Coliiphibia River, including Snake River, six thousand bia River. dollars. Improving Lower Willamette and Columbia Rivers, Oregon : Coii- L o w er \illa- tinuing iniprovement from Portland, Oregon, to the sea, including bar mette. at mouth of Columbia River, one hundred thousand dollars. Improving Upper Willaiiette River, Oregon : Continuing improve- Upper Willa- inent of Upper Willamette, including Yanlhill River, five thousand iietta River. dollars. Improving Lower Clearwater Ri ver, Idaho: Continuing improve- Lower Clear- ment five thousand( dlollars. water River. Improving Cowlitz River, Wasliingtuon Territory : Continuig iii- ('owlitz River. provemient, one thousand dollars. Improving Skagit, Stielaq namish, Nooksack, Snohomish, and Siio- Snag -boat- qualmiie Rivers, Washington Territory : To build, equip, and operate Skagit, Stiela- snag-boat for one year, twenty-thousand dollars. anis, an ook- qualmie Rivers. Improving n outih of Coquille River, Oregon: Extension of jetty Coquille River" already comnmenced, ten thousand dollars, of which sum two thousand dollars for removing snags in upper river, at discretion of Secretary of War. Examinations, surveys, and contingencies of rivers and harbors: Examinations Examinations and surveys, and for contingencies, and for'incidental and surveys. repairs of harbors for which there is no special appropriation, one hundred and fifty thousand dollars, of which sum fifty thousand dollars for surveys and one hundred thousand dollars for contingencies, in- cluding incidental repairs of harbors. For expenses of a board of engineers to examine in detail the mouth Board of engi- iof the Columbia River, Oregon, and report such plan, with estimates, neers to examine or its permanent improvement, as they approve, the said board being mlouth of Cohun- required to report before the next session of the present Congress, bia River, etc. seven thousand five hundred dollars. Improving Susquehanna River above and below Havre de dGrace, Susq iuehanna Maryland, twenty-five thousand dollars, of which sum seven thousand River. five hundred dollars shall be expended above the bridge, and five thou- sand dollars for the completion of the channel to the Fishing Battery Light-House and for strengthening and extending the piers and break- water for the protection of said channel. Improving Elk River, Maryland : Continning inprovenment, six thou- Elk River. sand five hundred dollars. Improving Malden River, Massachusetts, ten thousand dollars. Malden River. Constructing harbors of refuge on Lake Pepin, twenty thousand dol- ti a r b o rs of lars, of which sum ten thousand dollars at Stockholm, Wisconsin, and refuge on Lake ten thousand dollars at Lake City, Minnesota. Pepin. Improving harbor at New Buffalo, Mihgan, five tlhousand dollars. New Bu f falo. HTarbor. 390 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Appom at tox Improving Appomattox River, Virginia, thirty-five tlhousaind dollars. River. Ice-h arbor at Construction of ice-harbor at Dubuque, Iowa, twenty thousand dol- 1)ubuque. lars ChippewaRiver. Improving Chippewa River at Yellow Banks, thirty thousand dol- lars. Cocheco River Improving Cocheco River, New IIampshire; complleting improve- meat, twenty-eight thounand dollars. F r a n k ford Improving Frankford Creek, Pennsylvania, ten thousand dollars. Creek. Pansaukee Har- Improving Pensaukce Harbor, Wiscoi lisn, ten thousand dollars. bor. Royal River. Improving Royal River, Maine, ten thousand dollars Manmar oneck Improving Mamaroneck Harbor, New York, fifteen thousand dollars. Harbor. Sackett's IHar- Improving Sackett's harbor, New York, seven thousand dollars bor. Corsica Creek. Improving Corsica Creek, Maryland, tive thousand dollars. Romley Marsh. Improvement of Romley Marsh, Georgia, by route designated in the survey of engineers as route numbered four, ten thousand dollars. Grass River. Improving Grass River at Massena, New York, three thousand dol- lars. Edisto River. Improving Edisto River, South Carolina, eight thousand dollars. Georgetown Improving Georgetown Harbor, South Carolina, seven thousand dol- Harbor. lars. Cahaba River. Improving Cahaba River, Alabama, twenty thousand dollars. S alkah atchie Improving Salkahatchie River, South Carolina, five thousand dol- River. lars. Talla p oosa Improving Tallapoosa River, Alabama, fifteen thousand dollars. River. Key West Har- Improving Key West Harbor, Florida, especially the northwest chan- bor. nel, twenty-five thousand dollars. Manatee River. Improving Manatee River, Florida, twelve thousand dollars. Caloosahatchee Improving Caloosahatchee River, Florida, five thousand dollars. River. Lynn Harbor. Improving Lynn Harbor, Massachusetts, sixty thousandl dollars. Little Tennes- Improving Little Tennessee River, Tennessee, five thousand dollars. see River. White River. Ihuproving White River above Buffalo Shoals, Arkansas, four thou- sand dollars. Chehalis Ri ver. Improving Chehalis River, Washington Territory, three thousand dollars. (.reenport Har- Improving Greenport Harbor, New York, ten thousand dollars. bor. Hay Lake Imnprovinug Hay Lake Channel of the Sault Sainte Marie River, via Channel of Sault the Middle Neebish, two hundred thousand dollars, of which amount Sainte Marie the sum of ten thousand dollars may be expended in improving the River. East Neebish channel. Keyport H ar- Improving Keyport Harbor, New Jersey, from the Keyport Steamboat bor. Company's Wharf to Raritan Bay Channel, thirty thousand four hundred and seventy-five dollars. Mau~iceRiver. Improving Maurice River, New Jersey, three thousand dollars. Mantua Creek. Improving Mantua Creek, New Jersey, three thousand dollars. Wo o d b ur Improving Woodbury Creek, New Jersey, five thousand dollars. Creek. "Racoon River. Improving Racoon River, New Jersey, three thousand dollars. North Branch Improving North Branch of Susquehanna River, Pennsylvania, it Su s q eh an n a fifteen thousand dollars. River. Clinton bor. I a r- Improving Clinton Harbor, Connecticut, three thousand dollars. South Forked Implroving South Forked Deer River, Tennessee, three thousand Deer River. dollars. 0 1 d To w n Improving Old Town Creek, Mississippi, three thousand dollars. Creek. Mononga hIe 1a Improving Monongahela River, West Virginia : Continuing imLprove- River. ment, twenty-five thousand dollars. Adams' imne. For continuing the practical test of the flumie invented by M. J. Adams, the said test to be made under the siperision and direction of saidl Adams, eight thousand dollars. LAWS AFFECTING CORPS OF ENGINEERS. 391 That the Secretary of War be, and he is hereby, authorized and di- Survey and lo- rected to survey and locate a canal from a point on the Illinois River cation of canal from near Hen- at or near the town of Henuepin, bly the most practicable and conven- nepin, Ill., on Ill- ient route, to the Mississippi River at or above the city of Rock Island, inois River, o with a branch canal or feeder from the most practicable and convenient Mississippi Riv- point on Rock River to the most practicable and convenient point on er at Rock Island the main line of said canal, Said canal and said branch shall not be ei. less than seventy feet wide at the water-line, and not less than seven etc. feet in depth of water, with locks not less than one hundred and fifty feet in length and twenty-one feet in width, and with a capacity for vessels of at least two hundred and eighty tons burden; and for that purpose the Secretary of War shall have power and authority, by en- gineers and agents employed by him, to enter upon any lands for the purpose of making the necessary preliminary examinations and surveys; and the cost of construction, the annual cost of maintenance, and economy of use of said canal, -when completed, shall ibe estimated and accompany the said surveys; and the Secretary of War shall cause to be made by skillful engineers of the Army a survey of the Illinois and Survey of Illi- Michigan Canal connecting the Illinois River with Lake Michigan at nots and Mici- Chicago, and estimates of the cost of enlarging the same so as to cor- urpo so of en- respond in dimensions with the proposed canal betweeu Hennepin and larging, etc. the Mississippi River, and to report to the next session of Congress the cost of enlarging said canal, and the construction of the canal between Hennepin and t e Mississippi River and the right of way therefor; and for the purposes of this paragraph the sumnsof thirty thousand dollars, or so much thereof as may be necessary, is hereby appropriated. Pro- Proiso. rided that nothing herein shall be construed to commit the goverunment to proceed with the construction of the said improvement Improving Mississippi River: That the sinu of four million one hun- Mi ssissi 1] i dred and twenty three thousand dollars be, and is hereby, appropriated, River, from Head f the, PsH,eato or so much thereof as may be necessary out of any money in the Treas- Cairo, etc. ury not otherwise appropriated, for the improvement of the Mississippi River from the Head of the Passes to Cairo including the harbors of New Orleans, Natchez, Vicksburgh, Memphis, a lock at the mouth of Bayou, Plaqumiine, Louisiana, and the rectification of the Red and the Atchafalaya Rivers at the mouth of Red River; six hundred thousand dollars from Cairo to the Illinois River including Alton Harbor on which a sum not exceeding thirty-five thousand dollars shall be expended; and two hundred thousand dollars from the Illinois River to the Des Moines Rapids, including astone and brush revetment at or near Quincy; which said sums shall be expended by the Secretary of War in accord- ance with the plans, specifications, estimates, and recommendations of the Mississippi River Commission created by the act approved June 21 Stat., 37. twenty-eighth, eighteen hundred and seventy-nine, or according to such plans, specifications, and estimates of the Engineer Department of the Army which, having been approved by the Secretary of War, may be adopted by the said Mississippi River Commission for such parts of the said river as the said commission may not have completed the survey of: Provided, That no portion of this appropriation shall be expended Provisos. to repair or build levees for the purpose of reclaiming lands or prevent- Levees. ing injury to lands by overflows: Providid, however, That the' commis- sion is authorized to repair and build levees if in their judgment it should be done as a part of their plan to afford ease and safety to the navigation and commerce of the river and to deepen the channel: Pro- rided, That the Secretary of War shall prescribe such rules and regula- tions as may be necessary to secure a jucicious and economical ex- penditure of said sums, and shall cause to be made and submitted to Congress annual reports, on or before January first, giving detailed statements of the work done, the expenditures made, and the effect of such work, together with such recommendations as he may deem it proper to lay before Congress. It shall be the duty of the Secretary of War to apply the money herein appropriated for improvements, other Mai n er o t than surveys and estimates, in carrying on the various works, as far as making improve- can be without actual detriment to the interest of the government, by ments. contract. Where such works cannot be done by contract without injury to the public interest, they may be prosecuted by hired labor. Where said works are done by contract, such contract shall be made after suf- Proposals. ficient public advertisement for proposals, in such manner and form as Contracts to be the Secretary of War shall prescribe; and such contracts shall be made vertisement. with the lowest responsible bidders, accompanied by such securities as Lowestbidder. 392 REPORT OF THE CHIEF OF ESGINEERS, U. S. ARMY. the Secretary of War shall require, conditioned for the faithfill prose- cution of the work according to such contract, and for the proper pay- ment of all liabilities incurred in the prosecution therefor for labor and material. Balance forim- That whatever balance there may be on hand for the improvement of provemient of the mouth of Red River shall be expended by the Secretary of War ac- mou t I of R e d cording to the plans and recommendations of the Mississippi River River to be ex - Commission; and they are hereby authorized to expend so much of said nded balance as may be necessary in purchasing or constructing a dredge boat or boats, and in maintaining a navigable channel through the mouth of the Red River into the Mississippi River. 21 Stat., 197. That the power and authority granted to the Secretary of War under and by virtue of section four of the act of Congress approved June fourteenth, eighteen hundred and eighty, relating to wrecks and sunken vessels be, and the same are hereby, enlarged so that the Secretary of Wre c k s an d War may, in his discretion, sell and dispose of any such sunken craft, sun ken vesselsvessel, or cargo, or property therein, before the raising or removal ore raisin ore- thereof, according to the same regulations that are in the said act pre- moval. scribed for the sale of the same after the removal thereof; and all laws and parts of laws inconsistent herewith are hereby repealed. Tolls. That no tolls or operating charges whatsoever shall be levied or col- lected upon any vessel boats, dredges, craft, or other water-craft pass- ing through any canal or other work for the improvement of naviga- tion belonging to the United States. 0 Harbor of ref- That authority is hereby given to the Secretary of War to expend uge, Port Orford, the money appropriated by the act approved March third, eighteen Cregon. hundred and seventy-nine, in the construction of a harbor of refuge at Port Orford, on the Pacific coast, if in his opinion it be deemed judi- cious to do so. Cihailes McCaf- That the Secretary of War is hereby authorized and directed to set- ferty. 1). Dull, C. tle the claims of Charles McCafferty and D. and C. P. Dull, contract- P. bull claims ors for locks numbered four and five on the Great Kanawha River, un- of, to ibe settled, der contracts made in eighteen hundred and seventy-four, and eight- een hundred and seventy-five, and subsequently for work done by reason of changes in the contracts and for losses caused by such changes, and by extra work and other losses incurred from such and other causes beyond their control, and report what amount, if any, he finds to be due to said contractors at the next session of Congress. Appropriation That the unexpended sums heretofore appropriated for an ice-harbor for ice-arbor at at Saint Louis, Missouri, be, and the same S a in t L ou i s aprratet - , and e, Are th same ere hereby transferred and rby trnerre amid transferred anu appropriated, to be expended under the direction of the Secretary of expended for im- War, for the improvement of the channel of the Mississippi River op- proving channel posite the city of Saint Louis, Missouri, by repairing and raising the of Mississippi present low dam across the channel east pf Arsenal Island, known as iver opposite Cahokia Chute, and by the construction of such other works in or near Saint Louis. CahokiaChute. said Cahokia Chute as may be deemed advisable to accomplish the same purpose. Secretary of That the Secretary of War be, and he is hereby, directed to ascer- War to ascertain tain and report to the next Congress upon what terms the franchise and report as to and property of the Little Kanawha Navigation Company, in West purchase of fLran- chise. etc., of Lit- Virginia, can be obtained and conveyed to the United States. tie Kan awha That the Secretary of War is hereby directed, at his discretion, to Navigation Coin- cause examinations or surveys, or both, and estimates of cost of.i m- pany. provements proper to be made, at the following points, namely: Examinations Youghiogheny River from McKeesport to Conlnelsville, Penlnsyl- and surveys. vania. Red River from its mouth to Fulton. Little River and Saline, Arkansas. Alameda Creek, Alameda County, Californi a Norwalk Harbor, Connecticut. Harbor at Cedar Keys, Florida. Connecticut River from Bellows Falls, Vermont, to Pittsburgh, Nevw HIampshire. Newton Creek, Camden County, New Jersey. Pensaukin Creek, Camden and Burlington Counties, New .Jersey. Milford Haven (an estuary), Virginia. Quantico Creek, Virginia. Piankatank River, Virginia. Sangamon River, Illinois, from its mouth to Petersburgh. Shoal between Daiphii Island ald Cedar Point, Alabama. LAWS AFFECTING CORPS OF ENGINEERS. 393 Gowanus Creek at Brooklyn, New York. Examination s Yallabusha River above Gre ada, Mississippi. and surveys, con- .y of the Yallabusha. Mississippi. tinned. Loosacoona River, a tribrta The channel known as the Old River Bed, leading from Cuyahoga River to the harbor of refuge now under construction at Cleveland, Ohio. Atchafalaya River between Berwick's Bay and the Gulf of Mexico;. and, if made, to be accompanied with a report showing the cost of deepening the channel of said river. The channel of the Saint John's River at its entrance into and exit out of Lake Monroe, and between Lake George and Lake Monroe, for straightening and improving the navigation of said river between the said laks Wetipkin Creek, Maryland. Passaic River between Passaic and Paterson, New Jersey. Minnesota River near the village of Belle Plain, with a view to pre- vent the washing away of the banks of said river opposite said vil- lage. Androscoggin River below Brunswick, Maine. Penobscot River and Bangor Harbor, Maine. Resurvey of the breakwater at the mouth of Saco River, Maine. Ohio River at Rochester and Freedom, Pennsylvania, for ice- breakers. Delaware River above Philadelphia. Delaware River in front of Philadelphia, by removal of Windmill or Smith's Island, or the bar above the same. Madison Harbor, in the State of Connecticut. tuck Island Harbor, in the State of Connecticut, with a view to the construction of a short breakwater for a harbor of refuge. Harbor at Caseville, Michigan. Harbor at Cross Village, Michigan Santa Monica Bay, California. Boston Harbor, Massachusetts, and especially Fore Point Channel and the channel leading to the wharves of the New York and New England Railroad. Sandy Bay, Rockport, Massachusetts, with a view to the construc- tion of a breakwater for a harlbor of refuge. Pawtucket River, Rhode Island, Black Rock Harbor, Connecticut. Pawtuxet Harbor, Rhode Island. Bissell's Cove, Rhode Island. Redwood Slough, San Mateo County, California White River, Arkansas, at the Meumphis and Little Rock Railroad Bridge, near Duvall's Bluff, with a view of removing obstructions from the channel. North Branch of the Susquehanna River from Pittston to Athens. The sound between Beaufort and New River, and White Oak River to Smith's Mills, North Carolina. For a channel inside the shoals along the coast of Florida, from Cedar Keys to Clear Water Harbor and Tampa, Florida. The headland in the town of Hull, at the entrance to Boston Harbor, Massachusetts, being the northerly side of Telegraph Hill, south of Quarter Ledge, with a view to its protection by sea-wall or otherwise Ice-harbor at Middleport, Meigs County, Ohio. Clear Lake, Lake County, California Sulphur River, Texas, from its mouth to Sulphur Station. Pearl River, Mississippi, above Carthage Stamford Harbor and Westport Harbor, Connecticut Edenton Bay, North Carolina Ipswich River and Sandy Bay, at the end of Cape Ann, Massachu- setts, Water-route to connect the Calcasieu River with Sabine Pass. Illinois and Des Plaines River between La Salle and Joliet, in Illi- Hnois. Shoal Harbor and Compton's Creek, New Jersey. Stonleybrook Harbor, Suffolk County, New York. Pocominoke River, Maryland, with a view to a cut-off in the bend just below Snow Hill D'Arbonne River, Bayou Roundaway, and Bayou Vidal, Louisiana Peekskill Htarbor, on tile Hudson River, New York. 394 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Examin ations Cumberland River and its principal tributaries above Pineville, and surveys, con- Kentucky. tinned. Extending the survey of the Louisa Fork of the Big Sandy River to Grundy Court-House, Virginia. Minisceongo Creek at its outlet into the Hudson River, New York. Saugerties Harbor on Hudson River, New York. Branford Harbor, Connecticut North River in front of Jersey City and Hoboken, to determine what is necessary to permanently deepen the channel on the New Jersey side To open a passage between the north end of Indian River and Mos- quito Lagoon, Florida. Champlain River, Clinton County, New York, from the lake up to Champlain Town For breakwater at Rouse's Point, on Lake Champlain, New York. Ouachita River from Camden to Arkadelphia, Arkansas. Big Bayou Metre, Arkansas, from its mouth up. The Lewis, Hurnptulup, and Dawamish Rivers, Washington Terri- tory. Sebewaing Harbor, Michigan, resurvey, to obtain twelve feet of water in channel from Saginaw Bay. Harbor at Ludington, Michigan, with a view to examination by a board of engineers and report of a plan, and expense of same, for mak- ing a harbor of refuge. Wisconsin River from Portage to Merrill. The lakes near the headwaters of the Cannon River in Rice and Le Sueur Counties, Minnesota, with a view to adding the same to the res- ervoir system of the Mississippi River and its tributaries. Southold Harbor, Suffolk County, New York. Channel-way of Peconic River entering Peconic Bay, and channel- way from Riverhead to Great Peconic Bay, Suffolk County, New York. Channel from Pearsall's Dock to Flat Creek, in Hempstead Bay, Queens County, New York. The source of the Minnesota River, near the foot of Big Stone Lake, with a view of its being added to the reservoir system of the Missis- sippi River and its tributaries. Natalbany River, Louisiana. Iowa River from Wapello to its mouth. Delaware River between Trenton, New Jersey, and Port Jervis, New York. Leipsic River, Delaware, from the Delaware River to the town of Leipsic Waccamaw River between Conwayborough, South Carolina, and Waccamaw Lake, North Carolina. Broad River from Rutherfordton, North Carolina, to South Carolina line Tionesta Creek, Pennsylvania. Harbors of Port Henry and Port Marshall, on Lake Champlain, New York. Boquet River, New York. Harbor of Cedar Keys, Florida, especially the northwest channel. Saint Mark's River, Florida. Isle of Wight and Upper Synepuxent Bay, Maryland and Indian River, Delaware, with the intervening land, with a view to connect their waters. Monokin River from its mouth to Princess Anne. Wicomico River from its mouth to Salisbury. From Deal to Seabright, on the New Jersey coast, with a view to build a breakwater to protect the shore and harbor at Long Branch. The shoal between Dauphin Island and Cedar Point, Alabama, with a with a view of ascertaining the most practicable point for making a channel through the same of sufficient depth and width to afford a good and safe passage for steamboats and other vessels in the trade be- tween the waters of Mobile Bay and other places on the Gulf of Mexico. Newtown Creek from its mouth to Metropolitan avenue in Brooklyn, New York. Ouachita River from its mouth to Camden, Arkansas. Clubfoot, Harlow, and Newport Rivers, North Carolina, on line of in- land navigation to Beaufort Harbor. The harbors of Monroe and Trenton, Louisiana, on the Ouachita River with a view to prevent the caving of banks. LAWS AFFECTING CORPS OF ENGINEERS. 395 Month of ILake Palmyra where it enters the Mississippi River. Bayou La Fourche, Louisiana. Examination s andsurveys, con- Alligator River, North Carolina. tinned. Black Iiver, North Carolina. Sound ibetween Morehead City, in Carteret County, North Carolina. Town Creek, Beaufort County, North Carolina. Ping teague Creek, from Bogg's Wharf to the Warehouse, Acco- Ilack County, Virginia. Bay River, North Carolina Hill's Creek, Northumberland County, Virginia. Hunting Creek, Accomack County, Virginia. Great Wicomico from Cedar Point to Indian Point, Northumberland County, Virginia. Cape Fear River above Fayetteville, North Carolina. Piscataway Creek, Essex County, Virginia. (herrystone Creek, Virginia. Roanoke River, North Cnrolina Calunet River, Illinois and Indiana andThe stone fornmation in the Kankakee River at Momence, Illinois; if made, to be accomlllanied by an estimate of the cost of removing the samne. That the Secretary of War shall cause to be made a survey and esti- mate of the cost of excavating a channel through the Grand and Little Chains in the Ohio River sufficient to pass boats and give a depth of six feet at low water. Piscataway Creek, Prince George's County, Maryland. Chicamuxen Creek, Charles County, Maryland. Port Tobacco Creek, Charles County, Maryland. Dividing Creek, Talbot County, Maryland. Taggart's Valley River, West Virginia, above Grafton to the Three Forks of Buckhannon, and furnish an estimate of the cost of removing the obstructions in the Buckhannon River from the town of Buck- hannon to the Three Forks of said river. Pecatonica River, from Argyle to Wayne, La Fayette County, Wis- consin. For the extension and completion of the breakwater, near the third, in Portsmouth Harbor, New Hampshire, connecting Goat Island and New Castle At and near the mouth of the Great Bay, so-called, with a view to increasing the depth of the flow of water and improvement of the navi- gation of the Piscataqua River and its tributaries. Steele's Bayou, in Mississippi, from its mouthito Swan Lake, in Wash- ington County. The Yazoo Pass, including examination and estimate as to cost and feasibility of putting a lock so as to connect the Pass with the Missis- sippi River. Roebuck Lake, a tributary of the Yazoo River, in Le Flore County, Mississippi. Survey of Black River from its mouth to Trinity, Louisiana, with a view of improving its navigation by shortening its channel by cut-off. Red River, Louisiana, from the Atchafalaya to Fulton, Arkansas, in- cluding relieving the town of Alexandria from the encroachments of the river, removing snags from Cane River, and closing the outlet of the river known as "Sale and Murphy Canal." Bayou Pierre, Louisiana, by removing raft therefrom. Loggy Bayou, Lake Bisteneau, and the Dorcheat, Louisiana; Cane River, Louisiana; and Petit Anse Bayou, Louisiana. To make such survey and report as to the cost of placing locks and dams on the Cumberland River from Nashville, Tennessee, to the Cin- cinnati Southern Railroad in Kentucky, as in the opinion of the Secre tary of War is necessary to complete the examination and report of said river; said report to be- First, as to the practicability of the work; Second, its probable cost from Nashville to the Kentucky line; Third, the cost from the Kentucky line to the Cincinnati Southern Railroad. Fourth, the cost of locking and damming so as to improve Smith's Shoals. The river Brandywine from its mouth to the Market street bridge in the city of Wilmington, Delaware. 396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Examination s That in every case where surveys are made, the report thereon shall and surveys, con- embrace such information concerning the commercial importance, pres- tined. ent and prospective, of the improvement contemplated thereby and such general commercial statistics as the Secretary of War may be able to procure: Provided, That no survey shall be made of any of the above harbors or rivers until the Chief of Engineers shall have directed a pre- Preliminary ex- liminary examination of the same by the local engineer in charge of the aminations. district, 'and then only when such local engineer shall have made such examination and shall have reported to said Chief of Engineers that in his judgment said harbor or river is worthy of improvement and that Appropriation. the work is a public necessity. For making such preliminary examina- tions a sum not exeeding ten thousand dollars may be used out of the Proviso. amount appropriated for surveys: Provided further, That so much of said sum herein provided for surveys as may be necessary shall be used for continuation of the survey of the Arkansas River from Fort Gibson . to Wichita, Kansas. Appropriations That all moneys hereby appropriated shall be immediately available. immediately available. J. WARREN KEIFER - Speak-er of the House of Representatirtes. DAVID DAVIS, President of the Senate pro tempore. IN TILE HOUSE OFL' REPIIESEN'TAT'IVES, Aegust 2, 1882. The President of the United States having returned to the House of Representatives, in which it originated, the bill (H. R. 6242) "making appropriations for the construction, repair, and preservation of certain works on rivers and harbors, and for other purposes," with his objec- tions thereto, the House of Representatives proceeded in conformity with the Constitution to consider the same and has, Resolved, That the Iill do pass, two-thirds of the Iouse of Represent- atives agreeing"to pass the same. Attest: EWD. MCPHERSON, Clerk. IN 'I HE SENAE 'I'o F urNIX'l THIE ) STATES, August 2, 1882. The Senate having proceede( in pursuance of the Constitution, to reconsider the bill entitled "Air act making appropriations for the con- struction, repair, and preservation of certain works on rivers and har- bors, and for other purposes," returned to the House of Representatives by the President of the United States, with his objections, and sent by the House of Representatives to the Senate with the message of the President returning the bill; Resolved, That the bill do pass, two-thirds of the Senate agreeing to pass the same. Attest: F. E. SHOBER, lctling Seeretar . August 5, 1882. CHAP. 389.-An act making appropriations for the legislative. executive. and judi- cial expenses of the government for the fiscal year ending June thirtieth, eighteen hundred and eighty-three, and for other purposes. Be it enacted by the Senate and House of Representatives of the United Appropriations. States of America in Congress assembled, That the following sums be, and Legislative, ex- the-same are hereby, appropriated, out of any money in the Treasury ecutive'and judi- not otherwise appropriated, in full compensation for the service, of the fiscal year ending June thirtieth, eighteen hundred and eighty-three, for the objects hereinafter expressed, namely : IN THE OFFICE OF THE CIIIEF OF ENGINEETIS. itio nal1 A ddit(1 And the services of skilled draughtsmen, civil engineers, andL such emnloysauthror other services as the Secretary of War may (leem necessary may be em- ize , etc. ployed in the office of tlhe Chief of Engineers to carry into effect thle LAWS AFFECTING CORPS OF ENGINEERS. 397 various appropriations for rivers and harbors, fortifications, and sur- veys of military defenses to be paid for from such appropriations: Pro- t'roriso. vided, That the expenditures on this account for the fiscal year ending June thirtieth, eighteen hundred and eighty-three, shall not exceed seventy-five thousand dollars; and that the Secretary of War shall each year, in the annual estimates, report to Congress the.number of per- sons so employed and the amount paid to each. PUBLIC BUILDINGS ANDI GIOUNDS. For clerk in the Office of Public Buildings and Grounds, one thou- Clerk, messen- sand four hundred dollars; and for messenger in the same office, eight ger. hundred and forty dollars. For the public gardener, one thousand six hundred dollars. er. Public garden- For foremen and laborers employed in the public grounds, twenty- Foremen and six thousand dollars laborers. For two draw-keepers for Navy-Yard and Upper Bridges, one thou- Draw-keepers. sand four hundred and forty dollars. Watchmen- For watchman in Franklin*Square, six hundred and sixty dollars. FranklinSquare. For watchman in Lafayette Square, six hundred and sixty dollars. La fa ye t to Square. For two day watchmen in Smithsonian Grounds, at six hundred and Smithsonian sixty dollars each, one thousand three hundred and twenty dollars. Grounds. For two night watchmen in Smithsonian Grounds, at seven hundred and twenty dollars each, one thousand four hundred and forty dol- lars. For one watchman for Judiciary Square, and one for Lincoln Square J u di c i a r y and adjacent reservations, at six hundred and sixty dollars each, one Square. thousand three hundred and twenty dollars. For one watchman for Iowa Circle, one watchman for Fourteenth Iowa Circle, Street Circle and neighboring reservations, one for Rawlins Square and etc. Washington Circle, one watchman for McPherson and Farragut Squares, one for Stanton Place and neighboring reservations, one for Armory Square and reservations east to Botanical Garden, one for Mount Ver- non Square and adjacent reservations, seven in all, at six hundred and sixty dollars each, four thousand six hundred and twenty dollars: Provided, That hereafter all watchmen provided for by the United States Proviso. Government for service in any of the public squares and reservations Watchmen to in the District of Columbia shall have and perform the same powers and powers as and duties as the Metropolitan police of said District. Metropolitan p o- % lice. For one bridgekeeper at Chain Bridge, six hundred and sixty dol- Bridge-keeper, lars. Chain Bridge. For contingent and incidental expenses, five hundred dollars. Contingent ex- * * s.* - penses. Approved, August 5, 1882. CHAP. 433-An act making appropriations for sundry civil expenses of the govern- August7, 1882. ment for the fiscal year ending June thirtieth, eighteen hundred and eighty-three, and for other purposes. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the following sums be, and A p p r o p r i a- the same are hereby, appropriated for the objects hereinafter expressed tions. Sundry civil for the fiscal year ending June thirtieth, eighteen hundred and eighty- expenses. three, namely : BUILDINGS AND GROUNDS IN AND AROUND WASHINGTON. For the improvement and care of public grounds as follows: I m p rovement For improving grounds south of the Executive Mansion, fifteen thou- and care of pub- sand dollars. lic grounds. For ordinary care of greenhouses and nursery, including construction of two additional greenhouses for propagation of bedding plants for decorating the public grounds, four thousand dollars. For ordinary care of Lafayette Square; one thousand dollars. For care and improvement of reservation numbered three (Monu- ment Grounds), one thousand dollars. 398 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For construction and repair of iron fences, five hundred dollars. For manure and hauling the same, five thousand dollars. For painting iron fences, vases, lamps, and lamp posts one thousand five hundred dollars. F ,r purchase and repair of seats, one thousand dollars. For purchaseand repair of tools, two thousand dollars. For trees, tree-stakes, lime, whitewashing, and stock for nursery, three thousand dollars. For removing snow and ice, one thousand dollars. For flower-pots, twine, baskets, and lycopodium, one thousand dol- lars. For care, construction, and repair of fountains in the public grounds, including the enlargement of basin and purchase of suitable material for the fountain at the north front of the Executive Mansion, two thou- sand dollars. For abating nuisances, five hundred dollars. For improving various reservations, fifteen thousand dollars. For improvement and care of Smithsonian Grounds, five thousand dollars. For improvement of reservation nunmb'ed seventeen and site of old canal northwest of same, twenty thousand dollars: Prorided, That no part thereof shall be expended upon other than property belonging to the United States. For paving roadways and sidewalks to the north front of the Execu- tive Mansion, ten thousand five hundred dollars. For rent of the office for the use of the " colonel in charge of public buildings and grounds," in the city of Washington, six hundred dol- lars; to be paid from the appropriation for rent of quartermasters' offices in the act making appropriations for the Army, and for other purposes, for eighteen hundred and eighty-three. E x e c u t i ve For repairs and fuel at the Executive Mansion as follows : Mansion. For care and repair of the Executive Mansion, including the im- provement of the drainage of the - basement, twenty thousand dollars. For refurnishing the Executivo Mansion, twenty thousand dollars. For fuel for the Executive Mansion and greenhouses, two thousand live hundred dollars. For care and necessary repair of the conservatories of the Executive Mansion, five thousand five hundred dollars. For lighting the Executive Mansion and public grounds: For gas, pay of lamp-lighters, gas-fitters, plumbers, plumbing, lamps, lamp- posts, matches, and repairs. of all kinds, fuel and lights for office, and stables, for watchmen's lodges, and for the greenhouses at the nursery, Proviso. fifteen thousand dollars: Provided, That for each burner not connected with a meter in the lamps on the public grounds no more than twenty- five dollars shall be paid per lamp for gas, including lighting, cleaning, and keeping in repair the lamps, under any expenditure provided for in this act: and in case a contract cannot be made at that rate the en- gineer in charge is hereby authorized to substitute other illumin ating material in the lamps on the public grounds, and to use so much of the sum hereby appropriated as may be necessary for that purpose. Repair of va- For repair of water-pipes and fire-plugs: For repairing and extend- ter-pipes, etc. ing water-pipes, purchase of apparatus to clean them, and cleaning the springs and repairing and renewing the pipes to the same that supply the Capitol, the Executive Mansion, and the building for the State, War, and Navy Departments, two thousand five hundred dollars. Telegraph be- For telegraph to connect the Capitol with the departments and Gov- tween Capi tol, ernment Printing Office: For care and repair of the same, one thousand etc. five hundred dollars. Hospital for ca- For the new hospital. for cadets at the Military Academy at West dets at Military Point, namely : For blinds, laying pine flooring and base board, doors, Academy. windows, bath-rooms, water-cl( sets, locks, screws, hinges, basement windows, outside doors, iron mantels, with grates, plastering, plumbing, gas-fitting, iron stairs, gas fixtures, iron railing and platform, painting, retaining wall, with coping outside of sally-port, platform and stairs to bath-room and closet, inclosing grounds with wall and fencing, water- tank, skylight in roof of main building, inclosure of basement and stairs, iron paneling, and for steam-heating apparatls, fifteen thousand dollars Building for For the building for the State, War, and Navy Departments: For State, War, and continuing the construction of the north wing; painting, decorating, :Tavy Depart- aind interior finish; and completion of the approaches, cleaning down meaits. LAWS AFFECTING CORPS OF ENGINEERS. 399 stone-work of exterior walls, cleaning up and preparing for occupancy and minor operations for completing this wing; and for labor and con- tingencies, one hundred thousand dollars. For preparing granite for the construction of the west and center wings and preparation of foundation, three hundred and fifty thousand dollars. For furniture, carpets, file-cases, and shelving for the north wing of the State; War; and Navy Department building,, fifty thousand dol- lars. Survey of northern andnorthwestern lakes: For printing and issuing Survey ofnorth- charts for use of navigators, electro-typing copper-plates for chart- ern and north- printing, and completion of office-work, twelve thousand dollars. western lakes. Approved, August 7, 1882. CHAP. 470.-An act to authorize the construction of a bridge over the Saint Croix August 8, 1882. River between the city of Calais, Maine, and Saint Stephen's, New Brunswick. Be it enacted by the Senate and House of Representatives of the United States of America.in Congress assembled, That the Maine Shore-Line Railway Bridge over Company, a corporation organized and created under and by virtue of Saint Croix Riv- the laws of the State of Maine be, and is hereby, authorized and em- li eteen a- powered to construct, own, maintain, and operate a railway bridge over Saint Stephen's, the Saint Croix River between the city of Calais, in the State of Maine, New Brunswick. and the town of Saint Stephen's, in the Province of New Brunswick, Dominion of Canada, at such point as may be most convenient to said corporation to unite and connect their railroad to be constructed by them in the said city of Calais with any railroad that may be constructed by any person or company in the said Dominion of Canada, and to build and lay on and across said bridge ways or tracks for the passage of rail- way trains and foot-passengers, for the transit of which said corpora- tion may charge a reasonable toll; and that said bridge, when corn- Declared alaw- pleted, shall be deemed and taken to be a legal structure. filstructure. SEC. 2. That the plan and location of any bridge the construction of Plan and loca- which is hereby authorized shall be subject to the approval of the Sec- tion to be ap- retary of War; and the bridge, if built at any distance greater than proved by Secre- of War. one hundred feet below the present toll-bridge between Calais, Maine, tary and Saint Stephen's, New Brunswick, or the head of navigation, shall be so located as not to obstruct, impair, or injuriously modify the free Free navigation navigation of the river, and shall be built with the piers parallel to the o f river pr e - current, leaving the water-way unobstructed by rip-rap or piling, or served. other obstructions, and shall have at the crossing of the main channel Piers, etc. of the river a draw of not less than sixty feet of clear opening, which Draw. shall be located at a point best calculated to accommodate commerce, which draw shall at all times be opened promptly for passing vessels upon reasonable signal, except when railway trains are passing over the same; and at all times during the season of navigation proper sig- nal lights shall be used and maintained at the expense of the aforesaid Lights. company to guide vessels approaching said draw: Provided, That the Pfroviso.. construction of said bridge shall not be commenced until the plan and location thereof have been approved by the Secretary of War, and the said company has been notified of the same in writing: And provided further, That the consent of the proper authorities of the Dominion of Canada shall have been obtained before said bridge shall 1)e lilt or commenced. SEC. 3. That the right to alter, amend, or repeal this act is hereby Right to alter, expressly reserved. And the right to require any changes in said struct- amend, or repeal nre or its entire removal at the expense of the owners thereof, when- reserved. ever Congress shall decide that the public interest requires it, is also expressly reserved. Approved, August 8, 1882. CHAP. 472.-An act to authorize the construction and maintenance of a ponton August 8,1882. railway Bridge across the Mississippi River at or near the mouth of the Upper Iowa River, in the State of Iowa. Be it enacted by the Senate and House of Representatives of the United Upper Iowaand States of America in Congress assembled, That the Upper Iowa and Mis- Mississippi Riv- sissippi River Railway Compan y, a corporation duly organized under authorized to the laws of Iowa, or its assigns be, and is hereby, authorized and em- build and main- powered to construct and maintain, between a point at or near the tain apon t o n mouth of the Upper Iowa River, in the State of Iowa, and a point at or across Missis near the village of Victory, in the State of Wisconsin, for railroad pur- sippi River. 400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. poses, a ponton railway bridge, subject, however, to the terms. provis- ions, restrictions, and requirements contained in chapter two hundred R. S. and twenty-four of the supplement to the Revised Statutes of the United Proviso. States: Provided, That said bridge shall not be built or commenced Plans, etc., to until the plan and specifications for its construction have been submit- be approved by ted to the Secretary of War for his approval, nor until he shall approve ec re t ar y o f the plan and location of said bridge; and if any change be made in the War. plan of construction of said bridge at any time, such change shall be subject to the approval of the Secretary of War ; and any change in the construction or any alteration of said bridge that may be directed at any time by Congress or the Secretary of War shall be made at the cost Provis. and expense of the owners thereof: And provided further, That the right is hereby reserved to Congress to alter, amend, or repeal this act; and in case of the repeal of this act the bridge shall be removed without expense to the United States; and if this act be amended, any change or alteration required shall be without cost to the United States. Approved, August 8, 1882. August 7, 1882. CHAP. 449.-An act for the relief of certain laborers employed upon Government Works. Be it enacted by the Senate and House of Representatives of the United Pa yment to States of America in Congress assembled, That the Secretary of War of certain laborers upon govern- the United States is hereby authorized and directed to pay to the la- ent improve- borers who worked upon the government improvements upon the Fox min ments on Fox River, in the State of Wisconsin, under or employed by Day, Call and River, Wiscon- Company (or subcontractors under them), late contractors with the sin, etc. government in the improvement of the Lawer Fox River, in the State of Wisconsin the amount due each of such laborers, respectively, for Work, labor, and services by them done and performed, respectively, upon and about said improvements as aforesaid, out of and from any moneys actually earned by said Day, Call and Company (or subcon- tractors under them) under their said contract with the government, or for work done and materials furnished by said Day, Call and Com- pany (or subcontractors under them), and which have not been paid for by the government, and which may be withheld by the govern- ment, from the said Day, Call and Company on their said contract as Provisos. a forfeiture or otherwise: Provided, however, That if the amount thereot is not sufficient to pay in full the amount due to such laborers, respect- ively, then to pay said laborers pro rata. Such payments may be made after giving notice four weeks successively in some newspaper pub- lished in the County of Ontagamie, Wisconsin, for such laborers to present and prove their claims: Provided further, That such payments be made in the State of Wisconsin, by and through some engineer office of the United States designated by the Secretary of War: And provided further, That no money shall be paid by virtue of the authority of this act except out of such sum or sums as in the opinion of the Secretary of War may be lawfully withheld from the assignee in bankruptcy ot said Day, Call and Company as a forfeiture under the terms and con- ditions of their said contract Approved, August 7, 1882. August 7, 1882. CHAP. 461.-An act for the relief of Major W. R. King. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the accounting officers of W. R. K in g, the Treasury are hereby authorized to pass to the official credit of Major credit in ac-W. R. King, disbursing officer for the Tennessee River improvement, counts, the sum of three thousand nine hundred and seventy dollars, and eighteen cents, that being the unrecovered balance of five thousand two hundred and forty dollars and eighteen cents of public funds forcibly taken from A. G. Smith, receiver of materials, on Mitscle Shoals Canal, in the State of Alabama, by William Ryan and two other armed robbers, on the eleventh day of March, eighteen hundred and eighty-one and for which sum the said W. R. King is accountable. Approved, August 7, 1882. __ __ APPENDIX ES TO TIHE REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 401 26 E i APPENDIXES TO THE REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. FORTIFICATIONS, Etc. APPENDIX No. I. REPORT OF THE BOARD OF ENGINEERS ON THE MEANS FOR PROTECT- ING THE SITE OF THE FORT AT SANDY HOOK _FROM EROSION BY THE SEA. OFFICE OF BOARD OF ENGINEERS FOR FORTIFICATIONS AND FOR RIVER AND HARBOR IMPROVEMENTS, &C., New York, November 18,1881. GENERAL: The Board to whom was referred, from the Office of the Chief of Engineers, by indorsement of August 12,1881, the consideration of the oscillations of the shore line at Sandy Hook, N. J., with the inquiry whether the fort at Sandy Hook is in such danger by reason of these changes as to warrant the large expenditure which would be required for the protection of the site, have the honor to report: The papers sent from the Office of the Chief of Engineers for the con- sideration of the Board were: 1. Letter, with sketches, from General Benham, in charge, to the Chief of Engineers, January 14, 1878. 2. Letter from same to same (with sketches), December 13, 1878. 3. Letter, with inclosure and three photographs, from Capt. W. S. Staring, Ordnance Department, of June 11, 1881, to Lieut. Col. T. G. Baylor, commanding Ordnance Proving Ground at Sandy Hook. 4. Letter from General Benham to the Chief of Engineers of August 12, 1881, in reference to the above. 5. Letters from same to same of August 13, 1881. General Benham, at the request of the Board, furnished tracings ex- hibiting the shore lines from 1778 to 1878, inclusive, and also caused the shore line to be taken October 5, 1881, by which means the Board are in possession of the latest data in reference to encroachments upon the high-water line. Reference is made to tracings A, B, C, sent herewith. 403 404 REPORT OF THE CHIEF OF' ENGINEERS, U. S. ARMY. It appears that the rate of movement of the point of the Hook north- ward was, from 1778 to 1819, 550 feet, at the yearly rate of 13 feet. From 1819 to 1835, 1,150 feet, at the yearly rate of 64 feet. From 1835 to 1844, 650 feet, at the yearly rate of 72 feet. From 1844 to 1856, a retrograde movement southward of 450 feet, at the yearly rate of 37 feet. From 1856 to 1864, a movement again northward of 670 feet, at the yearly rate of 84 feet. From 1864 to 1868, 170 feet, at the yearly rate of 43 feet. And, finally, a retrograde mnovement southward, from 1868 to 1881, of 710 feet, at the yearly rate of 55 feet. Directing attention now to the beach east of the fort, the following distances from the northeast and the southeast salients to the line of high-water are compiled from the records: Northeast Southeast salient. emarks. salient. Feet. Feet. ---- 1842 -------------......................... 360 - ------------------- ---------.-.----- - - -- - 370 1.863 .....----..............---...48 ...... ................----------------------------------------------..........510 1864 ...------------....................... 340 .. .... ......... .............. 380 ....---------------------------------------------- 1867 ------ ----..-......------- 375 Jetties 1, 2, 3, 4, 5, and 6 were constructed of 500 concrete and rubble in 1865, 1866, 1867, and 1868. 1870 ..............-- ........--- 210 Additions and repairs made to the foregoing 350 jetties and two others- 1872 ----..----------.. ----.. .... .......... 230 7 and 8 constructed of sheet-piling and brush. 370 1878 ........................ 250 A longitudinal shore protection about 1.300 430 feet long. composed of triangular boxes filled with sand or loose material, was constructed in 1877 and 1878. 1881........................... 210 ---. 410 Owing to the small amount of funds available for the shore protection, work was necessarily confined to the construction of short jettie's, which, although useful in n emergency to cover an exposed point, will be found useless as a solution of the general problem of preservation whenever the causes tending to wear away the site of the fort are in full activity and continue in operation for a term of years. In the appendix to the Coast Survey Report of 1857 will be found a report of the advisory council to the commissioners on the preservation of New York Harbor from encroachment. This report, signed by General Totten, Chief Engineer, U. S. A., and Professor Bache, Superintendent of the Coast Survey, treats, among other matters, of the progressive developments to the northward of the point of Sandy Hook. They say. Various causes were assigned for this growth, and minute observations of the tides and currents were made by the Coast Survey, under the immediate direction of the superintendent, by sub-assistant Henry Mitchell, under the authority of the commis- sioners to test the various suppositions. * * From these observations it was determined that on both sides of Sandy Hook, on the ocean side and on that of Sandy Hook Bay, there prevail during the ebb and flood tides northward currents tending to carry the sand on both the outer and inner shores to the northward. In the False Hook Channel this current prevails for seven hours out of the twelve. On the inside the northwardly current prevails for eleven hours out of the twelve. With regard to the relative moving power of these currents, as com- pared with thlat of the opposite currents in the same localities, Professor Bache, in Appendix No. 27 of the Report of the Coast Survey, 1858, APPENDIX NO. 1. 405 stated that for a current station situated near the upper end and about mid-width of the False Hook Channel, the northwardly current was superior in that respect to the opposite in the ratio of 5 to 1, and that for the shore, on the side of Sandy Hook Bay, the ratio was 45 to 1. Returning to the report of the advisory council it states that at the meeting of the outside and inside northwardly currents their motion is lost, and the sand which they transpIorted is deposited. These currents during the time they are opposed to the proper direc- tion of the ebb and flood currents are eddy currents, and are produced by the draught of the main channel. The report also states that the outside northwardly current had not only carried the materials of the New Jersey coast northward, but it had diminished very much the area of the shoals known as the False Hook and Outer Middle Ground; had deepened the bar at the southern end of the False Hook Channel from 21 to 22 feet; had, according to Mr. Boschke, deepened the channel by li foot, and had removed the bulk- head which, in 1836, closed the northern end of False Hook Channel, giving 30 feet water where there had been twenty years previously but 13 feet; and also that the inlets near Shrewsbury had been closed, due to the same northward drift. In the same report is given the computation of Mr. Boschke that in twenty years 1,500,000 cubic yards of sand had been removed from the False Hook Channel; that about 1,000,000 cubic yards of sand had been transported from the Outer Middle and False Hook shoals, of which half a million had been redeposited at the northern end. Thus 2,(:00,000 of cubic yards of sand had been transported towards the point of Sandy Hook, the main ship-channel, and the southern part of the bar, from this locality alone; bounded on one side by Sandy Hook shore and on the other by the outside of the Outer Middle and False Hook shoals. During the same period the average depth of the main ship-channel had changed but little, and by Mr. Boschke's estimate but 95,000 yards had been deposited in it. The growth of the Hook had added about 2,500,000 to this encroachment, representing with the deposit in the main channel more than the excavation from tihe False Hook Channel. The wear from the inside of the Hook during the same period amounted to 100,000 yards. The council also concluded that the sand from False Hook Channel did not at once reach the bar. As at that time the point of Sandy Hook was rapidly moving to the northward, the question as it then appeared to be was to arrest this movement when it should become excessive. The council also reported that in the twenty years preceding 3,000,000 cubic yards were known to have been removed frlom the channels at the outlet, and that in the shifting of the shoals 54,000,000 cubic yards had been carried inward. (In fact, referring to Mr. Boschke's paper in the Supplement of the Coast Survey Report of 1857, a short calculation will show that 54,000,000 cubic yards of the shoals were carried an average distance of 1,655 feet.) They also stated that all the shoals except Flynn's Knoll had moved to the northeast, while that one had moved to the northwest by west, and also a general deepening of the channels had taken place. The state of things the Board is now asked to provide for is the reverse of the preceding problem. The point of Sandy Hook, instead of moving to the northward by an increase more or less rapid, has, since 1868, re- ceded for a distance of 710 feet, and the northeast salient, together with 406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the whole east front, is now at distances from high-water mark varying from 210 to 410 feet. The advisory council recommended strongly a physical survey of New York Harbor for the purpose of determining the causes of the changes in the bottom which the hydrographic surveys made for their service had exhibited, and also as a means of comparison with future physical surveys. The Board has, however, been unable to find the records of any physical survey of the bar and neighborhood of Sandy Hook having a bearing upon the question submitted to them, with the exception of the physical survey made over a limited area about the year 1857 in the neighborhood of Sandy Hook, and to which reference has repeatedly been made in former portions of this report. Besides the records of the advance and receding of the shore line north of the fort, and to the east, as delineated on tracings A, B, and C, the additional information concerning the locality in question is confined to tracing D, which exhibits the changes in the 18-foot contours of False Hook, Flynn's Knoll, and along the shore of the Hook. With the scanty stock of data supplied from existing records it is impossible for the Board to determine with a certainty sufficient to carry conviction to their own minds all the causes of the growth and de- crease of Sandy Hook, or the limits of these changes. There are, how- ever, some significant facts exhibited which will go far towards the for- mation of the opinions which the Board are required to give upon the points submitted. The axis of the northward growth of Sandy Hook, as shown on trac- ing A, has generally been along a line directed northwest, from the northwest salient of the fort. Since 1868, the date from which the point began to recede, this axis has inclined more to the westward, so that at the present time it has a direction nearly west, and the point of the Hook has consequently made a notable encroachment upon the inside channel. The Board is not in possession of data sufficient, ex- cept in a general way, to assign the causes of this change. The causes affecting the magnitude of the Hook are the currents of the main, of the False Hook, and of the inside channels; to these must be added the action of the waves which stir up the sand of the beach and of the bottom, moving it by their own power of translation, as well as delivering it over to the transporting power of the currents. The re- sultant of these causes has generally had a tendancy to incline the axis of the mass of sand lying north of the fort to the west of north. A deflection westward of the northerly currents of the inside of the Hook would materially assist in this operation, as also slight changes in the direction of the currents of the Main and False Hook Channels, and in this connection it is probable that the wharf at Sandy Hook has had some effect by deflecting the northerly currents of the inside chan- nel more towards the west. The receding of the point of the Hook to the southvward is due to waves and to the eroding action of the currents of the main channel. The encroachments on the beach to the east of the fort are due to the waves and to the currents of the False Hook, which find less work in widening that channel at the expense of the beach than in deepening it; and it is found that the 18 foot curve of that channel has in late years encroached westwardly upon the beach. It cannot be assumed that the changes in the beach north and east of the fort have been caused by a diminution in the periodical amounts of sand transported by waves and currents, for such supposition would APPENDIX NO. 1. 407 be inconsistent with the fact of the general maintenance in equilibrium of the channels and shoals of the bar. The sand in circulation has been mostly thrown up by the waves and so brought under the action of the currents, for otherwise the growth of the point of the Hook, if made exclusively at the expense of the pe- ninsula, would have before this absorbed entire portions of it, and have much attenuated its present dimensions. The present projection into the inside channel of the point of the Hook may be the beginning of a formation similiar to the projection at the Horse Shoe and at the Cove. It is evident that without the accurate knowledge, which could only be furnished by an extensive physical survey, it would be unwise to at- tempt to place a limit to the progress of encroachment upon the beach, encroachments which have already been so great since 1868 that their continuance for a few years would seriously endanger the fort. It is not supposed that the fort is in any immediate danger, but it seems probable that the encroachments on the east shore will continue if not arrested. It appears from the shore line records that the short jetties, before their total or partial destruction, notwithstanding the limited lengths given them, were, under ordinary conditions, efficacious in arresting beach abrasion, helping rather to build up the beach by holding sand-drift. Those that still exist, even in their present condi- tion, are to a certain extent useful. The beach south of Jetty 1, including that portion protected by Nos. 6 and 2, has extended seaward largely since 1872, proving the excellent effect of the system in that locality. The next three in order in a north- erly direction, 1, 4, and 5, constructed- of concrete, though still in place, are much injured, their top portions having been carried away by storm- waves, in consequence of which even smaller waves have penetrated beyond the jetties, washing away the bluff behind their shore ends. Jetties 7, 8, and 3, built of perishable materials, have been almost en- tirely destroyed. Five hundred feet of the triangular bulkhead remain out of the 1,250 feet constructed originally to extend from Jetty 1 (see tracing C) nearly to Jetty 8. Jetties 1, 4, and 5, should be repaired during the summer months by raising them with concrete, made of the best possible material, above storm-tides, at least on their inner ends, and they should be extended into the sand bluffs, and perhaps be further aided by shore protection so as to prevent the possibility of the storm-breakers turning them. To take the place of Jetties 3, 8, and 7, it is proposed at or near position of former Jetty 8, to construct another, extending sufficiently far into the sea (to the 6-foot curve for example), to arrest the currents of the False Hook Channel, strong in this locality. This position is assigned the new pier for the reason that it will there best protect the most exposed part of the fort. Should necessity arise for a second jetty of similar length, the prolon- gation of No. 4 might effect the object desired. However, it is not intended here to prescribe definitely any new jetty except the first named, as the conditions of the problem may be subject to changes which can only be properly studied when they shall have arisen. The proposed short jetty, or jetties, may be constructed of concrete next the shore, and of large stone supported on rafts or mattresses of brush for the greater and outer portion. Stone would be more economi- cal if proper appliances for landing and depositing it were provided. 408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Though it would be better to repair Jetties 1, 4, and 5, as already pre- scribed, yet in an emergency or for lack of funds, the extension inshore may be formed of brush between piles loaded with stone, or even new short jetties might be hastily constructed in the same manner. So under the emergency of progressive injury to the beach, a protection by the bulkhead of triangular boxes (used by General Benham in 1878), filled with heavy materials, will be very effectual, perhaps a necessity. Except in such emergency, however, it will not be advisable to form such bulkhead, even though needed in special cases, until the beach shall have been first reformed within certain limits by the construction of jetties, and in this case the boxes should be heavily framed and filled with stone, or made of lighter frame and filled with concrete. In the estimates submitted herewith the short jetty is supposed to ex- tend outwards only as far as the 6-foot curve; properly, to intercept more fully the False Hook current, it should extend farther, unless there is danger of having its left side swept by the outward currents of the main channel; but as there are no current observations on record appli- cable to the case, the length of the short jetty cannot now be fixed. On the other hand, should the main channel still continue to approach on the north face of the fort as for the past ten years, it will be neces- sary to adopt a system of improvement much more radical and extensive, viz, the construction of two stone jetties, one in a general northerly direc- tion into the main channel; the other in a northeasterly direction into the False Hook Channel, in prolongation of the jetty for the protection of the northeast salient; both anchored in deep water. They should be made of very large stone placed on wide, thick mattresses, preferably on log rafts, and should extend to the 24-foot curve, allowance being made for settlement near their outer ends, viz, for the north one lead- ing into the main channel, a settlement to the depth of 40 feet; and for the other, into the False Hook Channel, a settlement to the depth of 30 feet. These constructions would be the last resource in case of long- continued encroachments from present causes; but even these, costly as they would be, might not prove effectual against the eroding power of the main channel. The estimate appended for the long jetties assumes all proper ar- rangements for landing a portion of the stone at a substantial wharf, arranged with the proper appliances for hoisting, and also a tram or railway to transport the same to proper points. Should the construction of the two long jetties become necessary the northern must be built simultaneously with the eastern, otherwise the latter might be undermined by the exposure of its left side to the cur- rents of the main channel. To obtain the form of the bottom upon which were framed the calcu- lations for the amount of materials needed in the construction of the jet- ties, the Board had to rely upon the Coast Survey charts scale, 4aooi, published in 1874, with hydrography up to 1872. The figure of the bottom, and therefore the amounts of material, are consequently somewhat conjectural. We are well aware that this shore is exposed to very heavy storm- waves, and that ordinary waves impinge with an obliquity to the shore line so as necessarily to roll the sand northward cutting away the beach as far above high and below low water as their effects extend, while at the same time the set of the current in the same direction adds to the wave power in transporting this stirred-up sand. The exposure of the position necessitates strong constructions for this locality, and however the jetty may be built there will be a liability to injuries and a conse- 5 co s SHEET A 'K 7o accompany report of 3oard of Engincers L of Norv. 8. /88/, on the preserratidoll ofandy Hoo NJ, 5 from encroacehment of thfeles. Scae00 '1' 'N 0 *.o 0II I00' ,,Oa /, oo af 7eC" The survey of /#f9 A I'S. Coast ,urrey /866 /86i .Engineer .Dparment # /863 liG f 1 CQAi 1'86/ (Jebruary) 186 uf off' 5 ,i /866 -i 0E' 0fd 0 1867 (February) 0 ,'ilro SlulrrA '" 0\ /867 (ArugfuA,) 1/868 /870 1871 /A'e vS g ul Serrie 5atunc /872 /878 / Wsterntnon iSelattion 188f Qrdnrul ce Inrsm flou4'6 4 4 f &16 Seft(*II } I4If 1 t* , t4e!r oUfr A. bt rd pttt*Th~bow wkbuidki4t/6 rrI I :?vu, I I. arr enaddr;rru S~ ' f WSL G,' r¢ Liyht OHowuse SHEET B. To accompany report ofnBoard o/J'ny9ineers of Nov./8 /881, on 6tecpreserraction o/Can6dyJookWIV.J from encroachent ofte sect. Seale. Rin a0 0 /so ,op E*. o So ThfSurvey of /778 V John dill, ,Rrd tisk Arnzj JF JrW Ble6Bc3zrres 0 N y . 1813 "Cape .Leconte . . . 1835. l. S.CoastSutrrey ... 18v S. 'Top. Enginteers -- ,. 3 ===M=!T SHEET C. /" To tc otp/naniy rer or if' Lba,' o/ /f/qilee/5 .. of Nov. /8 .. 1I88,on te/? prererv vton I o/ .&nd y //ooA- AaJ fromr, encroac/menf. ot .e -Sea. Searle. ,oo so o as o soj o ao B oo70 o soa ja iroo /aooeei. 0o bFogBeZL Io ' lTgraz, St eL iorc. East Beacon . 1w N:1 , 1 t3 t- toe K t 4 t tO L--_ W Wst $eatcw+. 1mdes. -5, U .ny \ _ s ~SC c APPENDIX NO. 1. 409 quent necessity for repairs. It is not an easy problem to stay the wear- ing away of a beach where there is a constant tendency to encroach- ment. It will require watching and doubtless frequent appropriations to meet unforeseen contingencies. Respectfully submitted. Z. B. TOWER, Colonel of Engineers, Bvt. Maj. Gen., U. S. A. JOHN NEWTON, Colonel of Engineers, Bvt. Maj. Gen., U. S. A. HENRY L. ABBOT, Lieut. Col. of Engineers, Bvt. Brig. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A., Washington, D. C. Estimate for cost of short jetty at point opposite northeast bastion of fort at Sandy Hook, N. J., as proposed in the foregoing reportfor preservation of shore line. Short jetty of concrete, east shore 700 feet long : Concrete, 3,123 cubic yards, at $12 .$3............................ . $37, 476 00 Stone, 950 cubic yards, at $2.80 ... ... - .. ............... ..... 2, 660 00 Brush for mattress, 1,430 cubic yards, at $1.62... ............ ....... 2, 316 60 42, 452 60 Estimate for same jetty made of stone instead of concrete: Stone, 6,965 cubic yards, at $2.80............ .......... .......... .... $19, 502 00 Brush for mattress, 4,603 cubic yards, at $1.62 ........... ......... 7, 466 86 26, 968 86 The base made of logs covered with brush will probably be the better construction Estimate for two long jetties-one for the north end, the other for the east shore of Sandy Hook-prescribed to meet the contingency of the non-success of the short jetties. Stone jetty, north shore, 1,850 feet long, constructed with base of logs: Stone, 54,155 cubic yards, at $2.80 ............... .............----. $151, 634 00 Log raft, 14,165 superficial yards, at $1.............. .. ......... 14, 165 00 165,799 00 The same with brush mattress for a base: Stone, 44,795 cubic yards, at $2.80 ................................ $125, 426 00 Brush for mattress, 16,320 cubic yards, at $1.62..... .............. 26, 438 40 151, 864 40 Stone jetty, east shore, 1,750 feet long, if made with base of logs : Stone, 61,698 cubic yards, at $2.80 ......--......--.... ..........---...... 172, 754 40 Log raft, 14,705 superficial yards, at $1. ... ..................--.... 14,705 00 187,459 40 The same with a mattress base : Stone, 51,552 cubic yards, at $2.80 ..........-..... .................. $144, 345 60 Brush for mattress, 16,746 cubic yards, at $1.62......... ...... ...... 27, 128 52 171, 474 12 Plant for east and north shore jetties, $30,000. APPENDIX No. 2. REPORT OF THE BOARD OF ENGINEERS ON THE CONDITION OF THE FORTIFICATIONS, AND WHAT NUMBER OF THEM, IF ANY, CAN BE DISPENSED WITH.* OFFICE OF BOARD OF ENGINEERS FOR FORTIFICATIONS AND FOR RIVER AND HARBOR IMPROVEMENTS, &C., Army Building, New York, November 30, 1881. GENERAL: Referring to your indorsement of November 16, 1881, upon the letter from War Department of the 15th, asking for " report of the condition of the fortifications, and what number of them can be dis- pensed with," &c., this Board has the honor to submit the following reply: In order that the present condition of the fortifications of the United States maritime coast may be readily and fully comprehended, the fol- lowing brief exhibit of their history and progressive changes seems .necessary : The first forts planned for sea-coast defense were intended to meet the :attack of sailing ships of war, and so far as completed were deemed sufficient for that purpose. A small number of them at especially im- portant localities were designed to resist a siege, and were larger than would now be needed, and all of them were intended to be strong enough on the land fronts to insure their safety against land attack until re- lieved by our own forces. The sparse population of our country at the date of their inception demanded such strength of tracd, for no one at that time could predict our very rapid national development. With the advent of steam as a propelling power for naval ships armed with guns of increased caliber (9 and 11 inch smooth bores), came a necessity for increased power on the side of the shore defenses. This was effected in part by the addition of barbette batteries exterior to those forts whose sites permitted their construction, and in part by the erection of new castellated works with several tiers of guns, like Fort Wadsworth, Sta- ten Island, New York; Fort Constitution at Portsmouth, N. H., and Fort Carroll, on the approaches to Baltimore. There can be no doubt that forts of this character, armed with 8 and 10-inch Rodman guns and aided by channel obstructions, would have proved efficient as against the wooden vessels of their date, as they furnished secure emplacements for so large a number of effective guns as to make their attack a very risky and improbable event. No fleet of wooden ships could take and hold positions near enough to them during the time requisite to injure their scarps by battering. This system of fortifications, initiated when steam vessels were first introduced into the navies of maritime powers, as developed from that time up to the year 1860 in the United States, was beyond cavil the best in the world, and would have proved itself an efficient defense for our sea-coast, but for the great advance in naval warfare, commenced about that date, by giving iron protection to ships and arming them with rifled guns of 9, 10, and 12 inch caliber, throwing enlongated projectiles of 250, 400, and 600 pounds weight. Even against *Reprinted from Senate Ex. Doe. No. 3, Forty-seventh Congress, first session. 411 412 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. this earlier class of iron-clads, had naval progress stopped here, our forts could have made an effective resistance by mounting in their case- mates 9, 10, and 12 inch rifles. To effect that end some modifications, especially in the embrasures in the way of iron shields, would have been required. All barbette batteries, without great cost per gun, could have been changed to admit 12-inch rifles. The Board of Engineers, organized in 1867 to take up the subject of sea-coast fortifications and to work out plans for their modification to meet the wants of the day, made some trials to test the endurance of the masonry scarp of Fort Delaware with an embrasure shield, both of which resisted very fairly, and they concluded therefrom that were it a question to meet the ships and armaments of that date the existing forts and batteries could be so strengthened and armed as to effect that end. In their full report upon this subject, made in 1869, they predicted the continuous advance which has since been made in ships and their arma- ments, drawing the inference therefrom that it would be unwise to adopt any system with a view to strengthen our masonry forts to meet the then existing condition of naval warfare, giving it as their opinion that before such modifications could be effected the progress made in ships' armor and in guns might render such changes, if not useless, at least but partially effective. England at that time recognizing the necessity for giving security to its more important harbors, and especially to its naval depots at Portsmouth and elsewhere, devised and commenced for their defense inclosed forts with masonry scarps and with iron shields for protecting the guns, and others with continuous iron scarps. Our own Board of Engineers did not think it prudent at that state of development of armor and guns to adopt the English method. Rather in obedience to the necessity for some more ready and inexpensive method of giving partial security to our exposed harbors, they recommended the construction of earthen barbette batteries for 12-inch rifled guns wherever they could be developed, with protection to the gunners from enfilade and very oblique fire by high earthen traverses and thick para- pets, together with such changes upon the ramparts of existing forts as would admit the 12-inch rifle to be mounted thereon. Recognizing the efficiency of vertical fire against the decks of armored ships-their most vulnerable portions-they further recommended mortar batteries to aid the direct fire of barbette guns. But in view of the fact that ships of war propelled by steam move rapidly, and might therefore take the risk of running the gauntlet of all the fire the above batteries might bring to bear upon them, their. report urged the necessity of channel obstruc- tions, giving the preference for such purpose to a system of submarine mines classed as torpedoes, and advised that the officer in command at Willets Point of the Engineer Battalion should be charged with devel- oping such system. With the foregoing principles and conclusions, ap- proved by the Chief of Engineers and the Secretary of War, to guide their action, they devised plans of defense, first for all the more impor- tant harbors of the United States sea-coast, and since for those of minor value. Those plans have been but partially executed for the want of appropriations, as appears from the following report, so that nearly all of our most valuable sea-coast centers of commerce, wealth, mnanulactur- ing interests, and navy-yards have but feeble defenses to secure them from a determined attack by sea. And in this connection it may be well to remark that there are no suitable guns to arm those battery emplace- ments that have actually been prepared, excepting a small number of smooth-bore 15-inch Rodman's and converted 8-inch rifles. The system of torpedo defense which has been developed and estab- APPENDIX NO. 2. 413 lished by the engineer officer in command at Willets Point, with abundant material on hand, and with the aid of a sufficient number of trained experts, could be applied with great success in the channels of approach to harbors, provided suitable arrangements in our existing forts for their service were prepared beforehand; and further, that a sufficient number of effective guns on shore were mounted to prevent the enemy from destroying them. The arrangements above alluded to in the way of secure casemated electrical operating rooms and of masonry underground galleries to carry the cables below low-water will require much time for their construction, and should therefore be commenced without delay. Referring to the condition of our sea-coast defenses, as set forth in the report following, we would remark that the batteries designed by the Board of Engineers were intended to be armed with the 25-ton 12-inch rifle. Within a very short period great progress has been made both in guns and projectiles. The English 12-inch gun has been increased in weight up to 43 tons, and with a charge of 285 pounds of powder will throw a projectile of improved form and metal weighing 800 pounds with very great velocity. Though the penetration of this projectile into iron has not yet been determined by trial, it is computed by the established formula that it will pass through a shield of iron 24 inches thick at close range. Of course it is very desirable and a necessity that our barbette batteries should be armed with this or a similar 12-inch gun. Those batteries that have been arrested in their construction by the failure of appropriations therefor may be adapted to receive this later model of gun where necessary, the 10-inch improved rifle being used in those emplacements now ready. It should be noticed that this advance in the 12-inch gun favors vastly the shore battery as against the ship. Li addition to the guns above noticed, 80 and 100 ton guns, using charges of 400 and 500 pounds of p)owder, and projectiles weighing, respectively, 1,700 and 2,000 pounds, have been successfully constructed, and have been mounted in turreted ships of war. England has also sent, or is about to send, four of these largest guns to its forts in the Mediterranean at Malta and Gibraltar. Though ships mounting such guns cannot be numerous, they will doubtless form a, part of the future naval power of maritime nations; and shore defenses must be planned with a view to meet their attack. The question for the shore defense is, however, rather the armor of the ship than its armament. Whatever may be the former, the shore gun must be sufficiently powerful to throw a projectile that will pierce it with certainty at a distance of a mile, and seriously injure it at double that distance. The projectile of the 12-inch gun will not pass through the water-line armor, 24 inches thick and strongly backed with teak, of the casemate of the English " Inflexible," at that distance. In that view it seems probable that the shore battery will require a few 100-ton guns, especially for the defense of cities so important as New York, Philadel- phia, and Boston, and that involves the question of iron revolving tur- rets on shore for their reception and maneuvering. The existence at any point of a few turrets so armed would probably, in connection with a full development of 12-inch rifles in barbette, aided by several torpedo lines, make an attack improbable. The masonry forts now existing are by no means useless. On the contrary, they are very necessary and valuable adjuncts to our harbor defenses. They are keeps to the posi- tion, furnish quarters to the garrison that will be required to man the batteries, will cover magazines and storehouses, and furnish casemates for electrical operating rooms, and for repelling with artillery fire naval operations designed to destroy the torpedo lines. 414 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.. Torpedo lines thus operated are now so effective that no fleet would attempt to ignore their existence and run past the land batteries, trust- ing to speed as a protection against being hit. Their first operation must be to open a passage by counterminin g, grappling, or other methods which would be attempted probably under cover of the night or fog by boats or small vessels either without armor or lightly armored. Such work would be too dangerous to justify the use of the larger and more unwieldy ships of war. To meet this preliminary attack the channel must be swept by a heavy fire of grape-shot, case-shot, and shells, for which large rifled guns are not suited, partly because they must be too few in number to maintain the needful rapidity of fire, and partly because their projectiles are not adapted to such work. Moreover, where pos- sible, they would be placed on bluffs, while this service would require - guns near the water level to secure the maximum effect. For this duty our existing casemated forts are well suited. Armed even with the 10- inch and 8-inch smooth-bore Rodman guns now in store, and a few small rifles for which the old casemates require no modification, their fire would be both effective and rapid. With enough heavy 12-inch 80-ton and 100-ton rifled guns in exterior batteries to keel) the great armored ships at a distance, these masonry works have sufficient strength todeal with the smaller assailants operating upon the mines. Indeed, if they were not in existence, one of the pressing necessities of the day would be the construction of some form of battery for small guns to serve this essen- tial object. A few only of these forts in positions of minor importance, not avail- able by the largest class naval ships, will do good service as against fleets that can be arrayed against them. The question of arming some of our casemated forts as they stand, and of modifying others to receive large guns, has been under considera- tion by the Board of Engineers for Fortifications since its organization. Though such modifications may be applied in part to a very few works for which plans have been devised, it is thought that in general it would be better economy to use all available means in pushing forward, at least, for some years, the defense by exterior batteries and perhaps the con- struction of iron revolving turrets at two or three of our most important harbors. If rifled guns were on hand suitable for use in our best casemated works it would be advisable to mount them there. But in view of the large cost of producing a short 8-inch rifle by conversion from a 10-inch smooth-bore, we are of opinion that expenditures should be directed to providing the more effective 10 and 12 inch rifles needed for our bar- bette batteries. To the foregoing preliminary remarks we add the following notice of our sea-coast and lake frontier fortifications, giving briefly their present condition and the purpose for which they were designed and constructed, specifying those that are of doubtful utility and assigning the reasons therefor. Commencing with the coast of Maine, the first in order is FORT KNOX, situated upon the Penobscot River, opposite Bucksport, at the narrows, 18 miles below Bangor. This structure is essentially finished in accordance with its original plans. It is a casemated work of excellent masonry. Its exterior bar- bette batteries, however, are mainly relied upon for the defense of this APPENDIX NO. 2. 415 position against a hostile fleet. These batteries are mostly prepared for 10-inch smooth-bore guns. Modified to receive the most improved models of the recent 9, 10, and 12 inch rifled guns, with the aid of torpe- does they will resist effectually the passage of a hostile squadron, and thus secure the anchorage above for our own vessels that may take refuge there and protect Bangor. This fort should be retained and be put in condition to accomplish the purpose of its construction as above set forth, but since 9-inch rifled guns and a few 15-inch guns can be mounted in its batteries as they now exist, there is no immediate de- mand for their modification. FORT POPHAM was designed to command the entrance to the Kennebec River, to cover the harbor of refuge for large vessels above, to protect the city of Bath,, a place of commercial importance, as well as other cities on the interior waters, from predatory incursions by a smaller class of war vessels.. Incidentally it will cover the railroad bridges crossing the Kennebec.. As built it is a casemated work of excellent masonry, suited, however, to receive nothing larger than the Rodman 10-inch smooth-bore, or the converted 8 or 9 inch rifle. Though fully efficient as against wooden: vessels, in its present form it cannot be relied upon to defend the position against the larger class of iron-clads which the river depth will admit, as it could not withstand the continued fire of their guns. It will, how- ever, serve as a keep and be an important aid to the position, the defense of which must be made mainly by exterior barbette batteries, yet to be erected, for the reception of 12-inch rifled guns of the most recent type, throwing projectiles of 800 pounds weight. The position is of sufficient importance to demand the retention of this fort, and its modification to give it the requisite efficiency to close the river entrance, which is very narrow, and therefore readily defended. These modifications are not urgent in view of the greater necessity of more important harbors. PORTLAND HARBOR, MAINE. Forts cammel and Preble are barbette works situated upon the main entrance to this harbor. The former is about half finished; the latter well advanced toward completion, in accordance with revised plans adapting it to receive 12-inch rifles of the old model. The platforms thus far prepared will accommodate the later 10-inch rifle, but larger and stronger platforms must be prepared for the chassis of the most re- cent 12-inch. Large expenditures will be needed to finish these two works in the most approved manner, so that they may fulfill their part in the defense of the main entrances to Portland Harbor. Fort Gorges is a casemated work nearer the city, and essentially com- pleted according to its original plans to receive the 10-inch Rodman smooth-bore. The modifications of the barbette for the reception of heavy guns to fire upon the northeast entrance, though well advanced, have not yet been finished. These three works are in reality an interior line of defense. For an outer line, barbette batteries have been designed and commenced at Portland Head to aid in the defense of the main entrance, and to hold fleets beyond effective bombarding distance of the city of Portland. Other batteries have been planned for Cow Island and the east end of Hog Island, to prevent the entrance of a fleet through Hussey's Sound, and to keep at bay ships that may get through a passage between the. 416 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. islands farther east. These batteries have not yet been commenced. The necessity for the foregoing works to protect Portland Harbor is beyond question. PORTSMOUTH HARBOR, NEW HAMPSHIRE. The former defenses of Portsmouth and the Kittery navy-yard upon the Piscataqua River consisted of old Forts McClary and Constitution- the first a simple barbette battery inclosed by stockade; the latter an in- closed masonry work of simple plan, mounting guns in barbette only. Plans to occupy these sites by forts of the model of 20 years ago were made before the most recent changes had been found necessary in sea- coast defenses. The construction of these works was commenced and had made some progress when it was arrested in 1866 and '67. They are not, therefore, at all available for defense. The Board of Engineers later, recognizing the necessity for an outer line, devised barbette bat- teries to occupy advanced positions at the mouth of the river, viz, one at Jerry's Point, on the mainland, and a second on GerrishIsland, nearly opposite. The latter battery has made little progress beyond the rais- ing of the parapet and the partial construction of two magazines, while that at Jerry's Point has been nearly completed. These batteries are well placed, and if armed with the more recently improved 12-inch rifles will make a good defense. But Jerry's Point battery can receive no larger gun than the 25-ton 12-inch rifle, or more modern 10-inch. Ger- rish Island battery, however, may be so finished as to admit the largest gun needed. The sites of Fort Constitution and Fort McClary should be maintained with a view to occupation as a second or inner line of de- fense, thus securing the interior anchorage for our ships, excluding the enemy's fleet therefrom, and protecting the navy-yard. BOSTON HARBOR. Forts Winthrop and Independence, with their exterier barbette batteries, about two miles and a half below the city, constitute the inner defensive line of Boston Harbor. The former is a keep to the batteries on Gov- ernor's Island, and is completed. The batteries themselves are suited for the reception of the 25-ton 12-inch rifled gun, orfor the recent 10-inch. With slight modifications some 12-inch rifles of the latest patterns could be introduced. Fort Independence is a bastioned masonry work with exposed scarp. It is not adapted to large guns. The barbette batteries on the ramparts have been modified for large calibers, and it is probable that 9 and 10 inch rifles of the recent pattern can be mounted there when procured. An exterior battery for rifles of the same caliber is essen- tially finished. The outer line of defense consists of an earthen battery on Long Island Head to command the Broad Sound entrance, and Fort Warren at the Narrows to close the main channel of approach to the harbor and to cover the anchorage of Nantasket Roads. The modifications of the barbette battery of Fort Warren, as planned by the Board of Engineers, have been in part effected. When finished, 9 and 10 inch guns of the recent pattern can be mounted on the ram- parts. The demiluue has also been changed for guns of the same caliber. The importance of this position doubtless demands for its defense guns as large as the more modern 12-inch, and a small number of 100-ton guns mounted in revolving turrets. The battery at Long Island Head is not very far advanced towards APPENDIX NO. 2. 417 completion, although it is regarded as one of the most important means of defense for the harbor. All the forts and batteries thus briefly noticed are essential to the defense of Boston and its navy-yard, and even other positions shouldbe occupied to make that protection complete. The inner line of defense is in an advanced condition; the outer is quite complete. NEW BEDFORD, MASS. The casemate work on Clark's Point, at the entrance to New Bedford Harbor, is well built of excellent masonry. Although it may receive an 8-inch, and possibly a 9-inch rifle, like all forts designed thirty years ago it is not adapted to guns of sufficient caliber to penetrate the best- protected iron-armored ships of war, nor will its masonry resist much battering by the heaviest guns carried by that class of vessels if per- mitted to close upon the works. The protection of this position therefore requires the aid of exterior barbette batteries, containing emplacements for guns that can contend successfully with hostile fleets, or otherwise the abandonment of all additional means of defense until the approach of war. New Bedford is a city of wealth, some commercial and manu- facturing importance, and has a good inner and outer harbor, in which coastwise traders may take refuge in war if pursued, provided its defense be secured. There can be little doubt that the interests of our coast commerce, and those of the citizens of the place, demand protection for this harbor in the way of efficient barbette batteries suitably armed. Such batteries require much time for their construction. Though the place is of secondary importance, its defense cannot well be delayed until the breaking out of war. It is not out of place here to remark that there are many cities and harbors along our extended coast, possessing about the relative impor- tance of New Bedford, that would invite attack by small fleets if not protected, their harbors being occupied at the will of the enemy and the corporations laid under contribution. In the original designs for the defense of our maritime frontier all such places were to be provided with suitable fortifications, and the fort at Clark's Point was planned and built with that view, and was fully equal to the requirements of the position at the time. NARRAGANSETT BAY, RHODE ISLAND. Port Adams, devised to cover the deep and commodious harbor near Newport, R. I., in connection with suitable works on Dutch Island, was intended to exclude hostile fleets from the waters of Narragansett Bay, and to reserve them for the use of the naval and commercial marine of the United States. These waters during summer and winter constitute a harbor of refuge for our European and coastwise commerce quite equal in every respect to that of New York Harbor, and are even more ac- cessible. To the earlier Boards of Engineers the security of this grand anchorage was regarded as a necessity. In the carrying out of these views Fort Adams was built. This work, proportional to the require- mients of the infant republic, and planned to endure a long land siege, is much larger than would be built, now that it is not liable to such siege. Its present use is as a keep of the position, a storehouse for am- munitionl, and a cover for the garrison. The defense must be made by exterior batteries armed with suitable guns. Such batteries are in pro- cess of construction. It will hardly be possible, however, to close this 27 E 418 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. entrance to Narragansett Bay without the aid of similar batteries on the opposite shore, which have not as yet been planned. Dutch Island is favorably situated in the western entrance to the bay for closing that passage. Batteries have been devised for the position, some portions of which are well advanced towards completion. The full defense of this entrance will require the construction of all the bat- teries planned, with some modifications of emplacements for the recep- tion of the large gun now deemed necessary for like positions. The island should be secured against assault by a keep. Eventually the .opposite shores will need similar batteries of less extent to perfect the defense of the channel on either side of the island. The closing of Narra- gansett Bay will also cover the cites of Providence, Bristol, and Fall River, as well as Newport and other smaller places. NEW LONDON AND HARBOR, CONNECTICUT. The city is on the river Thames, about two miles from its mouth. The harbor and the river above are deep, constituting an excellent land- locked anchorage. They should be secured as a harbor of refuge, and to the exclusion of an enemy. Fort Trumbull, a well-built casemated work, now covers the harbor, so far as its armament of small guns can be made rvailable. A small barbette battery to the north of the work, recently completed, will add largely to the defense of the place as against naval attack, as its em- placements will admit the 25-ton 12-inch rifle or the recent model of the 10-inch. The battery to the south of the fort, prepared for a smaller gun, will admit the 8-inch converted rifle. Fort Trumbull could not withstand the attack of the best class of iron-clads, mounting the heaviest guns now carried by ships of war. It wilP, however, lend aid thereto by its exterior batteries, and will serve as a depot and support for the garrison of the place, and it should be kept in order, and its magazines be made reliable and secure. Fort Griswold, on Groton Heights, opposite the harbor, is a barbette battery of former type. Plans for the modification of this battery to give suitable emplacements for larger guns have been prepared by the Board of Engineers, but no progress has been made towards carrying them into effect. The proper defense of New London and its harbor should be made by batteries placed at the mouth of the river, Battery Griswold and Fort Trumbull constituting the inner line. The government, however, pos- sesses no sites for works in that advanced position. This harbor should be made secure for its excellent anchorage, open at all seasons, and to protect the railroad connections which center at this place. It belongs, however, to that class of harbors admitted as of but secondary impor- tance. NEW HAVEN, CONN. Fort Bale, on the channel of approach to the harbor of New Haven, is a field work of a temporary character in part, as its traverse magazines and bomb-proofs were built of wood, and are now essentially decayed. The ditch, however, and the parapets are preserved nearly intact. The position is a good one, and the fort should not, therefore, be abandoned, as guns could be mounted in it, with some little delay for repairs, if needled. Batteries in a more advanced position would better cover this harbor andl city. APPENDIX NO. 2. 419 NEW YORK. The importance of preventing a hostile fleet from taking possession of this harbor and the cities of New York and Brooklyn, the navy-yard, and the navigable waters of the Hudson, cannot be overestimated. In truth, the approaches by the eastern and southern entrances should be so thoroughly protected as to preclude attack. The State and local inter- ests alone, setting aside those of the country, demand such protection, regardless of the amount of expenditure involved. Failure to success- fully defend New York in war would be a calamity to the nation, crip- pling its resources, and humiliating in the extreme; while its possession would constitute the greatest possible victory an enemy could achieve. The national sacrifice could not be measured by money interests, and the State and city and individual losses would be almost incalculable- many times greater than the cost of suitably fortifying the entire sea- coast of our country. Fort Schuyler.-This three-tier casemated work was designed, in con- nection with a large fort at Willets Point, on the opposite side of the channel, to close the eastern entrance to New York. The two finished would have constituted an excellent defense for the eastern entrance to the harbor against hostile fleets as constituted twenty-five years ago- mostly sailing vessels with light armaments-but would be quite ineffi- cient to meet naval attacks at the present time. Plans made by the Board of Engineers for the modification of Fort Schuyler so that it may receive large guns upon its ramparts have been in part carried out, as well as those for exterior batteries, perhaps the more important of the two. The completion of he work thus devised is imperative. Willets Point.-A large barbette battery for heavy guns, designed to occupy the crest of this height, has been in part completed. It ought to be finished without delay as the readiest means of giving some degree of protection, if not entire security, to this position. The casemated work had made but little progress when its construction was arrested. It is but a small factor in the defenses of Willets Point. It seems probable that the importance of this position will demand the planning of further works, probably turrets for 100-ton guns, to aid in effectually closing the channel between Forts Schuyler and Willets Point. Tor- pedoes will prove a failure unless the shore batteries are powerful enough to keep hostile ships at a distance. SOUTHERN ENTRANCE TO NEW YORK. The most advanced position on this southern approach intended to be occupied is Sandy Hook. The large casemated work devised for this site was commenced in 1857. Though the lower tier of casemates is in part completed, its arrangements require thorough modification to suit it to modern artillery. Its purpose is to prevent the occupation of lower New York Bay by an enemy's fleet, as also to command the main chan- rel of entrance. It seems probable that a strong work at this point, were the passage at the Narrows thoroughly closed, would preclude ves- sels from attempting to run the gauntlet of its fire for the object to be attained, viz, an anchorage under the lee of Sandy Hook. THE NARROWS. Fort Hamilton, on the east side, with its exterior batteries, and Forts Wadsworth and Tompkins, opposite, on Staten Island, with a long line of barbette batteries, constitute the defense of the Narrows. The three 420 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. forts are essentially finished, but neither Fort Hamilton nor Wadsworth can mount guns of the caliber now needed. Fort Tompkins will admit large guns upon its ramparts. The defense of this position must be made by the barbette batteries armed with 10 and 12 in'ch rifles. So important is it to close the Narrows against a hostile fleet, and so fatal would be its passage, that the Board of Engineers regard the construc- tion of iron revolving turrets for eight (8) 100-ton guns, aided by several lines of torpedoes, as essential to secure that end. The forts and exterior batteries on Governor's Island and Bedloe's Island constitute the interior line of defense of New York Harbor. Should the Narrows be forced by a fleet, unless it were much crippled, it is probable that this inner line would fail of its purpose. It might, however, be quite effectual as against a single vessel, or even two, or more, should that number run the gauntlet of the forts and torpedo lines below. They have always been regarded as an important part of the defenses of New York. The earthern batteries are the essential features of this line, and if armed with 12-inch rifles of the longest range they could attack approaching ships as soon as they left the range of fire of the forts at the Narrows. In fact there. would be no position, except in Kill von Kull, between Fort Wadsworth and Bedloe's Island, that a ship could lie out of the reach of guns of one or the other posi- tion. These batteries, however, may be looked upon as of secondary importance compared with those of the advanced positions. But for a harbor so valuable as that of New York, no single line of defense should be relied on. Even all the defenses hitherto projected may be insuffi- cient to secure this city beyond peradventure. DEFENSES OF PHILADELPHIA AND THE NAVY-YARD AT LEAGUE ISLAND. Fort Mifflin occupies a good position for commanding the deep chan- nel of the river Delaware, which lies within a half mile of the work. It is a simple barbette fort of very old style. The Board of Engineers has submitted plans for preparing its ramparts and that of the demilune for large guns, and for barbette gun batteries and emplacements for mortars exterior thereto just south of the work. These have not been finished. Though they constitute the second line of defense of the Delaware, their importance to the safety of Phila- delphia and League Island demands their early completion. The outer line of defense is at Pea Patch Island, and consists of Fort Delaware, a casemated work of the design of 30 years ago, and essen- tially completed, and of barbette gun batteries and emplacements for mortars at Finn's Point, on the Jersey shore, and similar batteries near New Castle, on the Delaware shore. The work of modifying Fort Delaware to receive large barbette guns on the bastions has not been finished by reason of the failure of appro- priations therefor since 1876. It is very essential that the two water batteries on the shores opposite Fort Delaware should be completed, as little reliance can be placed upon Fort Delaware in its present condition. In fact, though it must serve as the keep of the position and the store- house for ammunition, &c., the downstream front, unless very largely thickened and strengthened, could not resist the prolonged battering of ships armed with heavy guns. Such ships could only be kept at a dis- tance and prevented from closing upon the work by guns of great power and long range on the shores opposite the fort. The further defense of this outer line may involve the question of re- volving turrets for 100-ton rifles. APPENDIX NO. 2. 421 DEFENSES OF BALTIMORE. Fort iMcHenry, a barbette battery supported by a scarp, making an inclosed work, constitutes, with its exterior barbette battery, the inner line of defense for this rich city, with its large commerce and manufact- uring interests, and is at this time the sole defense at the entrance of the harbor. Its exterior battery is but partly finished. When com- pleted and suitably armed, it will command the approaches for 3 miles seaward. An outer line, however, is needed for the full protection of Baltimore, which by its rapid growth has already extended to the vicin- ity of Fort McHenry. Fort Carroll, a casemated work long since designed, yet but in small part built, was intended for the outer defense, aided by a battery on the jutting headland opposite known as Hawkins' Point, for which plans have been prepared by the Board of Engineers. A project to modify Fort Carroll for the reception of guns in casemate protected by iron shields, suited to contend with iron-clad ships, has been made. As the channel of approach to this work is an artificial one and nar- row, and therefore favorable to obstruction, the defenses planned, it is thought, will prove efficient protection to the position. They will re- quire, however, much time in their execution, and should therefore be commenced without delay. In the present condition of the above-de- scribed defenses, Baltimore could be protected from attack by sea only by the destruction of its artificial channel. WASHINGTON, D. C. Washington, with its navy-yard, is very imperfectly covered by Fort Foote and Fort Washington on the Potomac. The modification of both of these barbette works in accordance with the designs of the Board of Engineers were long since commenced, but executed only in part before the suspension of appropriations therefor in 1873-'74. In their present conditions these two works would give but a feeble protection to the capital of the nation and its naval establishment. HAMPTON ROADS, VIRGINIA. Fort Monroe, the largest work upon the sea-coast of the United States, was designed to command, in conjunction with Fort Wool, the entrance to Hampton Roads, as well as to cover the cities of Norfolk and Ports- mouth, on Elizabeth River, and the navy-yard at Gosport. The Roads are an important anchorage and harbor of refuge for our own commer- cial marine and war vessels, and should therefore be closed to an enemy's fleet. The fort is casemated in part, and in part protected by the cov- ered way and outer casemate battery. The modified designs of this work contemplate putting as many large sea and channel bearing guns on the ramparts and in the covered way and advanced battery as they will admit, and the construction of an exterior 10 gun barbette battery, ex- tending the present outer casemate battery the length of the channel fronts, thus covering that portion of the exposed scarp, which is built of poor rubble masonry and too weak to resist large projectiles. But a small portion of the above modifications has been carried out, for lack of appropriations, and the fort is not in condition for the effective de- fense of this position. Fort Wool, an inclosed casemated work, lies 1 mile distant from Fort Monroe on the opposite side of the channel. Although commenced in 1818, the preparation of its artificial foundation upon a shoal, with the 4 422 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. subsequent settling, delayed the structure so that the first tier of the faces bearing on the sea and channel with the curved ends only have been finished, the gorge showing but little work done. In its present condition it is not available. Plans for its modification have been pre- pared giving emplacements for 12-inch and 16-inch rifles protected by iron shields. This position may require the aid of revolving iron tur- rets, which, although long since proposed for land defenses, as against attack from the sea, have as yet scarcely been fully adopted. We know of but one, that at Dover, England, suited for the largest-caliber guns and with armor to resist the heaviest projectiles. It seems to be ren- dered necessary, however, by reason of the more recent improvements in ships and their armaments, to meet which the shore gun should be at least equal to that of the attacking iron-clad, and be more fully pro- tected. It is apparent from the foregoing that the defenses of Hamp- ton Roads, covering important interests on the rivers above, are not sufficiently advanced to be effectual. BEAUFORT, N. C. Fort Macon was designed and built many years since to protect the harbor and city of Beaufort against the smaller class of war vessels which could pass the bar. It is an inclosed masonry work, with counterscarp defense for its ditches. Its fire, however, all in barbette, is limited to its ramparts nd covered ways. The city and harbor can be reached by the projectiles of long-range rifled guns on ships outside the bar. The shore defense therefore needs similar guns not only to prevent the smaller class of war vessels from entering the harbor, but to keep them distant from the shore. The fort is a very good keep to the position and cover for needed supplies. The place defended is relatively of minor importance, yet its railroad communications give it some value as a shipping port. DEFENSES OF WILMINGTON, N. C. The entrance to Cape Fear River was formerly defended by Fort Cas- well, an inclosed masonry work at its mouth, suitable to the requirements of the day. This work when abandoned by the Confederate forces was partially destroyed by blowing down the scarp of the southeast face, with much injury to the contiguous faces. The fort is not in condition for defense or for occupation. Designs were some time since prepared for the construction of exterior barbette batteries to receive 12-inch rifled guns to command the channels at the entrance to the river, but they have not been applied to the position, which is now unprotected. Wil- mington, the most important port on the coast of North Carolina, and the anchorage near the mouth of the Cape Fear River require protec- tion, and some provision therefor should be entered upon. The defense of the position is not a difficult question, as the bar at the entrance to the river cannot be passed by deep-draught iron-clads. CHARLESTON, S. C. Fort Moultrie, on Sullivan's Island, and Fort Sumter, opposite and about a mile distant therefrom, are almost the sole defenses for this city, with its valuable harbor and commerce. The first of these works is but a simple barbette battery with a defensive gorge, and inclosed by a low scarp wall. The preparations made to adapt it to large guns are well advanced. APPENDIX NO. 2. 423 Fort Sumter was originally a casemated work, well built, but nearly destroyed during its siege in 1864. Eleven casemates intact are now armed with such guns as they are suited to receive. A large portion of the barbette tier, as modified, is ready for the 25-ton rifled cannon. The defenses of this position, though quite insufficient, have been pushed as far as the appropriations would admit. Fort Johnson, on James Island, if armed with large barbette guns, will add to the protection of Charleston Harbor, and should therefore be preserved. Castle Pinckney, having become dilapidated, has been turned over to the Light-House Board. It might be prepared on the approach of war for a few heavy guns in barbette, and thus with Fort Johnson constitute an inner line of defense. If the dikes now under construction are successful in giving 22 feet of water over the bar, additional defenses will be needed for this harbor. SAVANNAH, GA. Fort Jackson, on the Savannah River, an old barbette work, with some preparation therefor, can receive five large guns, which would be very effective, as the position the work occupies is a very favorable one. Modifications to effect the above purpose were planned in 1870, but have not progressed sufficiently, for the want of funds, to be of any practical use. Fort Pulaski, on Cockspur Island, at the mouth of the Savannah River, is a casemated work, and was intended as the principal defense for the city of Savannah. But little progress has been made in carrying out the changes planned to provide emplacements for guns of large cal- iber to replace the light armament of the original designs. Work done has been principally confined to the demilune. The defenses of this position are not in an advanced state, and therefore quite insufficient. TYBEE ISLAND, GEORGIA. Plans have been prepared for a large barbette battery protected by a keep, to be located on the north shore of this island, for the defense of the anchorage as well as to cover the channel of approach to the mouth of the Savannah River. Although title to the land needed for the above purpose has been acquired, no progress has been made in the construc- tion of the work. CUMBERLAND SOUND, FLORIDA. Fort Clinch, on Amelia Island, Florida, constitutes the sole protection to this anchorage and to the harbor and city of Fernandina, a place of some commercial importance in connection with the shipping interests centering there. Nothing has been done to carry out the changes devised to adapt this fort to the reception of large rifled guns needed for the defense of this position. SAINT AUGUSTINE, FLA. The old Spanish fort San Marco, in this city, being of historical in- terest, would seem entitled to small expenditures simply to preserve it as a relic of a former time. The existing exterior water battery, armed with 8-inch rifles, will be sufficient to prevent small cruisers from run- ning iu to seize the harbor and town. No increase to the defenses seems necessary. 424 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. KEY WEST, FLA., is a coal depot for our Navy and commercial marine. From its position so near the West India Islands, and on the channel track of a very large commerce, it seems a necessity that the harbor of Key West should be held absolutely, even though at great cost. Fort Taylor, a well-built masonry fort, was planned and constructed for that purpose in connection with some redoubts to occupy advanced positions on the island, with a view to keep hostile ships distant from the shore and to prevent any party from landing for predatory purposes, and especially an expeditionary force from getting a footing thereon with a view to its seizure and occupancy. Fort Taylor, however, cannot withstand battering by the heavy rifled guns now carried by iron-clads unless its own power is sufficient to force such ships so far distant as to render their fire inaccurate, and therefore but partially effective. The harbor defense must rely in great part upon shore batteries both at the northwest point of the island and at the advanced redoubts, armed with guns of great efficiency. Some changes have been made on the ram- parts of Fort Taylor to mount there 10 or 12 inch rifled guns near the tower bastions; but with those changes the work is insecure. Even with the aid of the shore batteries, which, though long since commenced, have only in part been completed, the defense of Key West will be dif- ficult and the question of turrets and 100-ton guns must come up in con- nection therewith. A maritime enemy must be prevented from seizing Key West and its harbor and existing works. DRY TORTUGAS, FLORIDA. The harbor formed by these sand islands was selected by the first Board on Coast Defense as a grand naval depot for the Gulf. It is es- sentially closed against storm waves, is commodious, and would afford refuge to our naval and commercial marine during war if protected. Its defense contemplated the occupation of these islands by forts and bat- teries sufficient to exclude an enemy from the harbor. Fort Jefferson, the principal work of the system, has been built upon Garden Key. Though a large fort it is not suitable for large guns, and has not, therefore, the power requisite to prevent an iron-clad fleet from closing on it and injuring it very seriously, perhaps forcing its surrender. Unless guns of the heaviest caliber can find emplacements on this work it will be liable to such attack, provided an enemy is willing to throw away its ammunition for the object to be gained. The modifications to adapt its ramparts contiguous to the tower bastions for 12-inch rifled guns have been but partially effected, and the fort may be regarded as defenseless. The question of strengthening this work and preparing it for a suitable armament adapted to the wants of the day and of occupy- ing other sand keys near demands careful study before decision. The problem is difficult, in view of its changed conditions produced by the great progress made in naval warfare during the past twenty years. The requirements of our own naval service, formed of steamships instead of sailing vessels, affect the strategical importance of the question, rais- ing a doubt if the designs of the early Board on Coast Defense, com- posed of officers of the Navy and of the Engineer Corps, should be carried out in view of the large expenditures they would necessarily demand. There is no necessity for determining this question in haste. More im- portant positions covering vast interests have the first demands upon the country for protection. APPENDIX NO. '2. 425 PENSACOLA HARBOR AND NAVY-YARD, FLORIDA. The entrance to this harbor was formerly defenlded by three works, Forts 1Pickens, Barrancas,and llcRee. The latter, however, has become a riin by reason of encroachments of the sea, and is now worthless. The others, commenced, one in 1828, and the other in 1839, are not modern works, and are quite insufficient for the position. Designs were made by the Board of Engineers for mounting large guns on the bastions and on portions of the sea fronts of Fort Pickens, but eight emplacements only were finished before the suspension of appropriations therefor in 1874. Plans for exterior sand batteries for heavy guns were also pre- pared, which have not been executed. Near the site of Fort McReeposi- tions were selected for similar batteries, which, in connection with those on Santa Rosa Island and on Fort Barrancas, would be very effective, when completed and suitably armed, aided by torpedo lines, to close the entrance to Pensacola, as the larger class of iron-clads cannot pass the outside bar. The above works not having been commienced, there is but little defense as yet provided for this position. Under no circum- stances should a place of the importance of Pensacola Harbor with its navy-yard be permitted to fall into the possession of an enemy. MOBILE, ALA. Fort Morgan, a casemated work at Mobile Point, was completed in 1833. It is well placed to command the entrance to the lower anchor- age or outer harbor, but as only eight 200-pounder Parrott guns can be mounted on the ramparts it will be an ineffectual defense until exte- rior batteries for heavy guns are built. The importance of the position requires the completion of all the works designed. Fort Gaines, on the east end of Dauphin Island, though too far from the channel for the most effective range of guns, is nevertheless a nec- essary adjunct to Fort Morgan in closing this entrance way from the sea. Its exterior batteries, when built according to plans approved, will command the lower anchorage. SHIP ISLAND. The fort on the west end of this island was intended to command the channel of entrance to the anchorage under its lee. It has been a fa- vorite design of former Boards of Engineers to protect by suitable works this harbor of refuge between New Orleans and Mobile, and thus inci- dentally protect the coastwise commerce of Mississippi Sound. It:would doubtless be useful, could it effect the purpose for which it was designed. It is, however, quite insufficient to accomplish that end, even though armed in casemate and in barbette with the most im- proved rifle guns that could be introduced there. It will prove, like Forts Taylor and Jefferson, incapable of defending itself should a pow- erful iron-clad fleet find sufficient inducement to expend its ammunition in the contest for its possession. It does not seem judicious, if it could be done, to make the modifications needed to hold this fort against such attack. There is, however, no necessity for the immediate decision of the question as to what disposition should be made of the fort on Ship Island. NEW ORLEANS, LA., can be approached through Lake Pontchartrain by gunboats to its very suburbs. To prevent attack from that quarter the two passes from the 426 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. Gulf into the lake known as the Rigolets and Chef Menteur have been closed by small casemate and barbette works, the former by Fort Pike, the latter by Fort lMacomb. Projects for strengthening these works and increasing their efficiency by preparing emplacements for rifle-guns in barbette, though long since submitted by the Board of Engineers. have not been carried out. There can be no doubt as to the necessity of retaining these forts and of putting them in an efficient condition. Battery Bienuenue, on the bayou of the same name, was intended to boat expeditions from ascending the bayou to the vicinity of prevent boat New Orleans. This battery, inclosed by a wet ditch and provided with barracks and magazines, was well suited to its purpose, but is now dilap- idated. The Board of Engineers, after inspecting the battery, recom- mended that it be left in its present condition. Should it be necessary during war with a maritime power to hold it by an advanced guard as a vidette station, it could be renovated in a few days so as to be fit for occupancy. Tower Dupre, at the entrance of Bayou Dupre into Lake Borgne, was intended, like Battery Bienvenue, to prevent boats from ascending the bayou with a view to reach the solid ground in the vicinity of New Orleans. It is in an unserviceable condition, and its exterior battery has been leveled. The entrance to the bayou from Lake Borgne has 4 feet depth of water, so that a large predatory party could ascend the stream if left free to do so, and get upon firm land near the Mississippi River. This Board, however, in its report upon Tower Duprd, recom- mended that nothing further than some slight repairs of wood-work should be made to the structure, and that otherwise it should be left in its present condition until the breaking out of war, when it could be readily repaired for occupancy as a lookout by an advanced guard. should it be desirable so to do. DEFENSES OF THE MISSISSIPPI RIVER. The main attack upon New Orleans must be made by way of the river. which admits vessels of deep draught. There are but two small feeble works, Forts Jackson and Saint Philip, about 70 miles below the city, con- structed long ago to command the river approach to it. Barbette bat- teries for rifled guns of large caliber designed to aid the defense by the main works are in an incomplete condition. They. should be pushed forward without delay. The defense of New Orleans is a measure of vital importance, and will require the construction of other works than those already planned to insure the safety of this large commercial city. BARATARIA BAY, LOUISIANA. Fort Livingston, situated on the west end of Grand Terre Island, is designed to command the entrance to the bay, and to guard the ap- proaches by the several bayous leading up to New Orleans from the Gulf in this southwest direction. It is not probable that this work would be demanded at this present day, in view of the fact that New Orleans has increased vastly in population, and has in addition ready communi- cation by steamboat and railway with the Southern and Western States, from which it could derive all the aid required to resist land attack in any direction. The fort, however, commands the entrance to the an- chorage of the bay, which is available for vessels of light draft, and therefore useful for the coasting trale of Texas. It should be kept in order, and armed with rifled guns in barbette to prevent hostile gun- boats from taking possession of the harbor. APPENDIX NO. 2. 427 GALVESTON HARBOR, TEXAS. Though plans of batteries have been devised to cover the entrance to this harbor, no appropriations have been made therefor. PACIFIC COAST. SAN DIEGO, CAL. An earthen work at Ballast Point, to command the entrance to this harbor, was commenced under an appropriation made in 1873. No further funds having since been made available for continuing its con- struction, the batteries have not reached a conditon to be occupied by guns, and in consequence there is no defense for this position. DEFENSES OF SAN FRANCISCO, CAL., INCLUDING THE NAVY-YARD AT MARE ISLAND, AND BENICIA ARSENAL. The Golden Gate, at the entrance to San Francisco Harbor, lies be- tween Fort Point on the south, and Lime Point on the north, and is about a mile wide. One casemated fort has been finished on the south side, and a long line of batteries on the hill crest partially completed. On these batteries reliance must be placed to defend the entrance, and they should be finished at as early a day as possible. Lime Point.-Batteries have been designed to occupy its crest, also Gravelly Beach near by, Point Cavallo, and Point Diablo, upon some of which good progress has been made. The question of occupying the base of Lime Point Hill, when a site shall have been prepared by blast- ing, by a casemated fort with iron shields, by an iron fort, or by turrets has not been fully determined. The contiguous batteries, however, should be pushed to completion, as the defense of the entrance way must depend upon them for many years. The second line of defense consists of a battery on Point San Jos6, within the city limits, extensive batteries on Alcatraz Island, and some smaller batteries, constructed during the late war, on Angel Island. As it is impossible to close the Golden Gate securely by the batteries of the outer line of defense for several reasons, the most prominent of which is that the great channel depth precludes the application of tor- pedo lines between, to aid them, the inner line becomes so much the more necessary, as without it the passage of the first would expose not only San Francisco but all valuable places on the bay and river Sacra- mento. Doubtless the most important position on this second line is Alcatraz Island, and the construction of its batteries has received the earliest attention and aid from appropriations. These batteries can deliver a fire that will reach to the Golden Gate as well as cover both channels to the city. It will cross its fire, therefore, very effectively with that of the outer line, and with that of the batteries on Point San Jos6 and Angel Island. The completion of its defenses, now but partially built, cannot be urged too strongly. Point San Jose is within the city limits, and about 1 miles distant from Alcatraz Island. Its old batteries are ineffective. Plans have been prepared to modify them for the reception of heavy guns, but they have not been carried out. The position is an important one on the inner line of defense of the harbor. Angel Island.--The channel between Angel and Alcatraz Islands, 14 miles wide, cannot be covered efficientiy without the co-operation of 428 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. strong batteries at both positions. The old batteries on Angel Island were built for a temporary purpose, and are now practically unservice- able. New emplacements for suitable guns are needed both on the south and west shores of the island; the latter especially to command Raccoon Straits, the channel leading to San Pablo Bay, Mare Island navy-yard, Benicia arsenal, and to the mouth of Sacramento River. In connection with this inner line of defense, torpedoes will be required to give efficiency to the batteries, and the more so that their application on the outer line is impracticable. San Francisco Harbor is perhaps second in importance only to that of New York. COLUMBIA RIVER. The defenses at the mouth of this river having been built rapidly and for a special purpose, are of a temporary kind-field works in design- with platforms, magazines, and breast-height of wood, mostly decayed. They are of little use in their present condition. The sites, however, should be retained for future works, to cover the anchorage under the lee of Cape Disappointment. LAKE FRONTIER. The defenses for the Lake frontier, so far as constructed, have been applied only to certain places on Lakes Ontario and Erie, to the Detroit River, and to the outlet of Lake Champlain. All of these, with the exception of the last named, were constructed of the simplest form, sufficient merely to resist a sudden assault, and armed only with a barbette tier of guns to meet attacks from a naval force. Naval supremacy has always been regarded as a necessity for protec- tion to our commerce on these waters and to the large cities contiguous to the shores, such as Chicago, Milwaukee, Cleveland, Erie, Buffalo, Oswego, and others. There are peculiar circumstances affecting the relative chances of England and the United States acquiring at the outbreak of hostilities a naval supremacy upon the lakes. By treaty stipulations, both powers are equally enjoined during peace against keeping afloat more than a trifling number of guns; but in other respects the advantage would be largely in favor of England, for while the United States at the commencement of a war would require time to build and launch a fleet upon these waters, the former power might be enabled to send gunboats previously prepared into Lake Ontario by the Saint Lawrence canals, and thence into Lake Erie by the Welland Canal. By these means the United States might be anticipated, and its com- merce on the lakes paralyzed or destroyed, and its cities laid under con- tribution. In this view it is well to note that the Canadian authorities have been for a long period past and are still engaged in enlarging and deepening the canal systems which surmount the Saint Lawrence rapids and connect Lakes Ontario and Erie. To prevent the use of these canals for hostile purposes it would be necessary to block the passage of the Saint Lawrence by heavy batteries, as also to seize and hold the Wel- land Canal, or else destroy locks so as to render the canals unserviceable. The questions to consider are whether at the breaking out of war the United States would be in condition to effect these desirable results, or whether unavoidable delays would not prevent their accomplishment APPENDIX NO. 2. 429 until the English Government had sent into the lakes a sufficient num- ber of disposable vessels suited for the purpose. The military possibilities first stated, taken in connection with the treaty prohibition against preparing a navy in time of peace upon these waters, were the ruling motives for the project and construction of land defenses on our lake coast, and, so long as these possibilities exist, works already constructed that fulfill their purpose ought to be retained. Fort Ontario, Oswego, N. Y.-This work, commenced in 1839, is situ- ated at the mouth of the Oswego River, on its east bank, and on the south shore of Lake Ontario. It is a bastioned work of pentagonal form, with one front facing the lake, one facing the river, and three land fronts. The scarp walls, originally of wood, have been replaced in part by constructions in masonry, the design being to limit their height to 15 feet above the ditch, and to cover them from artillery fire by earth- works. The scarp walls of certain of the flanks have as yet been raised not more than 4 or 5 feet albove the ditch. The work is therefore un- finished and not secure against a coup de main. It cannot secure Oswego against bombardment from the lake or from the land. It is now quite surrounded by the city, except on the lake side, and its offensive action against a hostile fleet would be confined to the artillery of its water fronts. And further, Oswego, situated on a nearly straight line of the lake shore, cannot be made secure against the fire of hostile ships by a further development of batteries along that shore, though additional batteries improvised after hostilities have com- menced would probably deter a small naval force from an attempted bombardment of the city and shipping. Our naval supremacy, or at least equality, on the lake can alone save such cities as Oswego (which have no advanced sites for covering forts) from large naval attacks. As against attacks in force from the lake, or from the land, the fort, there- fore, would not suffice to protect the city, but against a small impro- vised naval force the fort, with a proper armament, would probably de- feat an attempt to burn the shipping. As a nucleus for a local force to prevent raids by land upon the city, the fort would also prove a valua- ble auxiliary. If this fort were not in existence we should not at the present time recommend its construction; if it were complete it would be well to retain it for such security as it would afford. In its present condition what to do with it is doubtful; perhaps the best solution would be to leave it as it is, particularly as it could be made proof against escalade in a short time by temporary constructions. Fort Niagara.-Thiswork, commenced in 1839, is situated on the east bank of the Niagara River, at its outlet into Lake Ontario. It would be principally useful in prohibiting to an enemy the use of the lower part of the river as a harbor, and if upon the advent of war the opposite (Canadian) bank were seized and secured it would cover this harbor for the use of our vessels. The construction of earthen parapets on the river and lake fronts and of parados against reverse fires will be essen- tial to the efficiency of this fort. Some protection should also be given to the magazines. But all work, except what may be necessary for preservation, may be left to the demand of future exigencies. There seems to be no reason why this fort, which may be of utility and is certainly in the way of no one, should at the present time be dismantled and abandoned. Fort Porter, Buffalo, N. Y., commenced in 1842, is situated on the Niagara River, and consists of a square stone tower, or keep, in ruins, surrounded by a square barbette battery. 430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. By joint resolution of Congress, permission was given to the city of Buffalo, through its park commissioner, " to improve and beautify the grounds known as Fort Porter, * * * in connection with a public park to be laid out on land adjoining the said grounds" * * * The title of the land remains in the United States, and a portion of the grounds are occupied for military purposes. The fort itself is of no use. Fort Wayne, Mich.--This work is situated on the west bank of the Detroit River, within the limits of the city of Detroit, and commands the passage of the river. It is a square bastioned work, commenced in 1841, with a brick and concrete scarp replacing the original timbered scarp. Unfinished water batteries lie above and below the fort. The city of Detroit is exposed to bombardment from the opposite (Canada) bank of the river, which in this view, as also to secure the De- troit River to our own vessels, it would be a necessity to seize and hold after hostilities have commenced. The fort may be effectual in preventing the passage of the river in the event of a naval supremacy on the part of the enemy, and under all circumstances would be valuable as a station for a local force to defend the city against limited attacks. For these reasons the Board at the present time do not think it expe- dient to dispense with this fort, though with the exception perhaps of small repairs for its preservation it may be left in its present condition until the emergency shall arise for its use. Fort Montgomery, Rouse's Point, N. Y.-This casemated work, situ- ated at the outlet of Lake Champlain, was commenced in 1841, and is essentially finished. The Board of Engineers for Fortifications, December, 1870, recom- mended the substitution of brick arches for the decaying wooden floors in some of the gun casemates, and also that it be kept in suitable con- dition as a depot for stores and ammunition for troops either moving to invade Canada, or for the defense of this frontier line. They also recom- mended additional thickness to be given to the exposed magazine walls. The modification of the barbette battery was intended to be delayed until some demonstrations were made by the Canadian authorities to deepen the Chambly Canal. In its present condition, if armed with suitable guns, the fort would doubtless be efficient in preventing the passage up the lake of hostile gunboats. This, however, is not the sole function the fort may be called upon to perform. For an invasion of Canada on this line of operations it would at once be a fortified base and storehouse for the invading army. For the reasons above given this fort should be retained and be kept in a state of efficiency. SUMMARY. It must be apparent from the foregoing brief sketch of the fortifica- tions of the Atlantic, Gulf, and Pacific coasts, and the Lake frontier of the United States, that the defenses designed for their protection in their present unfinished condition are altogether insufficient for the security of our important harbors, the centers of commerce, manufactures, and wealth; of many minor harbors, which nevertheless have large interests at stake; of roadsteads useful as a refuge for our commercial and naval marine, and of our navy-yards. It has been fully set forth that the masonry forts devised and in many instances finished in accordfce with a system of defense acknowledged APPENDIX NO. 2. 431 to be the best of its period, though still very useful in many ways, are quite unsuited to cope with iron-clad fleets as now constituted with their improved armaments; that the forts are deficient in strength of scarp walls to give security to guns mounted in their casemates wherever the depth of water is great enough to permit the largest class war ships to approach within battering distance, and that the casemates themselves are not sufficiently capacious to admit guns of the large caliber required to keep such fleets at a distance. The efforts of the Board of Engineers and the Chief of the Corps during the past ten years to meet, at least in part, by a readily applied system of barbette and mortar batteries and submarine mines, the immediate necessity for increased means of defense for our harbors, has been explained, and the cause of delay (the want of appropriations) assigned therefor. The necessity for completing those batteries to receive the most powerful 10 and 12 inch rifled cannon of the present day, and for making all necessary arrangements in the way of casemated electric operating rooms in the forts, and masonry arched gal- leries for connecting them with the submarine cables below the low-water line, and for trained experts to lay down torpedoes and attend to their service, has been set forth. By reason of the more recent and wonderful progress made in the caliber of guns and projectiles and the increase of powder-charges by which great velocities of flight and largely increased penetration into iron shields has been attained, and also the remarkable development in the way of armor protection to war vessels-doubled at least within the past ten years-this Board has felt called upon to set forth the probable necessity for the use of iron Ievolving turrets as an essential aid in the defense of the more important harbors of the United States. Thick enough to be impervious to the largest gun afloat-the 100-ton gun sus- ceptible of being maneuvered by steam power-they should be armed with the samte i)owerful gun, the projectiles of which will pierce the sides of any ship yet constructed, and fatally injure its turrets at a dis- tance of 2 umiles at least. The existence of such turrets, aided by earthen barbette and iortar batteries as devised, and multiplied lines of torpedoes, would render the attack of our most valuable harbors im- probable. Only one turret for land defense of above description that we are aware of has been commenced, and that at Dover, England. So well aware is that nation of the necessity for large guns in shore de- fenses that it is about sending two 80-ton and two 100-ton rifled cannon to Malta and Gibraltar, points that cannot compare in importance with New York, Philadelphia, San Francisco, and New Orleans. As to arming our casemated works as they are, or modifying them to receive larger guns than they can now admit, this Board would say that the great cost of providing S and 9 inch rifled guns for the best class of these forts would scarcely be justified in view of their very general ex- posure to attack by the heaviest class of iron-clads, and also pressing need for a larger rifled gun for exterior batteries finished, or now under construction. The Board of Engineers has considered the question of modifying a small number of our best casemnated works to admit large guns suitable to the defense of their positions; but it seems probable that appropriations can be more judiciously applied to constructing turrets where needed than to the modification of these forts. At any rate, the casemnated works must be armed with a large number of 8 and 10 inch. smsooth-bores, as is fully set forth in the preceding report, to jprotect the torpedo lines of defense, quite as important as the fort it- lIn re.viewing unr coast defenses the Bot-d 1do not find that any of the 432 REPORT OF THE CEIEF OF ENGINEERS, U. S. ARMY. works constructed on the Atlantic coast should be dismantled and abandoned as useless. The construction of some of the minor works, it is true, may be delayed, preference being given to the protection of more important harbors. GULF COAST. Key West, on the Gulf of Mexico, should be secured, however difficult the problem, if only to prevent its being seized by an enemy with whom we may be at war. The necessity for this will be the greater if the har- bor at Tortugas should be left in its present condition. The Dry Tortugas, 60 miles distant from Key West, consisting of several sand reefs, inclosing a grand anchorage, was designed by the earliest Board of Navy and Engineer Officers to be strongly fortified, in order to secure the harbor beyond peradventure as a great naval depot and refuge for our war and merchant marine. In view of the very large expenditures needed to effect that purpose at the present day, it is a question whether or not the original scheme should be carried out. The decision of this question demands careful consideration. There is no necessity for hasty action. Ship Island Fort cannot effect the purpose for which it was built, viz, to cover the harbor of refuge under the lee of the island, and afford protection to the commerce of Mississippi Sound, for the reason that it cannot resist the attack of an iron-clad fleet, which can readily approach it through the deep waters of the Gulf. The object to be gained, viz. to secure a harbor of refuge behind the island, is insufficient to justify the cost of making this position impregnable. Battery Bienvenue, Tower I)epre, and Fort Livinlgston, at Barataria Bay, are not now necessary for the security of New Orleans against land attack. This city now has a large population, and is easy of access from the neighboring populous States, from which it could derive all the assistance needed in war, if threatened. The above works, how- ever, may be found useful as lookout stations, and should not, there- fore, be entirely abandoned and soldl. Though it would not at this time be thought advisable to build a fort on Barataria Bay to secure its waters as a harbor of refuge for small vessels of 7 feet draught engaged in the commerce of the coast, Fort Livingston will nevertheless be use- ful for that purpose, and should, therefore, be kept in order, and so armed with rifled guns as to be efficient. LAKE FRONTIER. There can be no doubt that Fort Montgomery, at Rouse's Point, and Fort Wayne, near Detroit, should be retained, for reasons set forth in the preceding report. Fort Porter, at Buffalo, a simple barbette battery, formerly protected by a masonry keep, now in ruins, is of no utility for the defense of Buf- falo, either against attack from Lake Erie or by land. The provision at this place for the accommodation of a garrison will l)robably cause the retention of the site as a military station. Fort Niagara, at the mouth of the Niagara River, should be retained,. as it may be of use in war involving Canada in the way of holding the waters of the river for the use of our shipping. It ought to be kept in order, and on the approach of war be so strengtlhened and armed as to be available for its purpose. The case of Fort Ontario involves considerable doubt as to thle best APPENDIX NO. 2. 433 disposition to be made of it. While the Board are not yet prepared to recommend its abandonment, the small resources which its position affords for offense or defense will justify leaving this fort in its present state until the lapse of time shall have more clearly determined the question of its utility. Respectfully submitted. Z. B. TOWER, Colonel of Engineers, Brevet Major-General. JOHN NEWTON, Colonel of Engineers, Brevet Major- General. HENRY L. ABBOT, Lieutenant-Colonel of Engineers, Brevet Brigadier-General. Brig. Gen. H. G. WVRIGHT, Chief of Engineers, U. S. A. 28 E APPENDIX No. 3. PRELIMINARY REPORT OF LIE UT. WILLIAM H. BIXBY, CORPS OF ENGI- NEERS, UPON A JOURNEY MADE BY HIM IN 1881-'82, IN BELGIUM, HOLLAND, GERMANY, AND ENGLAND, TO OBTAIN INFORMATION IN RELATION TO TURRETS, ARMOR PLATES, AND THE SERVICE OF HEAVY GUNS OF SEA-COAST DEFENSES. WILLETS POINT, NEW YORK HARBOR, September 29, 1882. GENERAL : I have the honor to submit a preliminary report upon a journey made by me under the following orders: (1.) WAR DEPARTMENT, ADJUTANT-GENERAL'S OFFICE, Washington, D. C., August 20, 1881. SIR: I have the honor to communicate to you the following orders of the Secretary of War: You will visit Belgium, Holland, Germany, Italy, and England, or such of these countries as you may find necessary, for the purpose of procuring certain information in relation to turrets, armor plates, and the mounting and maneuvering of guns of large caliber, &c., in relation to which special instructions will be given you by the Chief of Engineers. You will draw mileage from the Pay Department for such journeys as may be made under this order. The journeys will be made promptly and without unnecessary delays, and on the completion of the duty you will make your report to the Chief of Engineers. Very respectfully, your obedient servant, R. C. DRUM, Adjutant-General. First Lieut. WM. H. BIxYvi Corps of Engineers, U. S. A. (2.) WAR DEPARTMENT, ADJUTANT-GENERAL'S OFFICE, Washington, D. C., January 16, 1882. SIR: Referring to the letter of August 20, 1881, from this office directing you to visit certain points in Europe on official business, I have the honor to inform you that you are authorized by the Secretary of War to remain absent from the United States on the duty specified until the 1st of July 1882. Very respectfully, R. C. DRUM, Adjutant- General. First Lient. WxM. H. BIXBY, Corps of Engineers, U. S. A. The first of the above orders was received by me on the 21st Septem- ber, 1881, at Clermont-Ferrand, France where I was busily engaged, in accordance with previous orders, upon the special summer engineering work connected with the course of study of the Ecole des Ponts et Chauss6es. Upon the receipt of the order of August 20, 1881, I started immedi- ately for Paris, and, with the least possible delay, packed away the re- sults of previous work and made the necessary preparations for the new duties thus assigned me. My orders of August 20 were followed by a letter of special instruc- 435 436 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tions from your office, inclosing copies of the preyous correspondence of that office with the Board of Engineers in New York, as well as with the British war office and admiralty. These instructions (which I do not quote textually) required of me- 1st. To examine, if possible, some Gruson turret containing an 11-inch gun, mounted on a movable trunnion-bed allowing 100 to 150 elevation; to examine the machinery of maneuver of the turret and gun and the disposition thereof; to obtain, if possible, detailed drawings of the car- riage and of its hydraulic machinery; and to find out if such machinery and carriages could be made strong enough for, and adaptable to, a muzzle-pivoting 100-ton gun. 2d. To obtain information from Mr. Krupp as to his muzzle-pivoting gun. 3d. To investigate the recent progress made abroad in the rolling of steel-faced plates and in the construction of targets of that material; to obtain, as far as possible, all published information upon the recent iim- provement in such targets and the experiments upon them. 4th. To endeavor to obtain some data (or full discussion, if such ex- ists) as to the construction of the Krupp, Woolwich, Armstrong, and French systems of guns; and the strength of such systems as deduced from a consideration of the normal strain, the limit of elasticity, and the strain at rupture of the inside and outside of each coil of the gun. 5th. To obtain full details of the construction of the turret at Dover, England; and finally, 6th. To collect together any other information as to sea-coast defenses abroad which, in my judgment, would be of service to the Engineer Corps. The subject of torpedoes was not especially alluded to in my instruc- tions, and I made no decided attempt to obtain any information as to their new features. Such information would have been at least charily given, if not positively refused; moreover, casual conversation showed me the existence of an increasing impression in Europe that any import- ant new inventions or developments in electricity and torpedoes for sea-coast defense would, in the future, as well as in the near past, have their origin on the American side of the Atlantic Ocean. As my route of travel was not directly specified in either my orders or instructions, I followed a route which, though not the shortest, was, in my opinion, demanded by circumstances. In several cases much of my most valuable information came to me as the indirect result of a journey which an outsider would have considered roundabout and un- necessary. A lack of ready money, the consequent restraint upon my use of either draughtsman or amanuensis, a want of experience, the total ab- sence at our foreign legations of military attachds or of anybody who could properly advise an Army officer as to what be ought to do and how he should go to work to procure his information; all these com- bined to render my duty a very difficult one; caused the unavoidable loss of much time, money, and information; and might have resulted in my failure to obtain any appreciable results had it not been for the timely advice and assistance of General Brialmont in Belgium; Mr. Gruson and his representative, Captain Piorkowski, in Germany; Mr. Dirks (a prominent civil engineer and honorary member of the Ameri- can Society of Civil Engineers) in Holland, and Colonel Inglis, R. E., in England. I arrived at Brussels on the 26th of September, and immediately made an application through the United States minister, Mr. Putnam, for per- APPENDIX NO. 3. 437 mission to visit the Belgian sea-coast fortifications. Under the impres- sion that this permit would sooni be granlted, I waited a week in Brus- sels, employing the time inl collecting together a large amount of foreign literature upon subjects connected with my duties, in refreshing my memory upon many forgotteni points, and in laying out a plan of cam- paign. A personal visit made by me upnn General Brialmont resulted in my receiving a great amount of valuable advice as to what I ought to do in Germany and Holland. In accordance with this advice, I in- closed copies of my orders, and wrote letters immediately to Mr. Krupp, at Essen, to Mr. Gruson, at Magdeburg, and to our ministers at the Hague and at Berlin. A reply was immediately received from the charg d'affairs at Berlin stating that "'no application for a permit to visit the fortifications of the sea-coast defenses of Germany could be made without positive in- structions from the Department of State so to do," and informing me also that " such applications " if made " were invariably refused." On the 9th of October I went to Mr. Krupp's works at Essen, where I found that by some accident or mistake I had failed to receive in time a letter from Mr. Krupp declining to allow me to visit his works. How- ever, Mr. Reil (his English interpreter) and Mr. Gross (the engineer-in- chief of the artillery department), on the part of the firm, placed them- selves at my disposition and met me one evening at the hotel, where they gave me much of the information that I desired to obtain. Their verbal promise for a visit to Meppen the following day for further in- formation as to the muzzle-pivoting gun-casemate-gun and for a invita- tion to the next exhibition trials at their Meppen shooting-range was not redeemed on account of other instructions from Mr. Krupp, who, on the following day, sent me merely a couple of small pamphlets on the growth of his works, and on the size, power, &c., of his guns. No news having reached me from the application made at Brussels, and there being apparently no use in my going to Berlin, I went, on the 12th October, to the Hague, only to find that our minister was absent in the United States, and that no one was empowered to represent him in his absence. However, on the 15th, through Mr. Dirks, I met, at Ymuiden, Maj. Gysberti Hodenpyl and Captain Polyfliet, of the Dutch engineer corps, whose fraternal advice and counsel proved afterwards of the greatest utility. About this time I received an answer from Mr. Gruson, who stated that he would be glad to.see me at his works on the 17th or later; but upon my arrival at Magdeburg I was met by another letter deferring my visit till the 20th. The delay was utilized in the preparation of a report on the Krupp gun-casemate-gun, according to pamphlet reports as checked by information gained at Essen. The next six weeks, from 20th October to 30th November, were spent at Magdeburg, and during this time Mr. Gruson's works were visited almost daily. Every facility was afforded me not only for a careful ex- amination of the manufacture of chilled iron, and the construction of cupolas, batteries, and carriages, but also for the consultation of draw- ings and photographs. In the works where I could refer constantly to them, were small models of cupolas and batteries; also a large model, natural size, of one casemate of a chilled-iron battery as actually mounted in place; portions of the chilled-iron cupolas themselves inevery stage of construction; and a muzzle-pivoting minimum-ernbrasure carriage of the latest pattern,just ready to pack for transport. I had the oppor- tunity of witnessing the casting of two blocks of chilled iron for cupola construction, each block being a single ingot of from 40 to 60 tons weight. I was also shown full experiments with a new explosive which 438 REPORT OF THE CHIEF OF ENGINEERS, U S. ARMY. appeared to be once and a half as strong as nitroglycerine, much more rapid in action, perfectly safe to handle and to transport, free from all deleterious sanitary effects, and costing not more than 25 cents per pound. I was enabled to examine a copy of the full official reports of the trials which determined Germany to adopt chilled iron as armor for sea-coast defense; and ten days were spent by myself and Captain Piorkowski in translating these reports into English. As the result of my stay in Germany, I was enabled to answer almost completely the first and second portions (as above given) of my instruc- tions; and on the 30th November I forwarded,- through our legation at Berlin, a report of about 40 manuscript pages and 8 plates on the " Krupp muzzle-pivoting gun-casemate-gun," a report of about 180 manuscript pages and 22 plates on the '" History of the trials of chilled cast-iron as armor material," a report of 25 plates and accompanying manuscript legends giving "A description of all the chilled-iron cupolas erected in Europe since 1874 and in execution until 1884," a report of about 12 manuscript pages and 4 plates giving full details of the "New model Gruson minimum-embrasure muzzle-pivoting-gun movable trunnion- bed gun-carriage," 22 large pen tracings to a scale of one-tenth or one- twentieth of drawings of cupolas and batteries, 33 glass photographic negatives of some of the above-mentioned plates, and, finally, an album of 34 photographs, the latter being presented by Mr. Gruson to the United States Engineer Library. At a later date Mr. Gruson also sent me 6 photographic negatives of turret drawings, which negatives were forwarded with my letter of 23d February. Many other photographs and much more material, also collected at Magdeburg, still await the time necessary to put them in proper shape for transmission. The application made on the 27th September, in Brussels, for permis- sion to visit the Belgian fortifications was finally returned approved, and notification to that effect reached me the end of October while I was at Magdeburg. In order to profit by this permission, I returned to Bel- gium on the 2d of December, and remained there until the 5th of Jan- uary. Nearly three weeks were lost by sickness, but the remaining time was spent in the tracing and study of a complete set of drawings of Fort St. Philippe, and in visiting personally the enceinte of Antwerp, the wrought-iron-turret fort of St. Philippe, and the chilled-cast-iron battery of Ste. Marie. During my whole stay in Belgium I received all possible attentions from our minister, Mr. Putnam, and all possible assistance from the Belgian war office; while in Antwerp I was the recipient of special courtesies from Colonel Wauvermans, Major Mersch, Captain Ceurvorst, and Lieutenant Mersch, of the Belgian engineers. Upon leaving Antwerp I went to Holland, where 1 remained from the 5th to the 23d of January. As in Belgium, I was freely shown every- thing that I desired to see. From the war office I received copies of a pamphlet upon the manufacture of the modern Dutch gunpowder, and certain other papers and drawings since transmitted confidentially to your office with my letter of the 10th March. While in Holland I received especial courtesies from our minister, Mr. Birney, whose prompt and efficient action saved me much valuable time; equal courtesy was received from Colonel Kromhout, Major Voor- duin, and Captain Scherer at the war office, and from Captain Schalken at Helder. While in Holland I received notification of an extension of my tour of duty from the 28th February till the 1st of July. On the 23d January I went to England, where, with slight exceptions, APPENDIX NO. 3. 439 I remained until the 10th June; two weeks, one at the end of March, and one at the end of May, were spent in Paris, whither I was forced to go in order to arrange and pack uplmy personal property and effects prior to a return to the United States. The month of February was more than half lost through sickness, but still enough time was saved to allow of the preparation of a report (forwarded 10th March) of 57 manuscript pages and 16 figures on " For- tification in Belgium," the 11 plates of tracings made in December being appended. The 12th March I received copies of a further correspondence between your office and that of the Board of Engineers, stating that all the de- sired information had been secured as to the first and second portion (as above given) of my original instructions, and directing my further action to the fifth portion of these instructions. In accordance with these new directions, the time from 14th March to the 11th April (save a week in Paris as before explained) was occupied at Dover, where, on the 11th, I completed a report of 65 manuscript pages, 23 figures, and 9 photographs, giving minute details of the turret's construction and machinery. In spite of the previous correspondence between the war offices of the United States and England, it was impossible for me to obtain permission either to see working drawings or to make notes and sketches on the spot; and, therefore, my report was necessarily restricted to descriptions made from memory after repeated visits to the fort. While engaged upon this work I received especial courtesies from Colonel Gordon, R. E., and his brother officers at Dover, as well as from Colonel Inglis and Captain English, of the engineer board of fortifica- tion. The time from the 11th April to the 10th June was spent in seeking information as to the third, fifth, and sixth portions (as above given) of my original instructions, and in examining the turrets of the British navy. For this purpose visits were made to the iron works of John Brown & Company, and of Cammell, at Sheffield; of Sir William Arm- strong, at Elswich, near Newcastle; and of Sir Joseph Whitworth, at Manchester; to the navy-yards of Chatham, Sheerness, Pembroke, Ply- mouth (Devonport), and Portsmouth; to the armored forts of Sheerness, Portland, Plymouth, Portsmouth, and the Mersey (Liverpool); to the ar- senal of construction at Woolwich; and to the target-practice grounds at Shoeburyness. The turrets of the Conqueror, Colossus, Agamemnon, Dreadnought (Fury), Neptune, Devastation, Hotspur, Glatton, Hecate, Cyclops, Rupert, and Prince Albert were visited in person, the Conqueror and Colossus being in process of erection. Sketches or photographs, more or less complete, of the turrets of the Inflexible, Colossus, Edin- boro' (Majestic), Dreadnought (Fury), Devastation, Thunderer, and of the barbettes of the Temeraire, Collingwood, Warspite. and Imperieuse were secured. The forts of Garrison Point at Sheerness, of the Nothey and breakwater fort at Portland, of the Drakes, Picklecomb, Bovisand, and breakwater fort at Plymouth ; of the Spithead forts at Portsmouth, and of the Seaforth battery at the Mersey were more or less carefully inspected; and drawings, descriptions, or photographs, more or less complete, of the Portland, Plymouth, Portsmouth, and Dover forts were consulted or secured. Nearly three weeks were spent in examining and studying naval tur- rets, and in making notes and sketches from the turrets directly, or from their drawings. My especial thanks are due to both the war office and admiralty for their courtesy. During my stay in London I received especial facilities 440 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. and assistance from the United States minister, Mr. Lowell, and his legation; from Mr. Stevens (the American dispatch agent); from Captain Orde-Browne; from the Royal United Service Institution; and from the Institution of Civil Engineers. The libraries of the two latter institu- tions, as well as that of the British Museum, were opened to me, and rendered me valuable aid. I also received especial courtesies at John Brown & Company's, from Mr. Ellis; at Cammell's, from Mr. Wilson; at Sir William Armstrong's, from Captain Jones (Captain Noble being temporarily absent); at Sir Joseph Whitworth's, from Colonel Dyer. From each of these gentlemen I received a greater or less number of pamphlets, photographs, or tracings for final transmission to your office. In my visits to the navy-yards I received especial courtesies from Admiral Watson, at Chatham; from Captain Superintendent Parkin, at Pembroke; and from Admiral Ryder and Chief-Constructor Owen, at Portsmouth. A permit to inspect the sea-coast fortifications at Ports- mouth, much to my regret, came to hand too late to be properly utilized. The only country named in my orders, but not visited, was Italy. Cir- cumstances had prevented my going there at any earlier epoch than May. A visit, if then made, would have been too short and too hurried to have given results proportionate to the expense. Moreover, a great deal of the information to have been there obtained either resembled that already in my possession, or had already been found in print or manuscript. Owing to these reasons I did not feel authorized to under- take a journey which otherwise would have been made with great pleasure. I sailed from Liverpool on the 10th June, arriving on the 21st in New York city, and reporting myself in Washington on the following day. As a result of my journey, I have found that within the last few years some radical changes have been or are being effected in sea-coast forti- fications and their armament; and such new features as presented them- selves were carefully examined by me during my trip. Prominent amongst these changes are: The rapidly increasing and almost exclu- sive use of chilled cast iron for armor defense on the continent, as con- trasted with that of wrought iron or steel-faced wrought iron in Great Britain; the increasing weight and the alteration of form of turrets and turret machinery; the use of inclined or curved metal glacis or barbettes; the rejection of steel facing for glacis armor; the unanimous adoption of breech-loading mechanism for heavy guns; the reduction of embras- ure ports to an almost absolute minimum, and the consequent use of muzzle-pointing-gun gun-carriages; the radical modifications in the shape and mechanism of such carriages; the possibility of an almost ab- solute non-recoil and no-embrasure 8-inch gun, completely masked, and firing with great accuracy and rapidity; the rapidly increasing use of hydraulic and automatic machinery for heavy guns and for their car- riages; the almost entire rejection of open embrasures in barbettes; the increasing dislike to the use of Moncrieff and other similar too expen- sive and too complicated disappearing-gun gun-carriages; the increas- ing use of indirect fire from behind covering parapets; the importance now assigned to the use of the modern rifle mortar-howitzer, and the increasing accuracy and value of its fire; new modifications in the shape and material of projectiles, such as seem to point towards an increase of penetrating power; and, finally, the discovery of new explosives, which appear to be safer, more powerful, and more rapid in their effect than either dynamite or nitro-glycerine. During my journey I made daily notes, as full as my time and oppor- tunities would allow, upon all of the changes just enumerated. APPENDIX NO. 3. 441 The reports previously alluded to, as prepared by me during my trip and sent home from time to time, embraced only those features which I thought it most important to bring to the immediate notice of the Board of Engineers. These partial reports need many corrections, ex .sions, and additions, and should, after a careful revision, be incorporated with the other matter still remaining in my hands. I hope at an early date to be able to present, in a single comprehensive report, the whole of the information thus collected. In closing, I desire to express my gratitude for the encouragement, extreme courtesy, and kind consideration which I have constantly re- ceived from you and from the Board of Engineers while I have been oc- cupied in the execution of the duty assigned me by the orders of last August and January. I am, very respectfully, your obedient servant, WM. H. BIXBY, Lieutenant of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. APPENDIX No. 4. BATTALION OF ENGINEERS AND ENGINEER SCHOOL OF APPLICATION. REPORT OF LIEUT. COL. II. L. ABBOT, CORPS OF ENGINEERS, BVT. BRIG. GEN., U. S. A., OFFICER IN COMMAND, FOR THE FISCAL YEAR END- ING JUNE 30, 1882. BATTALION OF ENGINEERS AND SCHOOL OF APPLICATION, Willets Point, New York Harbor, July 4, 1882. GENERAL: I have the honor to submit the following as my annual report upon the Battalion of Engineers and the School of Application for the year ending June 30, 1882.' The legal organization of the Battalion is five companies, with an authorized strength of 752 enlisted men, but at present only four com- panies, with a total strength of 200 enlisted men, are allowed to be re- cruited. During the past year Companies A, B, and C have been stationed at Willets Point. Company D has existed only on paper, being repre- sented by a single sergeant, and Company E has been stationed at West Point. Three soldiers have served on detached duty in the Military Division of the Missouri. The aggregate strength of the Battalion on June 30, 1882, was 14 commissioned officers and 193 enlisted men. ROSTER OF OFFICERS ON JUNE 30, 1882. Lieut. Col. Henry L. Abbot, Corps of Engineers, commanding. First Lieut. J H. Willard, Corps of Engineers, adjutant. First. Lieut. Eugene Griffin, Corps of Engineers, quartermaster. Company A. Capt. C. W. Raymond, Corps of Engineers, commanding company. Second Lieut. G. W. Gmethals, Corps of Engineers, with company. Second Lieut. E. O. Brown, Corps of Engineers, on leave of absence. Second Lieut. J. G. Warren, Corps of Engineers, with company. Company B. First Lieut. J. H. Willard, Corps of Engineers, temporarily on detached service. Second Lieut. J. Millis, Corps of Engineers, temporarily commanding company. Second Lieut. H. F. Hodges, Corps of Engineers, with company. Company C. Capt. J. C. Mallery, Corps of Engineers, commanding company. Second Lieut. O. M. Carter, Corps of Engineers, with company. Second Lieut. J. Biddle, Corps of Engineers, with company. Company D. First Lieut. J. H. Willard, Corps of Engineers, commanding company. Company E. Capt. W. S. Stanton, Corps of Engineers, commanding company. First Lieut. H. S. Taber, Corps of Engineers, with company. 443 444 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ASSIGNMENTS, ETC.7 OF OFFICERS DURING THE, YEAR. Rank. Date. Relieved or Remarks. Name. joined. Bingham, Theo. A..... First lieutenant ....... Nov. 28, 1881 Relieved... Special Order 264, Head- quarters Army, Novem- ber 22, 1881. Abbot, Frederick V.... .... do ................ June 8, 1882 ... do ...... Special Order 125, Head- quarters Army, May 31, 1882. Casey, Thomas L .......... do ............... June 8, 1882 ... do ....... Do. Townsend, C. McD ..... Second lieutenant.... June 8, 1882 ... do ....... Do. Fiebeger, Gustav J ....... do ........... June 8,1882 .. do ....... Do. Miller, Alexander M... Captain...... .... June 18, 1882 ... do ....... Do. Stanton, William S..... ... do ............. Aug. 29, 1882 Joined ...... Special Order 121, Depart- ment of West Point, Au- gust 29, 1881. Hodges, H. F ........... Second lieutenant.... Sept. 30, 1882 ... do ....... Special Order 163, Head- quarters Army, July 19, 1881. Biddle, John.......... .... do ....... ..... i Sept. 30, 1882 ... do ....... Do. Warren, J. G............. Additional second lieut Sept. 30, 1882 ... do ...... Do. Brown, E. O............. Second lieutenant .... Oct. 31, 1882 ... .do ...... Do. Millis, John............. do.................. Nov. 28, 1882 . .do ...... I)o. Capt. C. W. Raymond, Corps of Engineers, was relieved from command of Company E, Battalion of Engineers, per Special Order 120, Depart- ment of West Point, August 27, 1881, and assigned to command of Coinm- pany A, per Order 19, Battalion of Engineers, Willets Point, August 30, 1881, in compliance with Special Order 163, Headquarters of the Army, July 19, 1881. Capt. W. S. Stanton, Corps of Engineers, was assigned to commall of Company E, per Special Order 121, Department of West Point, Au- gust 29, 1881. Per Order 22, Battalion of Engineers, Willets Point, September 30, 1881 : Second Lieut. John Biddle assigned to duty with Company C. Second Lieut. H. F. Hodges assigned to duty with Company B. Additional Second Lieut. J. G. Warren assigned to duty with Corn- p)any C. Per Order 28, Battalion of Engineers, October 31, 1881: Second Lieut. E. 'O. Brown assigned to duty with Company A. Per Order 33, Battalion of Engineers, November 28, 1881: Second Lieut. John Millis assigned to duty with Company B. Second Lieut. J. G. Warren was transferred from Company C to Com- pany A, June 8, 1882, per Order 14, Battalion of Engineers, Willets Point, June 7, 1882. TEMPORARY DETACHMENT DURING THE YEAR. A detachment commanded by Lieut. C. MeD. Townsend, Corps of Engineers, consisting of four sergeants, four corporals, 1 musician, fif. teen first-class and seventeen second-class privates, from Companies A, B, C, and E, left Willets Pointat 11.30 a. m., September 6, 1881, for Yorktown, Va., in compliance with letter dated War Department, Ad- jutant-General's Office, Washington, August 31, 1881, and in due time reported for duty to Lieut. Col. W. P. Craighill, Corps of Engineers. The men were employed at infantry drills, the usual guard and police duties, in preparing the ground.for the celebration of the centennial, and were on guard at the grand stand during the military review. The detachment left Yorktown on October 24, 1881, per Special Order 58, Headquarters Military Division of the Atlantic, and arrived at Willets Point on October 26, 1881. APPENDIX NO. 4. 445 Lieut. G. J. Fiebeger, Corps of Engineers, left post October 8, 1881, to join the Yorktown detachment, per Order No. 24, Battalion of Engi- neers, and rejoined October 26, 1881, in compliance with Special Order 58, Headquarters Military Division of the Atlantic. A letter from Colonel Craighill respecting this detachment was pub- lished to the battalion in Order No. 11, series of 1881, of which a copy is appended. Lieut. E. Griffin, Corps of Engineers, left Willets Point, October 12, 1881, for detached service under the orders of Major-General Hancock, in connection with the Yorktown centennial celebration, in compliance with Special Order 227, Headquarters Army, Adjutant-Genleral's Office, Washington, October 7, 1881, and rejoined October 24, 1881, in compli- ance with Special Order 58, Headquarters Military Division of the Atlantic. ENGINEER RECRUITING AND DESERTIONS. The following table exhibits a synopsis of the Engineer recruiting service and the desertions from June 30, 1865, to June 30, 1882, a period of 17 years : Deserted after enlistment. a During-- " a c a . a an Fa . a W P w v1 n H H W H Third quarters 1865-'80 .... 688 100 46 139 133 88 82 23 3 0 468 Fourth quarters 1865-'80.... 644 133 55 109 71 33 31 9 0 1 254 First quarters 1865-'81...... 614 135 83 69 95 67 37 6 1 0 275 Second quarters 1865-'81.... 489 62 34 102 123 97 40 12 0 1 375 Third quarter 1881 ---.....--.. 3 9 0 0 0 0 1 1 0 0 2 Fourth quarter 1881 ....... 2 11 1 0 0 1 0 0 0 0 1 First quarter 1882 .........-- . 0 1 1 1 0 1 0 1 0 0 3 Second quarter 1882 ....... 2 3 0 0 0 1 1 0 0 0 2 Grand total for 17 years. 2, 442 464 220 420 422 288 192 52 4 2 1, 380 On December 6, 1881, a radical change in the system of recruiting the Engineer troops was made by a letter from the Adjutant-General. There- tofore this service had always been performed by Engineer officers, under the control of the Chief of the corps; but on that date the duty of re- cruiting for Company E, stationed at West Point, was transferred to the adjutant of the Military Academy. The following is a summary report of the recruiting for the battalion during the past year. The recruits from David's Island are assigned under special orders in each case, the selection being mutually arranged between the battalion commander and the commanding officer of that depot: Enlisted at Willets Point.---------------------------------------------....................................--- 2 Enlisted at W est Point------ ----- ---..................................................... 5 Re-enlisted at Willets Point ------............................................------------------. ------ 24 Re-enlisted at West Point.... ......----... ............------------ -------------............ 10 Recruits from David's Island ...... _.................... _..... .............. 11 MIILITARY DUTIES OF THE BATTALION. The three compnlanies stationed at Willets Point guard and care for the public pro'perty of the lost and depot, which elresenits investments 446 REPORT OF TIIE CHIEF OF ENGINEERS, U. S. ARMY. exceeding $3,000,000, and perform much useful work, such as remodel- ing the pontoon trains, repairing public buildings, carrying out the trials needful for perfecting our torpedo system, printing and binding confi- dential and professional Engineer documents, preparing photolitho- graphic plates for same, &c. These companies are thoroughly instructed as infantry, and, like the artillery troops, they are called upon for mili- tary service in quelling riots, &c., in case of necessity. The company at West Point has performed ordinary garrison duty, and aided in instructing the cadets in field fortification, military bridge building, and military signaling. Three men detailed from Company A have served in the Military Division of the Missouri, under orders of officers of Engineers attached to the staffs of department commanders. THE ENGINEER SCHOOL OF APPLICATION. In my last annual report I fully explained the gradual process by which Willets Point has been transformed from an ordinary military post into our Engineer School of Application. The general system of instruction now carried out is sufficiently ex- plained in Battalion Orders No. 12, series of 1881, and No. 4, series of 1882, of which copies are appended. The former explains the winter and the latter the summer course; these vary a little from year to year according to circumstances. Battalion Order No. 1, current series, also appended, relates to the same subject. The results of the prescribed practice in such branches as admit of it are published annually in orders. During the past season this has been done for astronomy in Order No. 3, current series; for meteorology and barometric hypsometry in Order No. 6, current series; for the theo- retical course of study for non-commissioned officers in Order No. 5, cur- rent series; and for target practice in Orders No. 2 and No. 7, current series, all of which are appended. Attention is invited to all of these orders, which give in a small space a good idea of the actual working of the system; but I would especially refer to the excellent record made in target practice during the past year, as shown in the scores and list of prizes published in Battalion Order No. 2, current series, and in the letter from Major-General Han- cock, published in Order No. 10, series of 1881, also appended. That a command so small in numbers has been able to hold its own so well in competitions with the best trained experts of the country is certainly gratifying evidence of the intelligence and skill of the men, and of the judicious care of the company officers. In submarine mining much useful practice has been had with a mova- ble torpedo, and in planting and operating a grand group of mines which has remained in the channel since last October, and in special practice in cable-testing, all in addition to the usual routine. As authorized by the War Department since 1880, two artillery officers have taken a six months' course of study during the past season to qualify themselves for detail in this branch of our mining duties. The experience gained in this second year of the experiment has confirmed my belief in the wisdom of the plan. The subject has been treated at length in a special report to the General of the Army, already forwarded through regular channels. For the progress in military photography I would refer to the report of First Lieutenant Griffin, of my staff, the officer who has had it in special charge during the past year, which is appended and marked A. APPENDIX NO. 4. 447 Everything possible with so inadequate a building has been accom- plished. The necessary funds having been provided by Congress during the present session, work will be immediately begun on the new labora- tory, which for years has been greatly needed. Satisfactory practice with the self-registering tide-gauge has been had by the officers during the past season, but the current measurements with floats and meters again failed, from causes beyond my control. In the branch of surveys and reconnaissances good work was done, except in the hydrographic part, which, from various causes, failed to meet my expectations. The work for the present season, begun under the charge of Captain Mallery, is promising better results. The com- pany practice in military reconnaissance and military map-making was, as usual, excellent. All our non-commissioned officers and many privates are well trained in this important branch of their war duty. The detachment sent to Yorktown so reduced the strength of the command that the experiments in land mining and trestle-bridge testing were necessarily omitted. The troops have been as well drilled in their special military duties as pontoniers as their reduced numbers will permit. It will be easily seen that, when the whole available garrison of Willets Point does not equal the war strength of a single company, it is useless to expect a high degree of efficiency in drills requiring many men to execute prop- erly. The company officers have done everything possible to meet this great defect in our present organization. In sapping and the construction of field works they have been greatly aided by the molding-room system, which permits the men to be prac- tically instructed without executing the work on a natural scale. In infantry tactics our troops are thoroughly instructed to include the school of the company, but their numbers are insufficient for effective battalion drills. The Engineer Museum has received some very valuable contributions during the past year, chiefly from General Newton, who has loaned us the valuable models of his great mine at Hallett's Point, and of his drilling-scow, which proved so successful in removing the reefs in New York Harbor; also, many specimens of building materials, &c., collected for the old Engineer Agency. When the model-room can be extended to include the entire building, I hope to receive many additions from officers of the Corps engaged on the construction on public works. Upon the whole, I am able to report satisfactory progress in the School of Application during the past year. The great need is an in crease in the number of men authorized to be enlisted. With a proper complement the battalion would not only be ready to render effective service as sappers, miners, pontoniers, defensive-torpedo operators, military map-makers, &c., in war, but also to do excellent work in the military departments in time of peace. Many applications for details for the latter purpose are necessarily refused at present from want of men. Very respectfully, your obedient servant, HENRY L. ABBOT, Lieut. Col. of Engineers, Bvt. Brig. Gen., Commanding. Brig. Gen. H. G. WRIGHT, Chief qof Engineers, U. S. A. 448 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (A.) WILLETS POINT, NEW YORK HARBOR, June 27, 1882. Sm: In accordance with your instructions, I have the honor to submit the following report of the results obtained in the photographic department of the Engineer School during the past year : I was placed in charge of this department by your order on May 1, 1881, at which date Capt. James B. Quinn, Corps of Engineers, was relieved from duty at this post. Captain Quinn had been in charge of the department since December 30, 1878. The regular course of instruction of officers and non-commissioned officers has been continued, especial attention being given to the use of dry plates and the various methods of map printing. The " blue process," with the double citrate of iron and ammonia, and the red prussiate of potash, has been used extensively, and by experi- mentally determining the best proportions, some very excellent results have been obtained. Much interest has been shown in this work by the officers and some of the non- commissioned officers, and several have become quite expert in practice. Some excellent work has been done in photolithography, and this branch is now receiving special attention. The need of a larger and more complete laboratory has been a serious hinderance to the usefulness of the department, and it is hoped that a new building may be com- pleted before the commencement of the winter season. On the 6th of June, 1881, an instantaneous view was taken, by your direction, of the execution of a condemned mule belonging to the Engineer Department. A small bag containing 6 ounces of dnamite and a fuse was fastened on the mule's forehead, the wires from the fuse connecting with a magneto-electric machine. The camera was placed at a distance of about 47 feet from the mule and properly focussed; the drop shutter was held up by a string, fastened to another fuse, which was placed in the same circuit with the first, so that both were fired simultaneously and the shutter allowed to drop. The result was a negative showing the mule in an upright position, but with his head blown off. This photograph has excited much interest and comment in the scientific world. A very narrow slit was used in the shutter, and as nearly as can be estimated the time of exposure was about vBof a second. A 10 by 12 gelatino- bromide instantaneous Eastman dry plate was used, with a 4 D Dallmeyer lens, using the full opening. On the 12th of June, 1882, on the occasion of a visit of several Mexican officers to the post, a torpedo was fired, of which an instantaneous view was taken, as usual. The resulting negative showed a marked and regular depression or crater around the base of the upright column of water, which was in this case about 180 feet high. This crater was a physical characteristic of the explosion never before seen, and this is a good illustration of the great value that instantaneous photography possesses of catching and fixing phases, that change so rapidly as never to be noticed by any other method of observation. In conclusion, I fel it my duty to specially commend Sergt. Charles E. Von Sothen, Company C, Battalion of Engineers, the assistant in this department. The excellence of his work and the faithfulness with which he has studied and taught the art of photography for the last seven years is deserving of the higest praise. Very respectfully, your obedient servant, EUGENE GRIFFIN, First Lieutenant of Engineers. Lieut. Col. H. L. ABBOT, Corps of Engineers, Commanding Engineer School of Application. [Printed Orders No. 7.] BATTALION OF ENGINEERS, WJillets Point, New York Harbor. July 14, 1881. General Orders No. 86, A. G. O., series of 1879, prescribing the new system of target practice for the Army, does not revoke existing orders authorizing the appointment of company and regimental prizemen upon the conditions laid down ina the old system. The results of this competition for'the battalion and company prizes for the year ending June 30, 1882, are accordingly announced, the following being a list of the strings in ten shots, fired standing at 200 yards, in the competition for the battalion prize: Company A prizeman, Sergeant Theodore Royston, 103.31 inches. APPENDIX NO. 4. 449 Company B prizeman, second class, Private Albin Krebs, 109.93 inches. Company C prizeman, first class, Private John Cavanagh, 124.25 inches. Company E prizeman, Corporal John F. Weber, 86.93 inches. Corporal John F. Weber, Company E, is accordingly announced as battalion prize- man for the year ending June 30, 1882; he will receive the silver stadia from the hands of the commanding officer of Company E at the parade when this order is published. By order of Lieutenant-Colonel Abbot: J. H. WILLARD. First Lieutenant of Engineers, Adjutant. [Printed Orders No. 10.] BATTALION OF ENGINEERS, Willets Point, New York Harbor, October 3, 1881. 1. The following letter from Major-General Hancock, President of the National Rifle Association, is published for the information of the battalion: "GOVERNOR'S ISLAND, NEW YORK HARBOR, "September 29, 1881. "General HENRY L. ABBOT, "Commanding Battalion of Engineers, Willets Point, New York Harbor: "GENERAL: I send you herewith the 'Traver's Badge'-the first prize in the skir- mishing match at Creedmoor-which was won by Private John Cavanagh, of your command. " This match is one in which I take a special interest, as introducing a new departure in rifle matches. While giving the credit that is due to the competitors in those con- tests in which the shooting is done deliberately and at fixed distances (in which so much skill has been displayed at the recent meeting of the National Rifle Association), it must be remembered that this expertness, to be useful to the soldier, should be ac- companied with the ability to rapidly and accurately estimate the distance which separates him from his mark, and to at once adjust his aim accordingly. The object of the National Rifle Association is to increase the military strength of the country by making skill in the use of arms as prevalent as it was in the days of the Revolution, when it did so much toward preserving the liberties of the country. That proportional value is at the present day to be ascribed to corresponding skill in arms is strikingly shown in the victories recently obtained by the riflemen df South Africa over disci- plined regular troops. Recognizing these facts, the present match was established by the National Rifle Association to develop both in the Army and in the National Guard of the country an interest in the kind of shooting best suited to war, and I am pleased to see an interest has been displayed in it which will, I think, cause it to prove eventu- ally attractive, and by stimulating practice in this kind of shooting to increase the efficiency of the National Guard and the Army. " It was my desire to show my appreciation of this match by presenting personally this badge at the close of the contest, but I regret I was unable to do so. "I therefore transmit the badge to you with the request that you will present it to Private Cavanagh, its winner, in front of his battalion, and in so doing convey to him and to his officers and comrades my congratulations upon his success, as well as the pleasure I feel in seeing that the Army is able to show that it can hold its own in practical military rifle shooting. "Very respectfully, your obedient servant, "WINFIELD S. HANCOCK, " President of the National Rifle Association." 11. As requested by General Hancock, the medal will be presented to Private Cay- anagh by the commanding officer in front of the battalion at the dress parade at which this order is published. By order of Lieutenant-Colonel Abbot: J. H. WILLARD, First Lieutenant of Engineers, Adjutant. [Printed Orders No. 11.] BATTALION OF ENGINEERS, Willets Point, New York Harbor, October 26, 1881. 1. The following letter from Lieutenant-Colonel Craighill, Corps of Engineers, is published for the information of the battalion: 29 E 450 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. "' UNITED STATES ENGINEER OFFICE, " 70 Saratoga street, Baltimore, Md., October 21, 1881. "Lieut. Col. H. L. ABBOT, ' Corps of Engineers, U. S. A., Whiteslone, N. Y. "(Through Chief of Engineers U. S. A.): " SIR: I desire officially to express to you my sense of the important and cheerful aid given by the Engineer officers and men who have been on duty at Yorktown in connection with the Centennial celebration. "Whatever they have done for me has been done in the best manner, and I am very much obliged to them and to you for their help; and I hope you will find it proper and convenient to communicate to them my feelings about the matter. " Very respectfully, your obedient servant, " WM. P. CRAIGHILL, " Lieutenant-Colonel, Corps of Engineers." By. order of Lieutenant-Colonel Abbot: J. H. WILLARD, FirstLieutenant of Engineers, Adjutant. [Printed Orders No. 12.1 BATTALION OF ENGINEERS, Willets Point, New York Harbor, November 23, 1881. I. Officers of the battalion who have not already submitted the reports and papers required by Printed Orders No. 4, current series, will forward them as soon as possi- ble, in order not to delay the publication of the results of the summer's work. II. The following will be the course of winter instruction for the battalion during the ensuing season, beginning on the 1st proximo: WILLETS POINT, NEW YORK HARBOR. In the torpedo service.-A weekly detail, consisting of four officers, one non-commis- sioned officer, and six privates, will be made, as heretofore, for torpedo duty. The roster for enlisted men will be arranged by companies, in turn, and will include every soldier not excused by orders from the battalion commander. The roster of officers will be arranged as follows: Officers who have served with the battalion during the past season will form one roster, and those recently ordered for duty another. Details will be arranged to include two from the former and two from the latter. Care will be taken to distribute the detail so far as practicable among the companies. The officers will spend at least six hours daily in the laboratory (Sundays excepted). Weekly tours may be exchanged on the same roster, in order to render applications for temporary absence unnecessary. The officers will make themselves thoroughly familiar with the details of every part of our adopted system for submarine mining; with the practical execution of all the electrical measurements laid down in the Tor- pedo Manual; and, generally, with the whole subject of torpedo defense, including its history, its mechanical details, its applications of electricity, the use of modern explosives, &c. The enlisted men will spend the regular fatigue hours daily (Saturdays and Sun- days excepted) at the laboratory or torpedo depot.. Their instruction will be under the direction of the senior commissioned officer, aided by the second in rank and by Sergt. W. H. Brown, assistant instructor in submarine mining. It will comprise tele- graphing with the dial instrument, including the code for action; the duties of the loading-room, and, so far as practicable, of the boat service as prescribed in the Tor- pedo Manual, comprising preparing the plugs of the buoyant and ground torpedoes; charging the mines; charging the cut-off boxes, three methods; jointing the cores; making turk's heads in the electrical cable; using the junction boxes; attaching a cable stop; splicing and knotting hemp rope; inserting thimbles in the wire mooring rope. They will also receive from the senior officer, or the second in rank, daily verbal instructionrespecting the fuses, explosives, torpedo material (except that of the oper- ating room), voltaic batteries, simple electrical testing, and the use of the portable apparatus for the electrical ignition of mines. On the Saturday terminating his tour the senior officer will submit to these headquarters a report, giving the names of the detail, what verbal and other instruction they have received, figures showing the in- sulation of the core joints made by them, and their relative and absolute proficiency. Printed blank forms will be supplied. In field photography.-The building, apparatus, chemicals, &c., are in charge of APPENDIX NO. 4. 451 Lieutenant Griffin, battalion quartermaster, whose duty it is to furnish any desired assistance, and who will be held responsible for the judicious use of the property. Officers niot on the following rosters may, at their option, use the laboratory on Sat- urday, making such arrangements with him as shall insure no confusion in his official duties. Lieutenants on company duty who have already passed through the course of in- struction will be placed on a roster for practice, and the others will be placed on a roster for instruction under Lieutenant Griffin. Each tour will continue for two weeks, Saturday and Sunday excepted, and the details will be so arranged that one officer is ordered weekly. This detail will excuse from all company duty, and the of- licer will spend at least six hours daily in the laboratory. The course of instruction will be arranged to cover that prescribed in General Order No. 2, series of 1877, from the Headquarters of the Battalion of Engineers; and at the close of the season each officer will submit, through Lieutenant Griffin, a personal report upon the work he has accomplished. This paper will be returned to him, with indorsements, for his own files; and it is suggested that it be so prepared as to con- stitute part of the professional journal required by the Corps order regulating exam- inations for promotion. Officers detailed for practice will submit, through Lieutenant Griffin, at the end of the season, a report specifying the amount and quality of the work done by them. Two non-commissioned officers from the companies, in turn, will be detailed for in- struction for one week, Saturday and Sunday excepted. One will be selected from the following list : ('o. A. Co. B. Co. C. Sergeant Tiedman. Corporal Neid. Sergeant Turner. Corporal Wunder. Corporal Henderson. Corporal Grenier. The others will be taken in turn from the remaining non-commissioned officers of the company. Attendance will include the usual fatigue hours, and the instructor will prescribe such work as may be best suited for the individuals. In field astronomy.-The daily observations of the officer of the day for time and work in the observatory after each officer has completed the course prescribed in Printed Order No. 4, current series, will be suspended during the inclement season. In meteorology.-The usual hourly meteorological observations at Willets Point will begin on January 2, 1882, and will continue for sixty consecutive days. Officers who have not already done so will take advantage of this opportunity to make themselves familiar with the contents of Professional Paper No. 15 of the Corps of Engineers, treating of meteorology and barometric hypsometry. The three captains, each acting for ten days, in turn, are charged with the supervis- ion of these observations. They will make daily inspections of the instruments and see that they are kept at all times in perfect condition. They will critically inspect the observer not less than once a day; ascertain by questions and by examining the plots and records that he understands and performs his duty; and, if necessary, will give him detailed instruction. At the end of each tour of ten days they will submit a report to the commanding officer, giving the names of the several observers, the number of times each has been inspected, and a full statement of his relative and ab- solute proficiency. The observers will consist of the lieutenants on company duty with the battalion at this post, and of the requisite number of non-commissioned officers from each of the three companies, to be selected by the captains. Each tour will consist of two con- secutive days; the observers will be excused from all other duty during that period, but will make all reductions and plotting pertaining to their records correctly and at once. Observations between the hours of 12 p. m. and6 a. m., both inclusive, may be omitted. The roster of companies will be kept by the battalion adjutant. Immediately after the termination of the observations, the data will be filly and intelligently discussed upon Colonel Williamson's system, by aid of the daily plots and diagrams and under the supervision of the captains, by the lieutenants of the com- panies. To Company B is assigned the reduction of the observations with the psy- chrometer including force of vapor and relative humidity; to Company C those with the aneroid barometer and of the air temperature; and to Company A those with the mercurial barometer and of the wind and clouds. Should this reduction develop culpable want of accuracy on the part of any observer his name will be reported by the captain in charge in transmitting the final tables and diagrams. In infantry.-Company commanders will see that their companies are kept well drilled in the manual of arms, and that they are practiced in the bayonet exercise, and when the weather is suitable in estimating distances. The hours of practice and of recruit drills will be regulated as may be most convenient. One company drill will be had at 3 p. m. on Friday of each week, recall being beaten at 2.30 p. m. for that purpose; the drill will be attended by all mnen supplied with muskets, except the fore- going details and men actually on necessary duty which will not admit of delay. 452 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Theoretical instruction.-The non-commissioned officers of each company in turn will be detailed for one week for theoretical instruction. They will be excused fro in all duties but those necessary in the company, and will attend all recitations unless ex- cused by the purgeon. The only exception to this detail will be the police sergeant, the depot sergeant, the acting drum major, the battalion printer, and the battalion photographer. The hours of the post school will be regulated accordingly when the teacher is on the detail. Recitations will be conducted daily (Saturdays and Sundays excepted) at such hours as may be selected by company commanders. The latter will be the instructors of the companies, their subalterns being assistants. Regular classes will be formed in field fortification (including mining), pontoniering, topographical drawing, in- fantry tactics, the theoretical and practical use of the railroad transit, military signaling, and submarine mining according to the three parts of the Manual. The instructions in electricity will include elaborate verbal explanations and experiments in the electrical laboratory, which will be open on Mondays and Tuesdays for this purpose. Each recitation will be marked on the West Point system, and at the close of each week a list showing the marks of each non-commissioned officer, in each branch, will be forwarded to the battalion adjutant. During the winter season the school for soldiers, ordered by act of Congress approved July 28, 1866, and announced to the Army in General Orders No. 56, dated War De- partment, A. G. O., August 1, 1866, will be established. Attendance will be volun- tary, the object being to extend aid to such enlisted men as desire to devote a portion of their winter's leisure to study. The necessary fuel for warming the rooms will be furnished by the quartermaster's department, as authorized by General Orders No. 94, series of 1867, from the headquarters of the Army. This school, as well as that for the children of the post, will be under the charge of the battalion adjutant. Sessions will be held between 7 and 8 p. m. on Tuesday, Thurs- day, and Friday of each week. Weekly reports will be rendered similar to those of the non-commissioned officers' recitations. WEST POINT, NEW YORK. Unless otherwise ordered by the superintendent of the Military Academy, the non- commissioned officers and privates of Company E will receive, so far as practicable, the same instruction as the rest of the battalion ; and a consolidated report of the recitations of the non-commissioned officers in each branch will be forwarded to these headquarters at the close of the season. By order of Lieutenant-Colonel Abbot: J. H. WILLARD, First Lieutenant of Engineers. Adjutant. [Brinted Orders No. 1.1 BATTALION OF ENGINEERS, Willets Point, New York Harbor, January 9, 1882. I Lieutenants on company duty, who joined the battalion in 1879, will submit, on or before the 1st of next April, a detailed project for a line of field works extending from Willets Point to Jamaica Bay, designed for the defense of Brooklyn against an inva- sion of a well-equipped army of 100,000 men landing on the east end of Long Island. This project will include a plan laid down on the battalion photographic map, such sections as are needful to give a correct idea of the character of the works, and a full memoir discussing the military features of the line, and giving the order and time in which the several works should be constructed, and a requisition for tools and such materials as cannot be found on the ground. Our forces will be assumed to consist of 48,000 good infantry of the National Guard, organized in three divisions and armed with the Springfield rifle; a siege train, con- sisting of one United States regiment of artillery (12 companies of 150 men each), equipped with 50 4.5-inch siege rifles and 50 8-inch smooth-bore siege mortars, with the ordnance stores and equipments needful for efficient service; 8 United States light batteries, each armed with 6 3-inch rifles, and 4 United States light batteries, each armed with 6 12-pounder Napoleon guns; one brigade of cavalry; one battalion of United States Engineers, consisting of three companies of 150 men each, provided with the needfil tools and equipments for their own use; and of sufficient quartermaster trains, forage, and supplies to provision the army. There will also be subject to requi- APPENDIX NO. 4. 453 sition 200 four-horse wagons, in the quartermaster depot at Brooklyn, to transport the tools and supplies needed for the construction of the defensive works. This army will be supposed to be on the ground, provided with a good map, five days before the arrival of the enemy, but after that date the defensive works must be so constructed as to leave the troops at all times ready for an attack. The locations of the camps and of the various headquarters will be shown on the map, with the position of such telegraph lines as may be considered necessary (sup- posed to be constructed). The artillery, cavalry, and engineers will be under the command of the chiefs of these arms on the staff of the commanding-general. Five commissioned officers will be on duty with each company of engineers, and five with each battery of artillery, all conversant"with the construction of earthen batteries. II. These projects and proposals, after revision by a board consisting of the lieu- tenant-colonel commanding and the three captains of the battalion, will be transmitted, with such remarks as may seem fitting, to the Chief of Engineers. By order of Lieutenant-Colonel Abbot: J. H. WILLARD, First Lieutenant of Engineers, Adjutant. [Printed Orders No. 2.] BATTALION OF ENGINEERS, Willets Point, New York Harbor, January 30, 1882. The following is announced as the result of the target practice of this battalion for the year ending October 31, 1881. In individual firing the companies were practiced at each range, and the best scores were obtained by combining two scores of five consecutive shots for each man. The percentage of the maximum possible at each distance-fifty times the number of men firing-is exhibited in the following table: Consolidatedrecord of individual firing. CompanyA. Company B. Company C. battalion. Distances. 8 o o 0 . 0 100 yards .............................. 40 78.45 43 82.23 46 83.35 129 81.46 200 yards .................................. 40 75. 40 43 77. 20 46 80. 35 129 77. 76 300 yards ....... .... ............. ........... 40 70. 90 41 71. 95 45 75. 51 126 72. 88 400 yards .................................. 22 83. 55 41 87. 46 45 88. 71 108 87. 18 500 yards ........... .................... 20 80. 10 26 77. 56 40 79. 95 86 79. 26 600 yards ........... ...... ....... 18 77. 88 20 78. 80 27 79. 48 65 78. 83 Average ................. .......... 30 77. 71 36 79. 20 41 81. 22 107 79. 56 Company E, stationed at West Point, did not engage in target practice during the year. The range formerly used was broken up and occupied by the new line of rail- road through that post, and the company has not yet found a convenient place for a new range. Forty-eight men were detached from the battalion from September 6 to October 26, in connection with the celebration at Yorktown, and on account of the additional duty required of the remainder of the garrison, firing by file, by volley, and as skir- mishers was omitted. 454 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Classification of companies in firing and estimating distances. Firing. Estimating dis- tances. Company. W3 H W c S 7 4 .52 AS................ ...... ........ ............. 4952 40 430 18 19 0 2 20 i 24 B---49 43 19 3 4 17 0 6 13 C ..........................................------------------------------------.. 52 46 25 14 1 6 0 4 22 Battalion........................- .... 153 129 62 17 7 43 0 10 59 The following men qualified as marksmen during the practice of the past season by the scores set opposite their names respectively : Marksmen of the Engineer Battalion. Per cent. at- Names. Average 200 300 600 per cent. yards. yards. yards. COMPANY A. First Lieut. F. V. Abbot ...............-.... .. ....... 90 88 94 90. 67 Second Lieutenants: C. McD. Townsend ................. ...................... 86 80 70 78. 67 G. W. Goethals . ......--------.................................... 82 82 70 78. 00 First Sergt. T. E. Royston............................ 94 82 74 83.33 Sergeants: Edward Kelly ............................................... 90 82 74 82. 00 Charles Renaud ...----...................................... 94 80 90 88. 00 Nicholas Gentner.- ....-.....--..............---............... 92 84 76 84. 00 Wm. H. Brown........... ............. ........... .... 82 80 70 77.33 Corporals : John Newman............................................ 80 82 76 79. 33 Michael Cusack ............... .................... 84 88 84 85. 33 Privates, first class: John Beck... .... .. ......... ........ ... ....... ...... ........ 80 82 78 80. 00 B. D. Becker ............................................... 84 80 74 79. 33 George Doyle.......................................... .....------- 88 82 88 86. 00 W. W. Foster ......................................... 80 80 72 77. 33 Alexander Rose .................................. .......... 80 80 72 77. 33 Privates, second class: John O'Neill.................................................. 94 80 82. 85. 33 Frank Saturday .....---..................................... 90 82 84 85. 33 J. D. Wayland..........................-.................. 82 80 74 78. 33 COMPANY B. Capt. A . M : Miller .............................................. 88 82 94 88. 00 Lieut. Mi------------------------------------ First Liet. L. CaseyM T. L. Casey....................................... 90 86 84 86. 67 Second Lieutenants: G. J. Fiebeger................-................... ......... 88 84 80 84. 00 H. F. Hodges ... .............. ... .. ................... 84 80 84 82. 67 First Sergt. James McKenna.... ........................ 88 80 76 81.33 Sergeants: Michael McCormack. .......... ...................... 88 82 86 85. 33 M artin Doolan............................................... 88 84 92 88. 00 Lance Sergeants: John Lees .......... ............................. 82 82 70 78. 00 .Charles Moore .............................................. 80 80 72 77. 33 Corporals: Henry W arner.............................................. 88 82 82 84.00 Charles Barrett ................ ...................... 92 86 80 86. 00 Alexander Neid . ................................. ....... 82 80 84 82. 00 Lance Corp'l A. L. Henderson............................... 80 80 78 79. 33 Privates, first class: J. H. Flanagan ............................................. 80 80 80 80. 00 Samuel Storer.............................................. 80 80 70 76. 66 Warren Tracy........ ........................................ 88 28 74 81. 33 APPENDIX NO. 4. 455 Marksmen of the Enginer Battalion-Continued. Per cent. at-- Names. Average 200 300 600 per cent. yards. yards. yards. Privates, second class: Frank Forster............................................ 82 82 76 80. 00 Albin Krebs.................--.......... .................... 94 84 80 86. 00 J. M. Oswell .............................................. 84 80 70 78. 00 COMPANY C. Capt. J. C. Mallery....... ..............--....-----....... 88 82 86 85.33 First Lieut. T. A. Bingham.................. - .......... ... 92 84 96 90. 67 Second Lieut. O. M. Carter............................... .... 92 82 70 81.33 First Sergt. G. B. Bensen.......................................-- 80 82 52 78.00 Sergeants: Joseph Miller.............. ................................. 82 80 72 78.00 Joseph Turner.............................................. 92 80 92 88.00 C. E. von Sothern.......--------................................. 92 86 92 90.00 Corporals : J. A. Newburg ........................................... 80 80 80 80.00 John Seymour........................................... 80 80 70 76. 67 Lance Corporals: G. H. Robinson ............................................ 80 86 70 78.33 John Fraser ...............----------...............................-------- 90 82 80 84. 00 Privates, first class: R. Brisen .-----.................................................. 84 80 78 80.67 J. Cavanagh................-----------..--............................. 88 86 82 85.33 G. Dixon.......--- ......... ..... .............................. 84 80 72 78. 33 G. Heaver ................................................ 80 80 76 78. 33 H. S. Kirwan ................................................ 84 84 88 85.33 R. K ohrt..................................................... 92 88 94 91.33 A. Pfurr................................. ................ 82 80 80 80.67 W. Reeker...... .. ................ .... ....................... 86 80 74 80.00 E. J. Ryan..--........---..................................... 82 82 74 79.33 W. Schilling... ................................... 80 80 74 78.00 Privates, second class: John Esmey ....-----............................................. 80 82 82 81. 33 W. H. Rodgers .........-----..................................... 80 88 90 86.00 C. Schwartz ......------........................................ 80 80 76 78. 67 L. A. Van Tassell ........................................ 82 80 78 80. 00 MATCHES ENTERED AT CREEDMOOR. At the ninth annual fall meeting, teams from Companies A, B, and C were entered for the "Short range military team match." The match had been won by teams from the battalion from 1877 to 1880; but at this meeting it was won by a team from the Twentieth Separate Company, N. Y. S. N. G., by a score of 143 points-Company A, Battalion of Engineers, gaining the second place with a score of 141 out of a possi- ble 175 points. The conditions of the match were as follows: "200 yards. Open to teams of five men from any company, troop, or battery of the National Guard of New York, or of other States, or of the Regular Army, Navy, or Marine Corps, to be com- posed of company officers, non-commissioned officers, or privates, certified to have been members of the company they represent on June 1, 1881. Position, standing. Rounds, 7. Teams to use the rifle their compapy is armed with." Twelve teams com- peted. The following tables show the scores made by the company teams in practice, and in the match, which was shot on September 14. 456 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Company team practice. Practice scores. Scorfes in match. Names. 'a 4 m m Q .8 o 'a COMPANY A TEAM. First Lieutenant Fred. V. Abbot.---------..--..----..--.........-----............. 945 739 78.20 35 30 85.71 First Sergeant Theo. E. Royston ................ -........... 910 732 84. 31 35 26 74. 28 Sergeants: Charles Renaud ................... ..................... - 840 661 78. 61 35 28 80.00 Nicholas Gentner.... --------..................................--- 910 712 78.24 35 31 88. 57 Private John O'Neill.............. ----........................ 875 662 75. 65 35 26 74. 28 Total ................. .......----... ...-------.......... ............... 175 141 80.57 COMPANY C TEAM. First Lieutenant T. A. Bingham ............................. 385 315 81. 81 35 28 80. 00 Sergeant C. E. von Sothen ..--............................... 420 333 79. 28 35 27 77.14 Lance Corporal John Fraser -...........----.................... 350 282 80. 57 35 26 74.28 Privates : John Cavanagh....--.....----................. ............... 210 167 79. 52 35 27 77.14 Robert Kohrt..---........---............................... 455 365 80.22 35 27 77.14 Total............ ........ -................ ........-........ 175 135 77.14 COMPANY B, FIRST TEAM. Captain A. M. Miller..--.........-- .............................. 805 624 77.51 35 25 71.42 Second Lieutenant G. J. Fiebeger . ...... .. ................ 875 705 80. 57 35 26 74. 26 Corporal Charles Barrett ..................................... 875 713 81. 49 35 26 74. 26 Privates : Warren Tracy...-----...................---.....................----. 840 674 80.24 35 22 62. 85 Albin Krebs...........--...............................-----770 634 82.34 35 30 85.71 Total.........--.--................................ .............. - 175 129 73. 72 COMPANY B, SECOND TEAM. First Lieutenant T. L. Casey...-...--. - ........... ...... 910 679 74. 61 35 28 80. 00 First Sergeant James McKenna - - -.... . ... .... . 910 676 74. 30 35 22 62. 85 Sergeants: Michael McCormack ................................... 805 612 76. 02 35 27 77.14 Martin Doolan ..-....... ............................. 875 676 77.26 35 25 71.41 Corporal Henry Warner.................................... 840 663 78. 93 35 21 60.00 Total................. .. ... .. .................................... 175 123 70. 28 At the same meeting two teams from the battalion competed in the Army and Navy Journal match. The conditions of this match were the following : " Open to teams of twelve from all regularly organized military organizations in the United States, in- cluding the Regular Army, Navy, and Iarine Corps. All competitors to be regularly enlisted members, in good standing, of the regiment, battalion, corps, or troop they represent, and to have been such on June 1, 1881, and to appear in the uniform (full dress or fatigue) of the organization they represent. Weapons, such military rifle as has been issued at the public expense to the organization which the team represents. Distance, 500 yards. Rounds, 7. Position, any with head towards the target. " First prize-To the organization whose team makes the highest aggregate score, a silver trophy, valued at $750. " This prize is to be won three times before becoming the property of the winner. It will be held for a year by the officer commanding the winning corps. "Also, to each member of the winning team a silver medal; to each member of the second team a silver medal; to each member of the third team a bronze medal." This match had been shot five times; and won twice by the Seventh Regiment N. Y. S. N. G., once by the Battalion of Engineers, and once each by the Thirty-fifth Battalion and the Twentieth Separate Company N. Y. S. N. G. Ten teams competed on this occasion; and the prize was won by the first team of this battalion, the second team being tied with the Thirty-fifth Battalion on the fifth score (300) and obliged to take the sixth place. APPENDIX NO. 4. 457 Major-General Hancock presented the prize to the winning team, with the following remarks: " This prize indicates the standard of excellence in shooting, between the various organizations of the National Guard, and of the Army, and the contest for its possession has always been a keen one; although shot for since the establishment of Creedmoor, it has never been won twice by any but one organization. "I congratulate the winning team upon its possession as an honorable trophy, which I trust will, during the year, inspire its members and the organization to which they belong with the desire to maintain the skill by which it has been won from such for- midable adversaries." The scores made by this team in practice, and in the match, are given in the follow- ing table: Battalion team practice. Practice scores. Scores in match. NAMES.9 Points Points Per Points Points Per possible. made. cent. possible. made. cent. Capt. A. M. Miller....... .... .. B 735 574 78. 09 35 27 77.14 First Lieut. F. V. Abbot.---...-.- A 805 630 78.26 35 25 71.42 First Sergeant T. E. Royston .... A 805 612 76. 02 35 30 85. 71 Sergeants: Joseph Turner ----... ---- -C 805 636 79. 01 35 31 88. 57 Charles Renaud ............ A1 805 675 83. 85 35 30 85.71 M. McCormack ............. B 735 566 77. 00 35 30 85. 71 C. F. von Sothen.............-. C 770 614 79. 74 35 29 82. 85 B . 805 660 M. Doolan .-----.........-------...--.....---. 81. 98 35 31 88. 57 Corporal Charles Barrett ......... B 805 667 82. 85 35 31 88. 57 Lance Corporal J. Fraser ......... C 805 630 78. 26 35 31 88. 57 Privates : John Cavanagh- --...----.... C 735 622 84. 62 35 27 77.14 Robert Kort-------------- C 770 582 75. 58 35 27 77. 14 Total............. ............. .................... 420 349 83. 09 The novel match of the meeting was the " skirmishers' match," open to member of the Regular Army, Navy, Marine Corps, National Guard, volunteers or militia of any country, State or Territory. Competitors to be in uniform (jacket, cap, trowsers, belt, and cartridge box or belt). Distances, 600 to 200 yards, second-class targets. W:eapon, any military rifle except repeating rifles. Competitors form in single rank iii squads, in rear of 600 yards firing point opposite the target to which they are assigned, tach having his ammunition in his cartridge box or belt, and are numbered from the right. Twenty rounds were allowed each man, and starting at 600 yards, five halts are made in advancing and five in retreating; competitors fire as they please, not to exceed twenty shots in all, but must fire at least one shot at each halt; any position, and but 20 seconds allowed to halt and fire after the signal. Five points were deducted from a competitor's score for each failure to fire at least one shot at each halt, for each shot fired after a signal to advance has been sounded, or for each shot found on his target in excess of twenty. A competitor firing on a wrong target to be at once de- barred from further competition. Many soldiers competed in this match, which was won by 1st class Private John Cavanagh, Company C, Battalion of Engineers, by the following score: bulls-eyes, 8; centers, 6; i iners, 4; outers, 3; total hits, 21; fined 1 bulls-eye for one extra shot on his target-resulting score 77 out of a possible 100 points. Other prizes were won at Creedmoor during the season as follows: Capt. J. C. Mallery ............................... Boylan Badge (first competition). Private John Ca' anagh ...... ..... .--....-.... .... Remington target-rifle. Sergeant C. E. von Sothen.......................---- ..-Fifth Skirmisher. COMPETITION FOR THE NEVADA TROPHY. The following table, extracted from General Order No. 6, current series, from the headquarters of the Army, exhibits the result of the first annual competition for this trophy, which is open to the entire Army under conditions announced in General Order No. 45, series of 1881, from the Adjutant-General's Office. An unfortunate acci- dent prevented Companies A and B from competing, but it will be noticed that Com- pany C won the second place on the list. 458 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tabulated record of competition. Department. Regiment. u Q - U H P H- a East...........Third Artillery--------K 31 38. 50 80. 50 1, 429 92. 20 South .-... .. Fifth Artillery..-.-.. M 25 31 80. 65 882 70. 56 Missouri .-----.. Twenty-third Infantry.. E 29 36 80. 55 1, 041 71. 79 Dakota.... . Seventh Infantry ..-- - A 40 49 81. 63 1, 479 73.95 .... Platte---- - Sixth Infantry - -......... I 33 36 91. 66 855 51. 82 Texas .......... Sixteenth Infantry ..... A 34 40 85. 00 1, 023 60. 17 California ..... First Cavalry .......... G 41 51 80. 39 1, 746 85.17 Columbia......... First Cavalry ..........- . M 39 47.71 82. 00. 1, 517 77. 79 Arizona .......... Twelfth Infantry ....... H 38 43 88. 37 933 49.10 Engineer Batt.... Engineers -.............. C 40 50 80. 00 1, 815 90.75 By order of Lieutenant-Colonel Abbot. J. H. WILLARD, First Lieutenant of Engineers, Adjutant. [Printed orders No. 3.1 BATTALION OF ENGINEERS, Willets Point, New York Harbor, February 14, 1882. The following are announced as the results of the astronomical observations taken in 1881 at the field observatory at Willets Point (see General Orders No. 5 of 1870, No. 9 of 1871, No. 8 of 1872, No. 2 of 1873, No. 2 of 1874, No. 3 of 1875, No. 1of 1876, No. 1 of 1877, No. 3 of 1878, No. 1 of 1879, No. 3 of 1880, and No. 3 of 18.1, for former resuts.) The observatory has continued during the past season under the personal direction of the battalion commander, assisted by Captain Mallery. The equatorial telescope ordered from Fauth & Co., of Washington, in June, 1880, has been received and mounted in the new observatory, but at too late a date to per- mit of much work before the end of the season. The object-glass, made by Alvin Clark and Sons, is 5.5 inches in clear aperture, with a finder of 2 inches clear aperature. The principal eye-piece is fitted with a posi- tion-micrometer divided on silver, with a parallactic movement, fine for spider line and rapid for the entire box. The micrometer may be replaced by a tube containing a reticule of 1 transverse and 5 parallel threads, for transit observations. These two arrangements are fitted, in common, with three eye-glasses having magnifying powers respectively of 96, 143, and 178 diameters. For simply observing celestial phenomena, two other eye-pieces are provided-one for the sun, containing a first surface reflecting prism; and the other, for night work, a simple straight tube. Fitting each arrange- ment are three eye-glasses having magnifying powers, respectively, of 180, 365, and 459 diameters. Both declination and hour circles are divided on silver, with an extra graduation (coarse) for approximate settings. They are respectively 12 and 15 inches in diameter. This clock work is governed by a conical pendulum regulator, with maintaining power regulated from the eye end, and the declination axis is provided with a striding level to bring the telescope into the meridian. The illumination is through the declination axis, the lamp hanging vertically in all portions of the tele- scope. This instrument, of excellent quality and mounted in a superior manner, is well suited to the needs of the observatory. OBSERVATIONS FOR LOCAL TIME. Many observations, both with astronomical transits and with sextants, have been made at short intervals during the entire season. With the transits.-The following observations were made to determine the value of a division of the levels used with two of the transit instruments. These levels were attached firmly to the tube of the zenith telescope, and were measured in terms of its known micrometer. APPENDIX NO. 4. 459 Constants of transit levels. Transit. Observer. T .servations. Date. Number of ob- Value of a division of the level. 1881. " " Russian .......................... G. J. F............ Aug. 12 20 1. 675±-0. 004 Troughton ...................... O.M. C ....... Sept. 9 25 3. 886±0. 012 Time has been noted by four methods: (A) by the recorder at the word " tick," given by the observer; (B) by the observer himself, guided by the relay tick, which, when the battery-circuit includes the chronometer, occurs at each second, and is as loud as the tick of an astronomical clock; (the beat is picked up with the assistance of the recorder, who watches the face of the chronometer;) (C) by the Hipps chro- nograph, using a key which prints the record on the moving paper, (this method is usually restricted to observations when the whole reticule (15 threads) is used with the Lingke combined instrument;) (D) by the usual eye and ear method, placing the Bond chronometer on the pier near the observer, who keeps his own record. Begin- ners use these several methods in succession, in the order named above. To study the subject of personal equation, and to give the observers an opportunity to determine their individual tendency to error, use has been made of the Fauth ma- chine, time being noted by method (B). The following table exhibits the results of this practice, which, considering that it was the first time that any of the observers had used the apparatus, certainly shows a high degree of precision: Personalequation. Ncumber of errors of- Initials of observers. Date. eclOver 0.0 0.1 0.2 0.3 0.4 0.5 Ov 1881. Sec. Sec. Sec. Sec Sec. Sec. Sec. Sec. See. T.L.C....--....-----.......... May 20 ..- ...----.--- . .. .0.25 .. July 7 81 13 23 20 15 8 1 1 0. 19 +0. 07 C.McD. T.................. June 1 60 12 24 9 8 2 3 2 0.17 +0.02 July 22 119 26 43 23 16 6 2 3 0.16 -0.05 O.M. C.................... June 13 117 27 45 31 8 2 1 3 0.14 +0.01 T. A.B....................... June 20 99 7 13 24 19 17 9 10 0.29 -0.25 Aug. 2 86 5 17 19 17 19 5 4 0.28 -0.23 G. W. G .............--. . June 28 68 10 9 16 8 8 8 9 0.31 -0.27 Aug. 9 116 30 38 25 10 6 3 4 0.17 -0.04 G. F. J..................... July 11 99 17 31 24 14 7 5 1 0.18 -0.13 F. V. A.................... Aug. 2 123 26 37 34 19 6 1 1 0.16 -0.11 The following observations were made to rate the standard chronometer (Lukens No. 141) during the working season. A comparison of these and last year's observa- tions with the corresponding record of mean daily temperature kept at the post hos- pital indicates that the chronometer is compensated for a temperature of about 650 Fah. At 500 Fah. it begins to lose rapidly : 460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Errors of standardchronometer. Date. Initials of observers. Transit instrument. o°Remarks. 1881. Sec. May 4 0.M.C .......--.... Troughton..........A 9 90.08-0.35 7 .... do........... ....... ...... do --.......--- .... A 13 85.35 0.14 9 G. W. G..-..-----.--............ .....----.do ............. A 8 79. 68 0.12 10 ... do ............ .. ...... do .......-- ..--.. A 14 79.26 0.09 13 .... do ..-------..--..--....-...---- .--... do ...........--..--. A 16 77.48 0.04 13 F. V. A..............--... Lingke ---.--..------........- C 14 77.23 0.00 24 G. J. F...--.---.---. Russian ....------.......... D 12 66.57 0.08 June 4 C. McD. T.............. Lingke .----..--...... C 12 61.77 0.15 6 F. V. A __......._.----...do .............. C 12 60.80 0.03 11 .... do ------.......--...--..-- . .....--------do .-----.---...........--- C 18 58.44 0.04 Moon culmin. 15 0. M C--..--..---..------Troughton-----..--..----. B 14 54.89 0.06 22 T. A. B3.....--.... .. Lingke .....--. C 8 48.74 0.08 July 1 G. W. G --..--......-- . Troughton...--....... -- B 14 43.67 0.03 5 T.L.C-------.. ------ Lingke ..........------ C 10 40.78 0.04 12 G.J. F. ---.. -----.... ..------do --..--......------ C 10 39.64 0.04 21 0. M. C .-- ----. Stackpole-...- ....... A 10 45. 65 0.19 Outer pier. 23 C. McD. T-------.. -----.. Russian-- ....----......... D 14 38.42 0.16 Aug. 3 T. A. B................. ...... do .............. D 10 45.80 0.70 8 do ..--.....---......... Lingke --...---.-- .. C 14 Not reported. 10 G.W. G-------.. --.---........... Stackpole--..---- -A 15 52.75+ 0. 08 Outer pier. 23 T. L. C.--.....-..--......... Russian ......--........ D 15 54.27 0.02 Sept. 5 G. J.F ........-........ Lingke .--..--....... C 12 48.90 0. 02 6 .... do ..----- ...------ do -....--...... C 17 50.26 0.02 7 0. M. C......... ..... Troughton ........... B 18 51.34 0.04 Moon culmin. 24 F. V. A................. Russian ...--.---...... D 10 57.94 0.05 Oct. 5 T. L. C---...---.......... Lingke ..--..--.-.--. C 16 46.54 0.09 5 0. M. C .......-----. Troughton-............ B 20 44.96 0. 06 Moon culmin. 6 T. A. B.............. Lingke.--...------.----..... C 17 44.75 0.01 10 F. V. A..-----------............ Russian.......... .. D 16 44.09 0.06 20 T. A. B ................. ...... do ......-- --......... D 7 42.19 0.20 27 G. J. F--..--.......... ...... - do .............. D 11 33.48 0.05 Nov. 4 0. M. C.........-- . Troughton............ D 13 26.73 0.18 Moon culmin. 6 C. McD. T ..---......... Lingke...---........... C 15 20. 28 0.02 Do. 15 G. W. G ...-------..----. Troughton ........... D 19 1.89 0.05 Chron. slow. 28 Sergeant Royston .... ...... do ..... ........ A 7 33. 18 + 0.19 Dec. 1 Corporal Warner ............ do ........... A 8 37.13 0. 05 With sextant. -Many observations made for practice and by the officer of the day for regulating the post time are not reported. The following table includes those made in connection with sextant latitude and longitude observations. Each officer is required to submit at least one complete set of observations for deter- mining the latitude by the method adopted by the Corps of Engineers for reconnais- sances. Ten altitudes of an east and ten of a west star (both near the prime vertical and at similar altitudes) are taken for time, and corresponding sets on Polaris and on a south star, at its culmination, for latitude-all made on the same night. By this method, errors due to eccentricity and to ill-determined index error, if the sextant be carefully handled, are both eliminated. No limit is fixed as to the number of trials, the object being to encourage that careful practice with the instrument which is so needful to attain skill in its use. A set of similar observations for determining the longitude by the method of lunar -distances is also required, chiefly for practice with the instrument, as the inherent in- accuracy of the method renders it of little use for land purposes. APPENDIX NO. 4. 461 Local time by sextant. Chronometer fast mP o by sextant. a a Initials of observers. Date. Names of stars. a a S0 6. 1881. Sec. Sec. Pollux................... 10 88.7 86.6 F. V. A................ May 8. 82.6 4. 0 Vega .------ -------- 10 84.4 Arcturus. . --......... 10 52. 7 F. V. A............... Aug 10 a Cygni..................10 t53.8 54.9 53.8 52. 7 1. 0 a Bootis------- - 9 58.4 55.3 T. L. C................ Aug. 24 Sa Andromed .......... 9 52. 2 53.8 1. 5 T. A. B............... May SGemini .............. 10 88. 3 85.3 13.7 10 SLyrm ................ 10 109. 7 99 79.3 8. 2 T. A. B................ May 19 a Lya..-.........5 a 115. 53. 3 . 40. 271.4 1Aquie.............510 24.1 C. MeD. T............. May 12 a Bootis ............... 10 56.7 5 53.3 1.7 AJupiter............. 13 -45.5 41 C. McD. T----...........------ Dec. a Cygni ................ 14 -- 46.8 -461 -46.5 0.4 a Cygni .-............. 16 40.0 G. J. F................J uly 17 a Bootis.............. 16 40. 4 40 02 38.4 1. 8 a Cygni................15 51.5 53 G.J. F-................ Aug. 10 a Corona Borealis....... 15 55. 2 52.7 0.7 a A quile..............12 Defective. 56 O. M. C..---...........A------ug, 25 a Bootis.................10 56.6 566 53. 3 3. 3 a Arietis.................10 55.1 O. M. C.........------..--.. ept. 10 55. 3 552 52.4 2.8 301 a Aquile ................ a Lyrm ................. 10 87.3 G. W. G.............. May Geminorum ........... 10 89. 2 882 82.6 5.6 a Andromeda ........... 10 61.0 61.5 G. W G.........-----.... Sept. 26 a Lyr .................. 10 62.1 56.5 5.0 OBSERVATIONS FOR LATITUDE. Observations for latitude have been made during the past year with the Wiirdemann zenith telescope, with the Lingke and Russian combined instruments, and with the sextant. The results by each instrument will be reported. With zenith telescopes.-The following observations were made to find the constants of the three instruments: Constants of zenith telescopes. Turn of micrometer. Division of level. Observer. Date. Date. No. Value. No. ohs. Value. obs. obs. LINGKE. 1881. 1881. F. V. ......----.....................---- July 17 22 67.256+0.039 *Aug. 12 20 0. 867±0.001 T. L. C.............................. Aug 25 70 67.189 0.015 *Aug. 11 10 0. 814 0. 007 T. A.B --............................... Aug. 1 26 67.299 0.030 tAug. 17 28 0.880 0. 005 C. McD. T .......................... July 19 30 67.333 0.050 *Aug. 26 10 0.834 0.008 C. McD. T.--.. ..--------........... *Aug. 4 20 0.841 0.004 G. J. F...--......-....... .......---.... Aug. 12 36 67.307 0.034 tAug. 12 32 0.835 0.002 RUSSIAN. G. J. F..............................------- May 27 47 69.485 0.020 ItJune 1 24 0. 861 0.003 WiURDEMANN. O. M.C ...............................--------- Aug. 24 28 62. 221 0. 043 'Aug. 24 20 0. 908 0. 004 0. M.C ...--.......................... Aug. 30 28 62. 280 0. 044 ... G. W. G ...........----................-------- Aug, 4 30 627035 0. 024 *Aug. 2 20 0.898 0. 002 Terrestrial object. A Ursa Minoris. Ursme Minoris. ** h t Terrestrial object. 462 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The Safford catalogue was used in selecting the pairs of stars for determining the latitude. Each officer prepared his own list, and observed on three nights as nearly consecutive as the weather permitted. The results are given in the following table, the latitude deduced by each officer appearing at the foot of his column-computed by the rule that no observation should be rejected; first, unless marked doubtful in the record book; second, unless giving a latitude at least one minute in error (which may fairly be attributed to mistaking one of the stars or to wrongly reading the mi- cro(meter) ; or, third, unless rejected by Peirce's Criterion, applied to his whole set of ob- servations. Rejections for the first two reasons do not appear in the table, but their number (trifling) is reported at the end. Those for the last are entered, marked: * Latitude by the Lingke and Wiirdemann instruments. Initials of observers. Lingke combined instrument. Wiirdemann. 832 A 21.46 . . .. . . .. . . . . .. . . 848 C 20.76 .. . ..... . ... A 19.6548 . 2881 ........- - . S21.42 ..... .................... .. . .. . ............ 20.00. ......... 903 A85 927 B ............ ........................ 20.15............ 953 A.................... .......... ........... . 18.42 ............. 977 A.-19. -.49 ............-- 927 848 B C --------------.---------------------..----- 20.60 .. . . .......... 24.83.................. - ...................... 976 B-1. . .. . . . . . . . . . . . . . . . . . . . . 42.. . . .... -.. . 986 B 21.4127 . 921 C -- -- ... .. --------- 8 .. ............ AiC3A ----- ----- 10 93 224.65-..- - 19.66 - . ... .... 83 .. -- -. - 22.57 ........................ .................. ............ 18 . ........... 977 A 20 . .................................. ... . ........... ......... 22. 57 10 9970 A 21. 20. 94 ............................ 1 2. 560. 2 B025 23.8 A 23.35 . 15 A . .................................................. ... 22.803 1 1054 02 A 2 22 .5 1 .. ........... ......... ... 100 60.. .... ....... . 22.20. .... . 2 ..-- ----........ . 2.3-.- .............. - ...- ...... 1129 A 2. 1.tl. "1"""" :: ""l }i 1139 B 21. 09 APPENDIX NO. 4. 463 Latitude by the Lingke and Wiirdemann instruments-Continued. Initials of observers. b5 C 0 Lingke combined instrument. Wiirdemann. m Z4 0 F+ d b 0 ri Pl 21. 74 ... . . . . 21.40 1150 A 22.04 ... 22.74 1154 A 21. 84 21.98 20. 86 22.18 23.47 19. 19 1165 C ....... . .. ......... .-------- 19.77 1195 C ..... .......... ......... 19.66 1167 C 17. 02 19.77. 220 1174 C 20.61---------- 1180 A 23.97 ............ 21.50 -................................--- 1199 C 23.20 ............ 25.51 ............................... --- 1195 C -............ 21.35 1203 C . . 21.16 .................................... ...... _ 20.79 20. 93 22.03 1204 B ............ 23.13 B 21. 03 ....... . 20. 01 21.73 1211 21. 03 ...... .... .. 22.59 ------------ 1208 C ............ 1209 A 20.00 ............ 1217 B ............ 20.03 .... . ............ 1225 B 22.13 ............ ............ 2220 AA 20.71 18.93 .. ......... 22.47 19.87 1226 A 20.34 ............ 20.51 ............ 21.12 25.54 22.95 20. 75 1229 C ------------ 1241 A 21.12 ....... 1235 AA 20.78 20.89 .. 1241 A 20.'86 21. 09 *14. 74 19. 93 23. 36 1250 A 21.99 1266 B 22.22 22.58 20.47 .. . . . . 1265 B 21.96 .. . . . . 1295 B ----------------- 22.34 ........... 19.92 21.22 21.66 1270 AA 20.73 21.66 19. 80 1293 B 20. 13 20. 78 20.32 20.48 1271 A 21.41 1293 B 21.12.. -......... 20. 78 21. 97 1275 AA 21.43 ............ ....... 20. 86 1283 AA 22. 53 21.50 20. 84 1276 A 22 97 1285 A 20. 63 ............ . ... .. ............ 1292 C 22. 90 22.75 .......... 1300 B 23. 67 25.78 .. 24.17 21. 63 23.00 1297 AA --- 20.91 --........... 17.95 1299 AA 23.67 ............ 20.80 I.. 20.15 21.11 1310 A 20. 14 .......... .... ..... 20.14 13331 A 20. 59 464 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Latitude by the Lingke and Wiirdemann instruments-Continued. Initials of observers. Lingke combined instrument. W~iirdemann. U // 21. 28 A 2i. 12 20. 02 20. 42 23. 59 1313 21. 18 22. 97 20. 27 20. 96 22. 68 20. 94 1335 20. 70 22. 28 21. 60 21. 29 21. 68 21. 06 22. 12 20. 22 24. 70 21.79 20. 60 20. 16 20. 91 1342 A 24. 62 1351 A 20. 54 21. 73 20. 91 ------------ 21. 21 20. 52 20. 41 21. 10 20. 36 20. 91 .. . .. . . 21. 17 22. 25 22. 38 A 18. 72 19. 64 15. 69 1366 21.71 20. 00 20. 95 18. 88 1403 21. 26 21. 95 21. 82 20. 75 B 21.66 1368 A 20. 21 1389 21.10 ..... -----. . ......... 21.39 - 20. 02 B 1396 21.51 .. . . . . 1405 A A 22.17 21.22 21. 40 1397 AA .. ............... 19. 90 A ..... 20. 65 1466 20. 45.......... 21.12 I 22.12 1405 A 21.02 22. 88 1424 A 22. 24 20. 97 1414 B 21. 28 .......... 1419 B 21. 89 1416 B 21. 43 21.21 ........................ ........................ 22. 48 1431 A ---------- ------------ 20.79 1429 A 20. 95 20. 85 17. 84 1448 B 20. 88 21. 31 20. 78 19.97 22. 39 21.52 20. 07 20. 46 22. 34 22. 57 1456 A 21.56 24.48 21.30 20. 69 22.14 1458 C 22. 36 21. 47 20. 75 21.76 21. 05 19. 03 C ...... .... 20. 95 22. 27 22. 21 1464 20. 75 22. 83 B 21. 30 21. 19 20. 89 1468 21.89 22. 92 19. 70 20. 04 21.86 20. 65 19. 66 21. 63 "15. 76 1473 A 20. 76 21.39 24. 92 1495 C 22. 05 ........... -2 8---. ......... 86 : 21. 30 21.84 1483 C 28.08 ... 1489 B 25.98 1484 C 22. 24 1493 A 21.60 .... .. . .. -..- - -- - - - - .. ...... .. . ... 1493 A 19. 84 24. 67 1499 21.59 .. 20.03 ............ 18. 93 20.29 21. 12 B 22. 07 1498 A ...................-. 21.43 22. 06 1501 20.99 20.99 A 22.80 28.13 ... 1511 22.08 " 25.86 ..-----... 1517 A 20.79 ........... 20.94 " 22.03 ... 20.74 ............ APPENDIX NO. 4. 465 Latitude by the Lingke and Wiirdemann instruments-Continued. Initials of observers. ca Lingke combined instryment. Wiirdemann. I h cd CS U~ A II U5 ar E4 v! 1518 C 21. 03 20.30 1526 C 21. 13 20. 05 20. 48 1518 C 22. 00 .... 21.38 1531 A 19. 75 . 21. 02 24. 59 22. 17 20. 79 1540 B ... ... ..--. ...--- 20. 89 21. 53 22. 97 20. 72 1541 A ......... i...---.-- 21. 24 16. 84 21. 20 20. 30 20. 46 21. 34 21.40 1549 A 20. 41 21. 85 *40. 17 22. 06 1553 21. 02 21. 78 23. 84 20. 79 21. 83 21. 22 21. 18 21.26 1551 A 22. 61 22. 00 C ............ --- -- -- - 21. 00 1565 21. 32 20. 77 20. 38 1560 A 22. 17 1580 C . . -. . -.. -- " " 22. 20 20. 99 20.64 21.95 23.75 23. 10 1567 B 21.79 21.47 19.98 21.03 .94 20.15 1572 A 21.38 22. 30 18. 35 21. 62 20. 81 21.83 19. 73 ...... 21. 59 21.75 19. 43 1583 20.20 21.45 ... . . 19. 03 A 20.96 20. 78 1600 A 21.45 ------ 21. 16 18.90 21. 03 1594 B 20.93 ----- 1619 A 21.23 .. .. .. . . 22. 43 21.46 1622 B 22. 12 . . 1 28. 02 1629 B -- -- -- - 23.90 *30. 59 22. 54 23. 02 1629 1638 B A 21. 80 20.84 25. 11 27.85 .. ..... - ....2 .30.. . 24. 01 24. 02 1630 A 21. 55 --- 1638 A 21.48 .. 1636 A I 1661 ........... ............ 2 . ............ B 1640 .... 21.40 1653 ........ ... 22. 92 ....... ... ............ ............ .... B B 20. 76 1645 21.18 . ....-..--. 20. 80 1654 C 21.63 --..-.-.. ------.... *...---------------- --.-.-.. ---.- I------- 23. 32 22. 08 21. 86 1652 A 18. 36 20. 52 1663 C 21. 93 19. 57 1658 A 21. 08 21.20 ........ 1678 C 21.15 20.89 22.25 22. 79 1667 A --------- 20.82 *39. 00 22. 12 1569 A 19.15 20.44 21.41 19.31 20. 30 21. 79 19. 94 1684 B 21. 49 23. 16 21.11 21. 45 1687 AA 21. 24 20.87 22. 21.11 20. 22 20. 33 38 21.43 30 E 466 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Latitude by the Lingke and Wiirdcmann instruments-Continued. Initials of observers. r-. c35 jj Lingke combined instrument. Wiirdemann. 0 O 0 c3 cC U ? Py ]694 A 19. 11 21.52 18.88 20. 42 1702 A 21.45 21.41 21.50 ""........... 16.15 20.54 19.49 ............ 19.15 19.74 1699 1707 ------------------- . '---21.737---------- 1699 C S21.64 22.60 .--- --.- . . . .. . . . .-.---------...... --------. ... ....... 1713 A ..----------- 22.59 20. 62 .... --........-- ....... ...-- 21.65.......-- 1704 1707 A .. -- - 21.42 21.265 19. 98 1704 22. 37 .. .... 21. 84 1713 A ................. 1.98 -.. .. .. .. 22.41 ...---- .. . . 22.49 .......... .21. . . .... 01 .. . 1710 C .... 1720 A 22.09 1712 C 20.44 1724 C .................-.. 21.30..................................... 20.75 1715 B --. !--.------ -------- - ----- --... ----- --- 1724 C 22. .... 35 ..........- ...... ....... " -...... 20. 31 21. 55 21.30 21. 83 1732 A 72 2.... . . .....- -. 18.62. 20.37 1747 A 0-2 ..... 20. 94 .. -- , 21.64 0.6 -- 20.39 21.57 22.17 22 62 1751 C 1766 A 21.93 ...... .. ........... ...... 23. 23.47 20.76 ......... ...... .. ...... ........ .. ..... - 1763 A 1781 A ........... 20. 78 .............. .. ------- 22. 08 1770 A 1773 A .........................- 22.08.. .. .. .. .. .. 24.16 1777 A - .- 22.--0o 19.99 -. . .... 21.98 1783 B ............................ ....... 20.46 21. 20.66 22.24 2 1795 A 20.05................-20.56 22. 66 1801 B -24.62 2.605 -..... . 1828 21.98 21. 66 1802 A i 119 G ----- ..... 77 . 20..7 .2 . .----. . . --.--. ..-- ---.. . ...... ......... ... 1802 A 21.63 1812 C 1807 A ... '.22..00...... 21.67 18.79 ""-..460 2 ...... 21... .. 20.93 21.6859 1826 B 22. 79. .. 60 216. 1821 A 21. 75 . . . ............... 1835 C 20. 95 . ..... ........... A 22. 82 24. 37 22. 43 1.Q:' 22.02 ............. 19.18 20.82 i 4q B 20. 86 ........... 19.71 20.58 APPENDIX NO. 4. 467 Latitude by the Lingke and Wiirdemann instruments-Continued. Initials of observers. Lingke combined instrument. Wiirdemann. U c3 A 25. 47 24. 32 21. 30 1848 21. 03 . .. 1857 20. 65 23. 70 19. 58 ----------- 22. 25 21.38 23. 08 23. 86 21. 59 1873 B A . . .. . . . ......... _.. 20. 56 ------ ----- 20.25 ........... 21.79 20. 67 1875 AA B ... .. .. ........... 21.20 20.80 21. 75 21. 63 B 19. 92 21. 69 1891 21.36 ............ 20. 67 1899 B AA 21. 79 17.55 21.64 22. 84 21.52 21. 51 A ............ 22. 10 21. 90 1907 23.52 20. 98 23.76 1915 B ........ 21.53 ....... 23.18 19.43 22. 74 A -- 23.76 1918 A ............ 21. 58 19. 79 ... 18.35....20.83 20. 33 1933 A .... ..... 23. 14 21.82 23. 17 19.98 22. 71 1940 1951 A ---- .--....... --- 1 ------- -------- 22.87 - --............. 20.81 22.53 1944 B 1961 B . .. ....... 20.7 24. 00 1957 1972 A B ... ............ . - -- "----- ------- :' .. ........... ......... 2.62 23.62 *15.17 25.41 ...... 1958 B 21.77 ............ 22.65 -- . 1975 A 21. 22 ............. 19. 28 . 21. 94 1976 C 21.15 2000 C ............ ' 21. 79 20. 81 1981 A 25.74 1985 A ::::I:::::: 'I:~~~- 23. 46 1990 AA 23. 31 21.61 ......... 1995 C 23. 59 21. 94 17. 01 2002 C 20. 47 2015 A ---------.......... ...... ....... ............ ... 26 21.15 .... ...... ............ 21.49 20. 28 21.40 I ' . i I i 1 i Mean.--.......... 21.33 21.38 21.38 21.49 21.54 21. 55 21. 55 Prob. error ..... 0. 080 0. 059 0. 141 0. 160 0. 083 0. 148 0. 082 No. obs........ 92 89 51 70 92 100 97 Wrong pairs ... 3 3 1 2 2 7 0 The following observations with the Russian combined instrument are not compar- able in point of precision with those of the other two. The instrument is not so well adapted to reversals, and has other defects as a zenith telescope, and the work with it was done by the observers entirely without assistance, either by calling off settings, noting time, or recording observations. The results should be given no weight in deciding upon the latitude of the place, but they are reported for comparison with other methods. 468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY Latitude by the Russian combined instrument. Initials of observers. Initials of observers. ya 1 6A 1204 1680 1211 26.09.................. 1697 29.69 .......... 1313 1335 22.17........................ .... 1687 21. 24 ---.......... 23. 94 *35, 13 1342 1694 1351 20. 90 . ................ 21. . 69 1702 19.91............................ 1344 1699 1348 .. 2608.. . ... 1707...--------------------- .......... 23.24 1366 1403 21.47........... . ............ 1713 20.78 20.02 .........--------- 15.80 1373 1722 1384 .. .. 21.27.................. .... 1727 23.89 .. 1405 1732 1424 19.23 .......................... 1747 21. 22 20.72 21. 59 19.13 141 1770 14142 ................... ....... 14. 88 1773 18.04 ........ 20.87.......... 1429 1777 1448 -------...........--------. -----...--- 21. 66 1783 23. 67 ........................ 1456 1794 1458 20. 73... . 1800 ........ . 16. 32 .......- ....... 1464 1795 1468.......... .... .......... 20.03 1801 19.58-.--. -. "*10.23 24.08 1483 1807 1489 22.43 1826 21 03 24.57 -.. ... . 19.91 1493 1834 1499 18.16 ....... ................. 1851 24.73 ------------................... .....-------..... 1511 1517 23.95 .... . .............. . 1840 23. 13 ... ..... 22. 88 1515 1848 1520 ... ... 21.56 .......... . 1857 20.13 .......... 1540 1861 1541 . .... 14.27 ......... 19. 43 1872 .....---------..... 18. 56 .....--..... .. 1549 1873 1553 20.87 .................... .......... 1875 24.29 .................... 25.34 1552 1891 1562 .......... 28. 56 ...................--------- 1899 22. 03 21. 68 ............... 20. 41 1567 1906 1572 24.50 .... ... 22.60 1907 -18.46..... ......... 1583 1915 1600 21. 54 ...... 25. 68 26. 64 1931 ---------- 20. 96............. 1593 1918 1595 ......... 23.37 ......... ....... 1933 18.85 ......... I. ....... 17.83 1608 1940 1621 ......... .. 14. 14 ................... 1951 20.77 ............................. 1622 1958 1629 22.78 . - _...-.- 17. 92 25.88 1975 18. 95.......... ........... 18. 80 1981 16372 16. 64 . .... .. . . 1637 .......... 1985 19. 41 .- ... .... ..--.. . 1636 1990 1661.......... ...... ....... _. 15.69 i 1995 ............... ............... *31 60 2002 16.79 .... .............. 19.74 1663 *16.00 ..... 17.58........ 2015 163 I 20. 73 ...... dean . 21. 01 21. 79 21. 08 1659 ..--.........----- 18.11 .... 0.50 .E. .. 0.24 0.65 0.67 1667 IN1o. obs 29 21 7 20 1669 ----- - 27.92 ......... ......... APPENDIX NO. 4. 469 A rigid discussion of the individual results obtained by each officer, with a view to determine from them the mest probable latitude of the observatory, has not been attempted this season because of their great number. This was done last year (see General Orders No. 3, series of 1881), giving as the result of 326 observations on 84 pairs the following value: C North latitude 40 47' 21".59 .- 0.082. The grand means of all the observations made this season with the Wiirdemann and Lingke instruments, throwing out only those rejected by the criterion as applied by each officer to his entire work and giving all pairs and observations equal weight, are the following : Wiirdemann (197 observations on 57 pairs) latitude ° 400 47' 21".55. Lingke (394 observations on 100 pairs) latitude 40 47' 21".43. ° Grand mean (591 observations on 104 pairs) latitude 40 47' 21".47. There is, therefore, an absolute discrepancy of only about 12 feet in the latitude of the observatory, as determined in 1880 and in 1881. The grand mean of the 77 observations made with the Russian transit is 400 47' 21". 29. Lieutenant CCasey, by discussing his own observations by the method of least squares, obtained 40 47' 22".78, the value of a turn of the micrometer being 69".152 and of a level division 0".810. With sextant.-The following table exhibits the latitude results submitted by each officer, the corresponding determinations of time having been already reported: Latitude by sextant. Latitude by sextant. a No. Observer. Date. Stars. obs. By each Mean. star. W 1881. Aug. 10 .--- Polaris----------- 10 40 47 23.7 404720.5 1.1 F. V. A................... Altair la. 16 40 47 17.4 . Aug. 24 Polaris............. 16 40 4724.6 40 46 51.1 30.5 T. L. C........................... a Aquil ae .... ... 18 40 46 17.7 May 10 Polaris .--..---..-.... 10 40 4756.1 40 47 36.4 14.8 T. A. B............. ......... May a Virginis ......... 17 40 47 16. 7 Aug . 1l A ltair .. .. ._.. ....... 15 40 4724.4 40 47 14.2 7.4 C. McD. T................... Aug. Polaris .-....... 10 40 47 0)3. 9 12 40 4719.8 40 47 23.3 1.7 G. J. F ...................... July 17 Parquil ............ 26 40 47 26. 8 0. M. C...................... Ag. 25 Polaris..---.--...--.. 11 40 4724.2 40 47 20.7 0.9 Aug. a Aquil ........... 13 40 47 17. 2 17 40 4718.3 40 47 22.1 0.5 G. W. G .....................-------- Sept. 2 ltair.... Polaris.-----.---...--. 11 40 47 25. 9 OBSERVATIONS FOR LONGITUDE. The methods in use are the following-occultations by the dark limb of the moon, lunar culminations, eclipses of Jupiter's satellites and (chiefly for practice with the sextat) lunar distances. The delay in the receipt of the equatorial and the frequent occurrence of cloudy nights prevented the observing of any occulations during the past year. Lunar culminations.-The American Ephemeris is used in reducing these observations. The computations receive the same care that would be given to them on a boundary survey. No observation is rejected unless noted as doubtful, or thrown out by Peirce's Criterion. The mode of recording time on each date has already been reported in the general table giving the result of the transit work. 470 REPORT OF THE CHIEF OF ENGINDERS, U. S. ARMY. Longitude hy lunar culminations. Stars. Moon. Longitude. Observers. Date. No. Prob. No. Prob. error. Limb. wires. error. Computed. Error. 1881. Sec. Sec. h. m. sec. Sec. June 11 18 0.041 I 15 0. 01 4 55 14.67 7.01 F. V. A ...................... II 15 0. 03 4 55 14.66 6.99 T. L.C ....................... Oct. 5 16 0. 09 I 15 0. 05 4 55 10.80 3.14 T. A. B....................... Oct. 6 15 0. 01 I 15 0.04 4 54 51. 69 15. 97 I 15 0.04 455 11.40 3. 74 C. MeD. T......................... Nov. 6 15 0. 021 II 15 0.03 4 54 46. 60 21. 06 G. J.F ......................... Sept. 6 18 0. 02 I 15 0.02 4 54 53. 37 14. 29 I 5 0.06 4 54 42. 82 24. 84 O. M. C.................... Sept. 7 18 0.04 I II 5 0.06 4 54 47. 08 20. 58 O. M. C......................... Oct. 5 20 0. 06 I. 4 0.04 4 55 32. 70 25. 04 O. M. C........................ Nov. 4 13 0. 18 I 5 0.07 4 55 11.72 4. 06 16 I 5 0.05 455 09.94 2.28 G. W. G......................... May 13 0.04 II 5 0.02 4 55 05.85 1.81 Jupiter's satellites.-These observations were made with the Fauth equatorial, using a high power. It is proposed to vary the power hereafter and thus learn which gives the best results. The error of the chronometer was determined by the observer on the same evening, using the Russian transit and noting time by method D. Longitude by eclipses of Jupiter's satellites. Observer. Date. Satellite. Longitude. Error. Remarks. 1881. m. sec. see. F. V. A.............. October 10.. II disappearances.. 55 28.68t 21.02 All observed with T. A.B ............ October 20. I disappearance ... 54 38.18 29.48 magnifying power G. J. F ............ October 27.. I disappearance... 55 33. 61 25. 95 of 365 diameters. I 1:::::: The following determinations of the value of a turn of the micrometer were made for future reference, being the only other work with the instrument which clouds per- mitted after it was properly mounted: Constants of equatorial telescope. Turn of micrometer. Observer. Date. Object. Number of Value. observations. 1881. F. V. A .................................... August 3........ 27 19. 3621 0. 018 Polaris. F. V. A ................................... August 3........ 19 19. 287 ± 0. 057 Polaris. Lunar distances.-The method recommended by Professor Chauvenet is adopted in reducing these observations. The altitudes of the bodies are computed, observations being limited to measuring with a sextant the distance between the moon and one or more of the stars given in the Ephemeris, and to determining the error of the chro- nometer by observing ten altitudes of an east and ten of a west star. The following table exhibits the longitudes submitted by each officer, no restriction being laid upon the number of trials. The corresponding times have been already reported with the other sextant work. APPENDIX NO. 4. 471 Longitude by lunar distances. umber ofE observatios. Longitude. Error. Observer. Date. Stars. 1881. h. n. sec. sec. F. V. A--------...---- -. May 8 ......... Antares ........ 10 4 55 11.6 4. 0 T. L.C ... ............ November 26...... Sun.-.......... 10 4 55 32.7 25.0 T. A. B .................. May 7 ..---- --..---- a Scorpii ....... 12 4 54 27.1 40. 6 C. M )cD.T ............ . December 5 .-. Jupiter ...... 10 4 54 54.0 13. 7 G. J.F ..-............. August 10 ... .. a Scorpii .-..... 15 4 54 33.0 34. 7 0. M. C --..... .__ .-- . September30-...---. Fomalhaut...... 10 4 55 01.3 6.4 G. W. G ....------------------ May 8 ...----------- Pollux .......... 10 4 55 13.4 5.7 AURORA BOREALIS. The regular series of records of the displays of the aurora borealis, begun in 1870, has been continued, as heretofore. Three sentinel posts, widely separated from each other, are guarded nightly by soldiers of the Battalion of Engineers specially selected as watch- men. Eight men are thus permanently detailed. Three of them remain on duty from sunset to sunrise, and are required to report, when relieved, whether they have seen any auroral light during the night; and if not, whether the sky has been sufficiently clear to permit any to be visible. These records for the past year are presented in the following consolidated table, which, considering the difficulty of distinguishing the fainter displays, is regarded as establishing the trustworthy character of the record by the general accordance between the three independent observers. It appears that out of 191 favorable nights, 23 auroras were noted; and if we may assume the same ratio to apply to the clouded nights, about 44 auroral displays occurred during the twelve months. Auroral displays in 1881. Auroras. Clear nights. Clouded nights. Name of month. ' S 0d ° J January ............... 0 0 0.0 18 17 21 18.7 13 14 10 12. 3 February.............. . 3 1 3 2.3 16 13 17 15.3 12 15 11 12. 7 March................. 0 0 0 0.0 12 13 15 13.3 19 18 16 17.7 April ................ 2 3 3 2.7 19 17 18 18.0 11 13 12 12. 0 May .................... 2 2 3 2.3 14 14 15 14.3 17 17 16 16. 7 June ................... 1 1 0 0.7 12 12 15 13.0 18 18 15 17.0 * July .. .. . 2 2 4 2.7 13 13 17 14.3 18 18 14 16. 7 August --... ........------- 0 0 0 0.0 17 15 20 17.3 14 16 11 13. 7 September............. 4 3 5 4.0 18 18 20 18.7 12 12 10 11. 3 October ................. 2 2 2 2.0 17 17 19 17.7 14 14 12 13. 3 November .............. 2 2 1 1. 7 16 15 16 15.7 14 15 14 14.3 December ............. 5 5 4 4.7 15 13 16 14.7 16 18 15 16. 3 Total for year ... 23 21 25 23.1 187 177 209 191.0 178 188 156 174. 0 Summary of auroral records for twelve years. 94 Clear sky. Cloudy sky. Year. Remarks. Nights. Probable Nights. 1auroras. Observed auroras. H 1870 .............. 184 50 150 41 99 Begun February 1. 1871... ........... 211 60 154 44 104 1872 .----..--... 234 60 132 34 94 92 1873.----............... 214 54 151 38 92 1874................. 190 18 175 17 1875......... ---..... 189 14 176 13 27 1876................. 195 9 171 8 17 1877......----..-....... 191 7 174 6 13 1878 ...----......... 185 2 180 2 4 1879 ................ 204 9 161 7 1880................. 216 13 150 9 22 1881................. 191 23 174 21 44 472 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. These observations were undertaken to throw light upon the supposed connection between the number of solar spots and the frequency of auroras and of magnetic dis- turbances. They have now been continued long enough to give interest to the fore- going summary compiled from the general orders above cited. It will be noted that there is a marked accordance between the years of maximum and minimum auroras and of maximum and minimum solar spots. By order of Lieutenant-Colonel Abbot: J. H. WILLARD, First Lieutenant of Engineers, Adjutant. [PRINTED ORDERS NO. 4.] BATTALION OF ENGINEERS, Willets Point, New York Harbor, April 25, 1882. The following will be the course of instruction and drills for the Battalion of Engi- neers during the coming season: WILLETS POINT, NEW YORK HARBOR. Officers in charge.-The following assignments to special duties other than those per- taining to their military commands are announced for the coming season at the Engi- neer School of Application: Captain Raymond: To take charge of the magnetic observations, including the preparation of a suitable building; and alternately with the lieutenant-colonel com- manding to supervise the observations at the astronomical observatory. He will supervise all the computations, which must be submitted through him. Captain Miller: To take charge of the experiments in military mining, and to act as captain of the battalion team for the matches at Creedmoor. Captain Mallery: To take charge of all surveys, other than the company practice in reconnaissance, and of the tidal and current measurements, and of the compilation of an accurate map of the vicinity of Willets Point from the officers' detailed surveys of former years. Lieutenant Willard : To take charge of the completion of the model Vauban front, of the repairs of the siege battery, and of the construction and breaking of a tem- porary bridge. Lieutenant Griffin: To continue in charge of the photographic laboratory. In military engineering.-lst. Verbal instruction by the company officers in the no- menclature and dimensions of the siege battery and model fronts of fortifications, in- cluding the reasons therefor. 2d. The completion of the model Vauban front in masonry, upon a scale of 1 inch to i foot, and the renewal of the south bomb-proof of the siege battery. 3d. A course of instruction in the molding-room, including the making of modern siege batteries and saps upon a scale of 1: 6. This drill will be by company, each in turn being entitled to the use of the room for one month. A commissioned of- ficer of the company must always be present. 4th. A full course of trestle and wooden ponton drill, including boat maneuvers. For this drill the companies will be consol- idated, two officers (a captain and a lieutenant) being detailed by the battalion adju- tant in turn. 5th. The construction and experimental breaking of a temporary wooden bridge over a dry ravine. 6th. Continuation of the experiments in preparing mine chambers for camoufllets, by the explosion of small charges of dynamite. The shaft of the mines exploded in 1877 will be used for this purpose. When these experiments are completed this shaft will be prepared as a gunpowder mine and blown up. In the torpedo service.-As heretofore, practical instructions in the service of torpedoes will be given under special directions from the lieutenant-colonel commanding. A weekly detail of two commissioned officers will be made. Company commanders and battalion staff officers will spend at least six hours, and lieutenants on company duty at least seven hours, daily on this duty. They will be excused from all other duties except dress parades and inspections, and will be governed by General Orders No. 4, series of 1873, from these headquarters. A weekly detail will be made of one non-commissioned officer from the battalion, and of six privates from the companies in turn. These details will be so arranged as to include, in succession, every man in the battalion not especially excused by the commanding officer. During fatigue hours (except on Saturday and Sunday) the men will be under the orders of the senior commissioned officer of the torpedo detail, whose duty it is to see that, when not engaged in assisting in the torpedo trials now in progress, they are instructed (1) in the duties of the boat service, and (2) in those of the loading room, as prescribed in the proof edition of the Manual. The following system will be observed as closely as the weather permits. APPENDIX NO. 4. 473 1st. Planting single mines.-One weekly drill will be had in planting and raising a buoyant mine; and another in planting and raising a ground mine of the model of 1873. The steam-launch will be used for this purpose. 2d. Placing the junction boxes.-This drill will be simulated on land until the princi- ples are fully understood by every member of the detail. It will then be executed in the river, using the base-line between the fort and Engineer wharf. Care must be taken, by providing buoy ropes of sufficient length, to avoid the loss of anchors. 3d. Judgment torpedo drill.-The mapping drill will first be practiced, then the judg- ment firing drill. A few steamers or sailing vessels should be tracked at every drill. 4th. Automatic firing drill.-This drill must first be practiced at the wharf, in the manner prescribed in the Manual.z Subsequently, if desired by the officer in charge, it may be combined with the judgment drill on the river. 5th. Daily instruction in rowiny (weather permilting).-This drill will be under the di- rection of Corporal Henry Warner, Company B, assistant instructor in submarine mining, and will be had between morning fatigue call and 8.30 a. in. 6th. In unfavorable weather, the detail will be exercised in the duties of the load- ing room, in the shore duties pertaining to the boat service, and in the use of the dial telegraph. The senior officer of the detail will also give verbal instruction respecting the fuses, explosives, torpedo material-except that of the operating room-simple electrical testing, and the practical use of the ordinary forms of apparatus for the electrical ignition of mines. This can best be done in the torpedo museum, by read- ing and elaborating portions of the text of the Manual. In giving this instruction, the senior officer of the torpedo detail will be aided by the junior officer. In their absence, Sergeant William H. Brown, Company A, assist- ant instructor in submarine mining, will be in gene al charge of the detail. On the Saturday terminating his tour, the senior officer will submit the plots of the mapping drills, and a report giving the names of the detail, what they have been drilled in, and their relative and absolute proficiency. Printed blank forms will be supplied. Before the end of the season, the grand group of mines planted last year will be raised and replanted, and trial runs and dock trials with the fish torpedo, and experi- ments with new explosives will be continued, under special directions from the lieu- ten tnt-colonel commanding. In military map-making.--Each lieutenant on company duty, who has not already done so, and each non-commissioned officer and five selected privates from each com- pany, will make a satisfactory foot reconnaissance at least five miles long, in the vicin- ity of Great Neck, Lakeville, and Manhasset, the object being to extend the battalion map in that direction. The work will be done by company and under the supervision of a commissioned officer, the bay being crossed by boat. The instructions laid down in General Orders No. 12, series of 1868, from these headquarters, will be strictly fol- lowedl, including the contouring. Especial attention will be given to making the scales correctly : (1) no attempt being made to change the natural length of step in the field work; (2) the plot being made in terms of this natural unit; (3) its absolute length being determined carefully by pacing several times over a known distance; and (4) a correct scale being constructed from these data with 100 yards as the unit, the zero being between the first and second divisions on the left, and the first division be- ing subdivided into ten equal parts. The plot will distinctly show the beginning and end of the reconnaissance, without any attempt at compromising discrepancies. The captains will be the instructors in these reconnaissance drills, and they will sub- mit to these headquarters, on or before the termination of the season, the several maps and drawings, each duly approved by themselves. Each lieutenant on company duty, who has not already done so, will make and plot a careful instrumental survey of one square mile of ground in the vicinity of the post, including contours laid down with a spirit level. He will be assisted in the field work by details of non-commissioned officers and privates from his company. The work will be plotted on a scale of 12 inches to the mile with contour planes 10 feet apart, and may be executed upon any recognized system preferred by the officer. Good level bench marks should be made and located on the map, the references being given in a column of notes. The names of residents should be recorded. The finished maps will be sub- mitted on or before the termination of the drill season. A careful hydrographic survey of Little Neck Bay, beginning at its head, will be made by the lieutenants on company duty who joined in 1880. This work, executed under the direction of Captain Mallery, will be guided by verbal instructions from the lieutenant-colonel commanding. In field photography.-The officers' laboratory will be open daily from 1.30 p. m. until 4 p. m. The building, apparatus, chemicals &c., will be under the charge of Lieuten- ant Griffin, battalion quartermaster, whose duty it is to furnish any desired assist- ance, and who will be held responsible for the judicious use of the property. Officers are invited to avail themselves of the advantages of the laboratory, making 474 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. such arrangements with the officer in charge as shall insure no confusion in his official duties, or in those of the men under his instruction. The instruction of non-commissioned officers will be restricted to the following class, selected from those who have displayed special aptitude during the winter course. They will be detailed singly for one week in turn and will receive such instruction as, in the judgment of the officer in charge, is best suited to perfect their knowledge of the subject. Detail of non-commissioned officers.-Company A, Corporal Wunder; Company B, Cor- poral Neid; Company C, Sergeant Turner, Corporal Grenier. In field astronomy.-All the lieutenants who have not already completed the course, and been excused from further observations, will constitute the observers, a roster being kept by the adjutant. In addition, weather permitting, they will observe the sun or stars for-time whenever serving as officer of the day. These observations will be computed at once in the book prepared for the purpose, and the error of the mean solar chronometer will be distinctly recorded there. The following system will govern the observations at the observatory. The course covers two seasons, the first including sextant work and transit and zenith telescope work with the instruments in the east wing and on the outer pier; ahd the second in- cluding sextant work, practice with the new combined instruments in the west wing, and with the equatorial. Advantage will be taken of every suitable night for observ- ing. Officers wishing to use the instruments for special observations or practice must apply for authority to do so. Officers will usually be detailed for astronomical duty for one week in turn, but in case of bad weather the roster will be arranged so as to give each an equal chance to accomplish the work required of him early in the season ; when this work is completed, and when in the judgment of the instructor he has become an expert observer, his name will be removed from the roster. Special note-books will be provided for each officer; which, after the end of the season and inspection by the commanding officer, will become his personal property. Suitable blank forms will be printed, both for observations and computations, and these forms will be pasted into the books, thus rendering them valuable for future reference. The computations will receive special attention (1) as to methods employed; (2) as to the values adopted for the instrumental constants; and (3) as to rejection of doubtful observations. The latter is more than usually important, because knowledge of the correct results is likely to bias the judgment. The following rules will be strictly ob- served. No correction of the original record is to be made subsequently ; if clearly wrong the observation must be rejected. No rejection of an observation is allowed, unless (1) it was marked doubtful at the time; (2) it is thrown out by Peirce's Cri- terion; or (3) its discrepancy is so largely in excess of any probable limit as to render some exceptional cause certain; for instance, a discrepancy of 1 minute in a zenith telescope latitude. Every rejection under this third case must receive the approval of the officer charged with supervising the computations. The following allowance of time will be made for computations. Three days for a set of latitude observations with the sextant, for a set of time observations with the transit, for a longitude by Jupiter's satellites, for the value of a level division or for a micrometer turn with the zenith telescope; ten days for a longitude by moon cul- mination or by lunar distances, or by an occultation by the moon. These limits as to time must be strictly observed. The following will be the ordinary routine of observations with the several instru- ments. SEXTANT.-After becoming skillful in the use of this instrument upon the sun, ob- servers will deduce at least one satisfactory latitude by observing a north and a south star, using the time deduced from an east and a west star, each based on ten altitudes taken on the same night. Finally, they will deduce one longitude by the method of lunar distances, computed by Chauvenet's method. TRANSIT.-A set of time observations for rating the chronometer will be made about once a week, observing a star above and a star below the pole for deviation, and about five south stars for time. Occasionally an observation on a slow circumpolar star will be made for determining the collimation constant. Every moon culmination occurring before 1 a. m. will be observed, until each officer has secured at least one satisfactory result. At first, time will be recorded by the instructor; then the observer will take his own time; lastly, the field chronograph will be used. ZENITH TELESCOPE.-Observers will first determine the level correction by daylight, using a terrestrial object, or at night using a slow circumpolar star. They will then find the value of a turn of the micrometer by observing on Polaris. Lastly, they will observe for latitude until they have obtained a satisfactory determination based upon not less than twenty pairs. APPENDIX NO. 4. 475 THE COMBINED TRANSIT AND ZENITH TELESCOPES.-These instruments will be used only after the observer has become thoroughly expert with the simpler forms, the object being to give familiarity with the latest special patterns in use by the Corps of Engineers. EQUATORIAL TELESCOPE.-Every practicable occulation of a star of the sixth or higher magnitude by the dark limb of the moon, and every eclipse of Jupiter's satel- lites will be observed either with this instrument or with an astronomical telescope until each officer has obtained one satisfactory result. Suitable lists will be prepared in advance, so that no opportunity may be lost. In field magnetic observations.-This course also is for all the lieutenants on duty with the battalion, and will be carried out as fully as the instruments on hand will permit. In tidal and current measurements.-This course will comprise observations with the self registering tide-gauge, with the electric current-meter, and with double floats. It will be confined to lieutenants on company duty serving their second year with the battalion, and will include a full set of observations and a discussion of the same. In infantry.-Instructions in the revised infantry tactics, including the school of the soldier, the. company and the battalion, and in target practice according to a system based upon Laidler's Manual of Instruction in Rifle Firing, and defined in Bat- talion Orders Nos. 7 and 11, series of 1880. A commissioned officer of the company must be present at and supervise all target practice, unless specially excepted by orders from the commanding officer of the post WEST POINT, NEW YORK. It is desired that, so far as circumstances will permit, the men of Company E, sta- tioned at West Point, may receive instruction similar to that of the rest of the bat- talion. The company commander at the end of the season will report fully how far this has been practicable. By order of Lieutenant Colonel Abbot: J. H. WILLARD, First Lieutenant of Engineers, Adjutant. [Printed Orders No. 5.) BATTALION OF ENGINEERS. Willets Point, New York Harbor, May 29, 1882. The following is announced as the standing of the non-commissioned officers of the several companies of the battalion, as determined by their recitations to their com- pany officers during the past winter season: Pontonier- Fieeld for- Infantry Submarine Military Surveys. Drawing. Recon. ing. tifi< cation. tactics mining. signaling. nais- sance. Names. cz b o a o a a a 1 a aIa a a. A a m A a m 0 Pe COMPANY A. Sergeants. i I Royston .-......... 1 10. 00 1 9. 73 1 9. 87 1 9.92 2 4 1 Kelly..---...-.....--.. Renaud.......... 5 9.75 4 9.27 5 9.40 7 9.07 6 1 2 Gentner- ........ 2 10. 00 5 9.13 3 9.53 4 9.59 4 6 3 Brown............ 2 9.73 .... -----...... 2 9.92 3 5 6 Tiedman ... -.. ... 4 9.i91 7 8.93 4 9.53 5 9.41...... 2 5 Corporals. I i i Wunder ...-..-. _ 3 10. 00 6 9.07 2 9.80 3 9.89 . 1 3 4 Corcoran ...--. 7 7.00 . Newman . ...-. . 10 6.20 - 10 5.25 - 8 4 7 Doyle .--..... 9. 75 3 9.33 6 9.13 8 7.92 7 I 6" 7 8 Duffy ......---- ..... 7 9.75 8 8.80 .......... 6 9.18 5 8 9 Lance Corporals. i Spreeman...... 8 7. 58 84 09.8 I i ...---- ONeill................... 9 S8.40 ... ...... 9 6.85 9 .. 476 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Pontonier- Field for- Infantry Submarine Military Surveys. Drawing. Ron ing. tification. tactics. mining, signaling. sane. N a sace. a a P a a ajr a a a COMPANY B. Sergeants. McKenna ....... 2 9.93 1 9.93 .......... 1 10.00 1 10.00 2 1 1 Warford ........ 3 9.66 9 8.93 3 9.93 6 9. 58 6 9.44 3 McCormack ...... 9 9.33 7 9.20 .......... 9 9.30 7 9..00 7 4 4 Doolan ......... 4 9.66 2 9.93 1 10.00 4 9. 85 2 10.00 1 2 2 Hutchinson ...... 5 9.66 5 9.80... ......................... .-. Lance Sergeants. Lees ............. 6 9 66 4 9. 73 7 9. 66 8 9. 36 11 6. 66 8 Moore.............................. ... . ........ .8 ....... . .. . ... .. Corporals. Warner .......... 1 10. 00 3 9. 86 2 10.00 2 10.00 3 10.00 4 Barrett .......... 10 9.20 10 8.53 6 9.73 5 9.66 4 9.77 5 5 5 Neid ......... 12 8.06 11 7.86 9 8.13 11 9.09 9 8.33 .......... Bertschinger ..... 11 8.53 6 9.26 10 7.66 10 0.24 8 8.44 6 Lance Corporals. Henderson ....... 7 9.66 5 9.66 4 9.86 3 9.94 5 9.66 .......... 1--...--. 0 Van Duzee ....... 8 9. 66 8 9.20 8 9.20 7 9.42 10 7.76 9 10 10 Privates. Griffin............ I-.. 3 Keirnan........ 7 Luce.............. . ... ..... ..... ..------........... ............. 11 Marshall-..... 8 Murphy ..... .. .. ... ... .... . ............ ....... 9 COMPANY C. Sergeants. Bensen........... 4 9.75 1 l 10.00 3 9.96 1 9.11 . .2 3 3 Miller ............ 2 9. 92 2 10.00 4 9.80 5 8. 56 6 9.22 3 2 5 Turner ............. ....... 7 8. 89 .......... Farley ........... 3 9. 83 3 10.00 1 10.09. 5 9. 56 4 1 6 Corporals. Boyle ............. 6 9.50 4 9.87 8 7.86 7 8.11 8 6.56 5 5 1 Grenier............. 5 9.80 69.49 3 9.00 2 9.89 1 4 2 Newburg......... 7 9. 50 7 9.47 5 9. 60 2 9.05 4 9.67 6 7 Seymore...... ... 1 10. 00 ...... 2 10.00 4 9.00 3 9. 89 7 6 Lance Corporal. Robinson ......... 5 9.67 6 9.80 7 8.27 6 8.33 10.00 8 8 7 Privates. Byron ............ -i I 13 12 Kemball ....... 10 10 Reilly 2d ........ ------- : ::: : i :::: : 12 13 Ryan .......... :: ::::: 11 11 Sterly ............ 9 8 APPENDIX NO. 4. 477 CompanyE being stationed at West Point has not the same advantages as the other companies, and the course is less extended. Infantry tac- Military en- Field fort. tics. gineering. Dawing. i Names. bc Average. SAverage. Average. Standing. cd COMPANY E. Sergeants. Marquart .............. ... Kierran----.......---------............ 3--- 9.89 1 10.00 1 10.00 1 10. 00 2 McEnany................. 4 9.50 4 9.78 6 9.50 4 9.61 7 Patterson--...-------------.............. 2 9. 94 2 10. 00 2 10.00 2 10. 00 4 Emerick....................... 4 9.90 ... 5 Corporals. Murphy --.......--.----.......... 1 10. 00 3 10. 00 " 9. 97 3 10. 00 1 O'Connor...--........ .......... Weber .--------.....--.....--.---..--- 5 06 ..... ......... 9. 77 3 Knifin ...-----..-..---.-..---..... 8 8.70 7.12 7.86 6 8.00 8 Lance-Corporal. ......... 55 Quaid ---.---.......---..............------------ 7 9. 00 5 7. 67 .... 8.98 Private. C ribbin ................... 6 9.18 7 6.95 7! 8.00 ... By order of Lieutenant-Colonel ABBOT: J. H. WILLARD, FirstLieutenant of Engineers, Post Adjutant. [Printed Orders No. 6.] BATTALION OF ENGINEERS, Willets Point, New York Harbor, June 8, 1882. The following are announced as the results of the meteorological observations taken at Willet's Point, from January 3 to March 3, 1882. They form part of the regular series, of which former results were announced in General Orders No. 13, of 1868; No. 6, of 1869; Nos. 1 and 8, of 1870; Nos. 4 and 6, of 1871; Nos. 3 and 7, of 1872; No. 3, of 1873; No. 5, of 1874; No. 5, of 1875; No. 6, of 1876; No. 3, of 1877; No. 6, of 1878; No. 4, of 1879; No. 5, of 1880; and No. 6, of 1881. I. The observations were taken hourly from 7 a. m. until 11 p. m., both inclusive, during 60 days (beginning at 7 a. m. on January 3). The observers were the lieuten- ants, the non-commissioned officers, and some of the privates of the Engineer Bat- talion. The following table exhibits the horary corrections deduced from the arithmetical means of the hourly observations, corrected for temperature and reduced to level; the air temperature; the force of vapor; the relative humidity, and amount of clouds from 7 a. m. to 11 p. m., inclusive. Maxima and minima points are indicated by the signs * and t respectively, which are placed so as to conform to the general sweep of the curves. The aneroid barometer was a pocket instrument by Cassella. 478 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Midwinter horary correctionsfor 1882. Horary corrections. Psychrometer. H or Amount Hour. ,i f i of Mercurial Aneroid FP Force of Relative clouds. barometer. barometer. ~ vapor humidity. Inches. Inches. o Inches. Inches. 7 a. m ............................. -- 0. 011 -0. 009 31.38 0.136 0. 682 5. 45 8 a. m ............................ -0. 022 -0. 024 32.16 0.139 0. 681 5. 50 9 a. m .............................. -0. 033 -0. 033 33.09 0. 145 0. 681 5. 62 10 a. m ............... ........ ... -0. 037* -0. 034*" 34. 15 0. 145 0. 668 5. 44 11 a. m ............... .............. -0. 030 -0.021 35.36 0.149 0.661 5.21 12 noon............................. -0. 012 -0. 007 36. 16 0. 152 0. 665 5.17 1 p. m.................... .......... 0.014 +0.011 36.82 0.156 0.652 5.52 2p.m...................... ....... +0. 027 +0.023 37.26 0.158 0.648 5. 00 3 p. m............................. +0. 028't +0.025t 37.26 0.158 0.650 5. 22 4p.m ............................. 0.026I +0. 024 37.06 0.158 0. 666 5.49 5p. m...... ........................ 0.023 +0. 020 36.33 0. 154 0. 661 5.54 6 p.m.............................. +0.912 +0.011 35.10 0.152 0.686 5.24 7 p. m........... ............. .. +0. 007 +0. 005 34. 65 0. 147 0. 665 5. 10 8p. m....................... +0. 002. +0. 002 34. 21 0. 149 0. 676 4. 82 9 p. m............................. -0. 001* 0. 001 33. 59 0. 147 0. 681 4. 86 10 p. m............................... -0. 001 0. 000*i 33. 14 0. 143 0. 696 5. 19 11 p. mn......................... 0. 008 -0. 005 32.73 0.142 0. 691 5. 06 Means....................--------- 30. 082 29. 611 34. 73 0.141 0. 670 The extremes of air temperature during the hours of continuous observations for the ° sixty days were -- 59.50 Fahr. (March 2, 5 p. m.) and -6 Fahr. (Jan. 24, 8 a. m.) The lowest temperature recorded by the minimum thermometer was -4.50 Fahr., noted on the night of January 23-24. ° The extremes of the hourly barometric readings reduced to 32 Fahr. were 30.758 on January 25, 6 p. m.; and 29.270 on January 31, 8 and 9 p. m. The barometer hung 54 feet above mean tide. The following table exhibits the force and direction of the prevailing winds, re- corded upon the usual scale, 0 representing a calm and 10 a hurricane. The table is computed-for force by dividing the sum of the hourly records of force for each point of the compass by the number of hours during which the wind blew from that direction; and for direction, by giving the number of hours during which the wind held from each point of the compass. N. N. E. E. S. E. S. S. W. W. N. W. Calm. Hours..................................... 77 119 58 47 16 82 125 274 224 Meanforce................................ 1.91 3.01 1.13 2.48 2.01 2.60 2.4 2.96....... By order of Lieutenant-Colonel ABBOT: J. H. WILLARD, First Lieutenantof Engineers, Post Adjutant. [Printed Order No. 7.] BATTALION OF ENGINEERS. WILLETS POINT, NEW YORK HARBOR July 1, 1882. I. None of the recent general orders of the War Department having revoked existing orders authorizing the appointment of company and regimental prizemen upon the couditions laid down in the old system, the competition has been continued as hereto- fore. The result of this competition for the battalion and company prizes for the year ending June 30, 1883, are accordingly announced, the following being a list of the strings in ten shots, fired standing at 200 yards, in the competition for the battalion prize: Company A prizeman, Sergeant Charles Renaud, 92.4 inches. Company B prizeman First-class Private Albin Krebs, 104.7 inches. APPENDIX NO. 4. 479 Company C prizeman, Sergeant Charles E. von Sothen, 87.6 inches. Company E is ruled out, having had no target practice during the past year. Sergeant Charles E. von Sothen, Company C, is accordingly announced as battalion prizeman for the year ending June 30, 1883; he will receive the silver stadia in front of the battalion from the hands of the commanding officer at the parade when this order is published. II. First Lieut. W. H. Bixby, Corps af Engineers having reported for duty in com- pliance with Par. 5, S. O. 147, Headquarters of the Army, A. G. O., Washington, D. C., June 26, 1882, is hereby appointed battalion adjutant and treasurer, and to the com- mand of Company D. First Lieut. J. H. Willard, Corps of Engineers, will turn over to First Lieut. W. H. Bixby, Corps of Engineers, all funds and property pertaining to the Battalion of Engineers and Company D, for which he is responsible. By order of Lieutenant-Colonel ABBOT: J. H. WILLARD, First Lieutenant of Engineers, Adjutant. APPENDIX No. 5. ENGINEER DEPOT AND POST OF WILLETS POINT. REPORT OF LIEUT. COL. H. L. ABBOT, CORPS OF ENGINEERS, B VT. BRIG. GEN. U. S. A., OFFICER IN COMMAND FOR THE FISCAL YEAR ENDING JUNE 30, 1882. ENGINEER DEPOT AT WILLETS POINT, Whitestone P. 0., Queens County, New York, July 1, 1882. GENERAL: I have the honor to submit the following as my annual report upon the Engineer Depot and Post of Willets Point for the fiscal year ending June 30, 1882. PUBLIC BUILDINGS. The only new construction during the year has been a set of quarters for the commissary sergeant, built by contract by the post quartermaster, on a plan furnished by the Quartermaster-General. The contract price was $720, but the plan was defective in some essential points, and modi- fications made by the labor of the troops have considerably increased the outlay. The building as it now stands is less convenient, and its actual cost has probably been greater than those heretofore erected for our staff non-commissioned officers upon plans approved by the Engineer Department. Much work in repairs of temporary buildings has been done, as here- tofore, by our troops, the materials having been supplied by the Quar- termaster's Department on requisitions. PROPERTY IN DEPOT. No change has been made in the sys'em heretofore in operation for guarding, receiving, issuing, and preserving the Engineer stores in depot. This work is done entirely by the Engineer troops. The two rooms in the fire-proof building used for the storage of valua- ble instruments, have been kept dry by the use of calcium chloride in the manner already reported. Their cubic capacity is 37,000 cubic feet, and 85 gallons of water have been drawn from the air during the year, as appears from the table marked A. The work of remodeling the bridge equipage in store was suspended last winter by the illness of the carpenter. The printing office has been busy during the entire year upon confi- dential and other Engineer documents. Four soldiers of the battalion have done this work at a total cost of $320.55 for extra duty pay. The character of the work is excellent, and these men have learned the trade since enlistment. 31 E 461 482 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The photographic laboratory has turned out considerable work both in photography and in photolithography during the year. All the plates needful to illustrate the Engineer documents printed here are now supplied by this branch of the establishment. No outlay in extra duty pay has been made, as men under instruction have performed the labor without extra compensation. A new building is most urgently needed for this work. The receipt and issue of instruments for the general use of the Corps, and the repairs incidental thereto, have continued as heretofore. All needful details will be found in the table appended and marked B. The great number of public works now in operation under our officers has so reduced the supply in depot that comparatively few transfers Qf instruments have occurred during the past year. STATEMENT OF FUNDS. Congress appropriated the sum of $5,000 for the depot and post dur- ing the past year. Of this, $4,000 was for current expenses and $1,000 for the instruction of the Engineer troops in duties peculiar to their arm of service. The following is a summary statement of these funds: Expended in fiscal year 1881-'82 ...........----------------...---.....--......----------------.......-- ... $3,315 33 On hand, pledged for year 1881-'82........----------------......-------......----....--........----....--... 1,684 67 Available for fiscal year 1882-'83 -..-----......------...--.......-----...............------------- 1.0,000 00 -- Desired for fiscal year 1883-'84 --- ----.............. ---- -....--...--- -........--- ---......-..--. 8, 000 00 In explanation of the last item I would submit the following: I. For the usual annual appropriation for the purchase of materials for the instruction of the three companies of the Battalion of Engineers on duty at Willets Point, in their special duties as sappers, miners, and pontoniers, $1,000. II. For the usual annual appropriation for the incidental expenses of the depot, such as fuel, forage, chemicals, stationery, extra duty pay for soldiers employed in wheelwright work, engine-driving, printing, binding, photographing or lithographing Engineer documents, &c; ordi- nary repairs of public buildings; repairs of instruments; professional books for library, &c., $4,000. III. For continuing the public builings of the Engineer School of Ap- plication. The room used as a museum for Engineer models is too con- tracted for its purpose, but can be made sufficient for the present by adding the space now given to the molding drill room at its west end. A new building is necessary for this molding drill, covering a larger area, and entirely detached from the museum, so that the dirt may not penetrate and injure the models, as at present. Erecting such a build- ing in the plainest and most economical manner will require $3,000. Very respectfully, your obedient servant, HENRY L. ABBOT, Lieutenant-Colonel of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. APPENDIX NO. 5. 483 A.-Drying by calcium chloride. of Weight of Weight Amount of Date. soluWeight of anhydrous Difference. mowater. Remarks t I salt. - - .......... ----- 1881. Pounds. Pounds. Pounds. Gallons. July 20 ............--- 296 182 114 13.8) August 17. ............. 255 148 107 12. 8 September 3. .......... 250 160 90 10. 8 October 8........... 148 92 56 7.0 November 30 ...... 170 67 103 12.3 Boiled on an average, seven hours; fuel, wood; specific gravity, 1.400. 1882. May 15............... 296 171 125 14.9 June 17............... 271 159 112 13. 4 Total............ 1,686 979 707 85.0 B.-Statement of receipts and issues of instrumentsfrom the Engineer Dcpot, Willets Point, New York Harbor. a rd a . Articles. Articles. Q v i I ~ ASTRONOMICAL. GEODETIC.-Continued. Sextants- ....-----.......... number.. 2 ..... Chains, 50 feet ......... number.. .. Artificialhorizons..-------..---........do.... . 1 Chains, 33feet---..........-----..--....do.. ...... sets... Pins ......---.......---...-----.----....... METEOROLOGICAL. Tapes, metallic, 50 feet....number.. Barometers, aneroid ........ number.. ....-. 1 RECONNOITERING. Barometers, mercurial cisterns..do.... 1 . .. Barometer cases, extra tubes for. do. 1 . Spy-glasses, large. ..... number.. 1 ... Psychrometers... ... do.... ...... 1 Odometers .................. do.. 3. Thermometers, maximum ...... do.... ...... 1 Compasses, pocket square.... do... 12 Thermometers, minimum......do............ 1 Hand-levels, reflecting ....... do.......... 6 GEODETIC. DRAWING. Theodolites, 6-inch ......... number 3 ..... Protractors, Abbot's .....number... .... 13 Theodolites, 5-inch.............do.... 1 ..... Drawing instruments.......boxes......... 5 Transits, railroad .............. do.... ... 1 Levels, surveyors .............. do.... 4 1 MISCELLANEOUS. Level rods..--- ....-- ..... do.... 1 1 Level targets........ ........ do......... 2 Anemometers...........number..-...... .. 1 Chains, 100 feet .............. do... 1 1 - Chains, 66feet........ .. do......... . 1 Total........................ 18 i 56 RIVERS AND HARBORS, Etc. APPENDIX A. IMPROVEMENT OF RIVERS AND HARBORS IN THE STATES OF MAINE, NEW HAMPSHIRE, AND MASSACHUSETTS. REPORT OF COLONEL GEORGE THOM, CORPS OF ENGINEERS, BVT. BRIG. GEN., U. S. A., OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1882, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENT S. 1. Breakwater on Saint Croix River, near 11. Kennebunk River, Maine. Calais, Maine. 12. Winnipiseogee Lake, New Hampshire. 2. Lubec Channel, Maine. 13. Lamprey River, New Hampshire. 3. Moose-a-bec Bar at Jonesport, Maine. 14. Exeter River, New Hampshire. 4. Belfast Harbor, Maine. 15. Portsmouth Harbor, New Hampshire. 5. Rockland Harbor, Maine. 16. Newburyport Harbor, Massachusetts. 6. Richmond Harbor, Kennebec River, 17. Merrimac River, Massachusetts. Maine. 18. Boston Harbor, Massachusetts. 7. Cathance River, Maine. 19. Scituate Harbor, Massachusetts. 8. " Gut," opposite Bath, Maine. 20. Plymouth Harbor, Massachusetts. 9. Portland Harbor, Maine. 21. Provincetown Harbor, Massachusetts. 10. Richmond's Island Harbor, Maine. EXAMINATIONS AND SURVEYS. 22. Harbor of Brunswick, on the Andros- 24. Merrimac River from Lawrence, Mas- coggin River. sachusetts, to Manchester, New 23. Harrisecket River, from Weston's Hampshire. Point to Freeport Landing, in Free- 25. Lynn Harbor, Massachusetts. port, Maine. UNITED STATES ENGINEER OFFICE, Portland, AMe., August 18, 1882. GENERAL: I have the honor to transmit herewith my annual reports of operations for the fiscal year ending June 30, 1882, on the several river and harbor improvements, as well as the examinations and surveys of rivers and harbors under my charge in the States of Maine, New Hampshire, an'd Massachusetts. Very respectfully, your obedient servant, GEO. THOM, Colonel of Engineers, Bvt. Brig. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. 45 486 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A I. BREAKWATER ON SAINT CROIX RIVER, NEAR CALAIS, MAINE. This breakwater is situated on " the Ledge," about 5 miles below the bridge at Calais, Me. It consists of three crib-work piers, ballasted with stone, and was built by the United States Government in 1856, for the purpose of preventing vessels, in descending the river on the ebb- tide, from being thrown upon the ledge by the strong tidal current which sets directly upon it. This breakwater had answered its purpose in a very satisfactory man- ner until it was so much dilapidated by decay and exposure to spring freshets and floating ice as to necessitate its being entirely rebuilt. By the river and harbor act of March 3, 1881, the sum of $4,000 was appropriated by Congress for that purpose. Under a contract made June 29, 1881, with Mr. Alfred Towers, of Calais, Me., this work was completed in December last, having been rebuilt in a very satisfactory manner and with much greater solidity, strength, and durability than before. This breakwater is situated in the collection district of Passamaquoddy, of which Calais is the port of entry ; the nearest light-house being on Dochet's Island, about 3 miles below it, on Saint Croix River, and the nearest fort is Fort Sullivan, at Eastport, Me., about 25 miles below. The following information in regard to the revenue and commerce of this port for the year ending December 31, 1881, has been furnished by the United States deputy collector of customs, to wit: Amount of revenue collected.. $9, 686 52 $...._...._...................... Value of imports ............................. . .. 362, 000 00 -...... .......... Value of exports ........ ... .... ....... -. 1,500, 000 00 Number of arrivals-foreign .----..- -- .----...- - - .- - -..- -. - - - . ---. 58 Number of arrivals-domestic..................................--------- ................ 791 -- Numberofclearances-foreign .............. ...... ----...... ...... ...... ............ 86 Number of clearances-domestic--.. ..... ... -... - . ... ---- - - - - 748 Vessels built, 1; tonnage, 141.84. Money statement. July 1, 1881, amount available...... .............. ..... ... .......... $3, 975 41 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1,1881.................... .................................. 3, 975 41 A 2. IMPROVEMENT OF LUBEC CHANNEL, MAINE. The following appropriations have been made by Congress for the im- provement of Lubec Channel, Maine, viz: By the river and harbor act of March 3, 1879 .. -..--. - - ------------......--.... $44, 000 -.... By the river and harbor act of June 14, 1880.....--- ---.... ..........--.---. 20, 000 By the river and harbor act of March 3, 1881 ........................ 45,;000 By the river and harbor act of August 2, 1882 .............................. 20,000 Total..... ...... . .--........... .---.-----.----.. . 129, 000 By a survey made in 1878, this channel was found to be obstructed by several shoals lying between the head of " the Narrows" at Lubec APPENDIX A 487 and deep water below " Western Bar Beacon" (a distance of about 21 miles), on the shoalest parts of which there was not more than 5 feet of water at mean low-water (with a mean rise and fall of 17 feet), or about 2 feet at low-water of spring-tides. The project adopted for its improvement consists in widening and deepening these shoals, by dredging, to a depth of 12 feet at mean low- water (or 9 feet at low-water of spring-tides) for a width of not less than 200 feet. The estimated cost of this work, as amended, is as follows, viz : 1. For 14,047 cubic yards of dredging (measured in situ) in "the Narrows" at the places marked A, B, and C, on the map now completed, including con- tingencies ......---------....----..--....-......................----------.---- ---..........---........ $17,000 2. For 250,000 cubic yards of dredging at the shoals between D and E (of which 185,000 cubic yards have been contracted for and in part completed for the sum of, including contingencies, $92,000) --... .. .... ....-...... 137, 000 Total ...----.-----....---..--.----.-- --------.......---------------...........-...---.............--.... -.....----- 154,000 Under the appropriation of March 3, 1879, a contract was made Sep- tember 23, 1879, with the Atlantic Dredging Company, of Hempstead, N. Y., for 136,320 cubic yards of the projected dredging; but the con- tracting party abandoned the work, after having performed 3,720 cubic yards of dredging as stated in the Annual Report for 1880. Proposals'were subsequently invited for this work three times (to wit, April 19, May 27, and July 27, 1880) and on the 2d of September, 1880, a contract was made for the same with Messrs. Moore & Wright, of Portland, Me., under the appropriations of March 3, 1879, and June 14, 1880, combined. Under the appropriation of $45,000 made by the act of March 3, 1881, a contract was made December 31, 1881, with Messrs. Moore & Wright, the lowest of two bidders, for 100,000 cubic yards, more or less, of dredg- ing, at 37 cents per cubic yard, measured in scows-the same to be com- pleted on or before the 31st of December, 1882. Under the contract with the Atlantic Dredging Company, the dredg- ing at the shoal marked C was completed in 1879, as well as about 3,000 cubic yards of dredging at the lower end of the shoal D-E. Under the contract made September 2, 1880, with Messrs. Moore & Wright, the following work has been done up to the close of the fiscal year ending June 30, 1882, to wit: 1. The shoals A and B, at and near the head of " the Narrows," have been dredged to the projected width and depth, in quantity aggregating 13,327 cubic yards. 2. Forty-one thousand three hundred and thirty cubic yards of dredg- ing has been done at and near the lower end of shoal D-E, leaving about 40,000 cubic yards to be done under and in completion of that contract this season. , The appropriation of $20,000 made by the river and harbor act of *August 2, 1882, it is proposed to apply to improving the channel below Leardurney Point, and proposals will be invited for the work as soon as practicable. Lubec Channel is situated in the collection district of Passamaquoddy, and the nearest port of entry is at Eastport, Me., about 3 miles above, at which place Fort Sullivan is situated. The nearest light-house is on West Quaddy Head, about 4 miles below. The following information in regard to the revenue and commerce of the port of Passamaquoddy for the year ending December 31, 1881, has been furnished by the United States collector of customs, to-wit: 488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount of revenue collected from all sources: Duties on imports------......--------------...---.. ------ $78, 624 81 ....----..- .....----.--...--.........----- Tonnage dues......----......----..-----...........-----..------------------ -------------- 2, 132 60 .....---....----..------ ------------....-----......--..----.... Emoluments .-----.....-----....---- 6, 748 70 Marine hospital money---------------.....................---------.....------........----------...--........ 2,366 73 89 872 84 Amount of imports................ .----.............-----........--..-....-...-----... 755,760 00 Amount of exports---- ------........................- ---- - -..........----...... ---------- ......------........ ------ 355, 310 00 Number of arrival of vessels--.........---------......--------.......----...........----........-------- -- 824 Number of clearances of vessels -- - ---- -- --- -- ------ - -- ----.......................................... 795 Vessels built-four, with an aggregate tonnage of 173.75. Money statement. July 1, 1881, amount available......--...-------...........----- ......---------..-....------.....---. $102, 209 15 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--.... ------ --- ---.. $25, 257 20 July 1, 1882, outstanding liabilities..--- ......-------- -- ---- - 9, 108 80 34, 366 00 July 1, 1882, amount available---- ........- - ...---------..------......- ....--- ---- -...--. -....-----...... 67,843 15 Amount appropriated by act passed August 2, 1882- ..- ..-- --. - - . 20, 000 00 Amount available for fiscal year ending June 30, 1883..........--...... 87,843 15 Amount (estimated) required for completion of existing project...--------...--. 25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 Abstract of proposals received December 13, 1881, for dredging in Lubec Channel, Mlaine. Bidders. Residence. c- 1 Moore & Wright ....................... I Portland, Me.......-......... ............ .- $0 37 2 Geo. C. Fobes & Co...................... Baltimore, Md.---............... ........... . *391 * Measured in scows. Abstract of contracts made during the fiscal year ending June 30, 1882, for the implrovement of Lubec Channel, Maine. Date of Price contract. Contractors. Nature of work. per cubic yard. 1881. Dec. 31 Moore & Wright, of Portland, Me.. Dredging Shoal D-E, 100,000 cubic yards, $0 37 more or less. * Measured in scows. A 3- IMPROVEMENT OF MOOSE-A-BEC BAR, AT JONESPORT, MAINE. Moose-a-bec Bar is at the eastern part of Moose-a-bee Reach, at Jones- port, Me., and is the only obstruction to the safe navigation of that reach, in all stages of the tide. By a survey made in 1879, it was ascer- tained that this bar has only 5) feet of water on it at mean low-water, and 34 feet in low-water of spring tides, which compels the coastwise APPENDIX A. 489 steamers and other vessels of greater draught to take a very tortuous course to the southward among the ledges, as shown on the map ac- companying the Annual Report of 1880. Navigation is thereby rendered difficult and dangerous, especially at night, and in dense fogs, common on this part of the coast. The plan adopted for the improvement of this bar consists in opening through it, by dredging, a channel 200 feet in width and 14 feet in depth at mean low-water (or 114 feet at low-water of spring-tides) for an aver- age length of about 1,900 feet. The mean rise and fall of the tides is 11.53 feet. Near the western end of this projected channel to the south- west of " Steamboat Buoy" is a sunken ledge which has only 104 feet of water on it at mean low-water, but with 18 feet all around it; which ledge it is projected to remove to a depth of 15 feet at mean low-water. The estimated cost of this improvement (as amended) is as follows, ViZ : 1. 85,000 cubic yards of dredging (measured in scows), at 35 cents per cubic yard ......---------.-----.---------............--------------------------..-----. $29,750 2. Removal of 1361 cubic yards of sunken ledge, at $40 per cubic yard, in situ. 5, 460 Adding for engineering expenses and other contingencies ................... 4,790 Total.... ............................ ..... ... ..... ... ...---......------ . 40, 000 The following appropriations have been made by Congress for this work, viz: By the river and harbor act of March 3, 1881 ............- - ..............-- . $10,000 By the river and harbor act of August 2, 1882 ........................... 10, 000 Total------......----------- ................. .......... -........................ 2---0,000 On the 27th of July, 1881, proposals were invited for dredging under the appropriation of March 3, 1881, and in response thereto two bids were received and opened on the 8th of August (see Abstract here- with), which were not accepted, as they were deemed too high. On the 15th of March, 1882, proposals were again invited for the projected dredging, in response to which only one bid was received (see Abstract herewith), to wit, that of Messrs. Geo. C. Fobes & Co., of Baltimore, Md., at 324 cents per cubic yard, measured in scows, at which price a contract was made April 15, 1882, for 28,000 cubic yards, more or less, of dredging, to be completed on or before the 31st of August, 1882. Dredging was commenced under said contract on the 24th of April and completed on the 30th of June, 1882, resulting in27,3461 cubic yards of dredging. By this dredging, a channel has been opened to the projected depth (viz, 14 feet at mean low-water) through the whole length of the bar for a width of about 85 feet. It is also expected that with the appropria- tion made for the fiscal year ending June 30, 1883 (to wit, $10,000), this channel will be opened for an additional width of 65 feet. Jonesport, Me., is an outport in the collection district of Machias, Me., and the near- est light-house is Moose-a-bec light. The accompanying letter from the United States collector of customs at Machias, Me., furnishes a statement of the amount of commerce and navigation that would be benefited by the improvements now in prog- ress, and projected at this bar; and the tables give a list of proposals received and the contracts made, the work to be done under the appro- priation of March 3, 1881. 490 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 1881, amount available .......................................------------------------------------- $9,991 25 July 1. 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1.881................................................. 9, 476 97 July 1, 1882, amount available ............ ....-........ ................. 514 28 Amount appropriated by act passed August 2, 1882---------------------....................... 10,000 00 Amount available for fiscal year ending June 30, 1883....--------......--......--------.... 10, 514 28 Amount (estimated) required for completion of existing project.....--. --. - 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 20, 000 00 Abstract of proposals received August8, 1881, for dredging Moose-a-bec Bar, at Jonesport, Me A Dredging Bidders. Residence. 40, 000 cubic yards.* 1 Moore & Wright ........................ Portland, Me._----- $0 38 2 Robert Hamilton, jr ................ Chebeague Island, Me................. 45 * Measured in scows. Abstract of proposals received March 27, 1882, for dredging Moose-a-bec Bar, at Jones- port, Me. q jDredging ,a Bidders. Residence. 40, 000 cubic 49 yards.* 1 Geo. C. Fobes & Co .................... Baltimore, Md ......................... $0 32J * Measured in scows. Abstract of contracts made during the fiscal year ending June 30, 1882, for the improve ment of Moose-a-bec Bar, at Jonesport, Me. Date of Contractors. Nature of work.Price per contract. i cubic yard. 1882. April 15 Geo. C. Fobes & Co., of Baltimore, Dredging 28,000 cubic yards, more or less. $0 321 Md. * Measured in scows. COMMERCIAL STATISTICS. CUSTOM-HOUSE, MACHIAS, ME., Collector's Ofice, May 25, 1882. SIR : Your letter of May 19, 1882, received. In answer I have the honor to state: 1. That there was collected at Jonesport for the year ending December 31, 1881, $737.83. 2. There were no exports or imports at Jonesport during that period. 3. During the year above mentioned 144 vessels (mostly in ballast) cleared from this district for foreign ports, and four vessels entered from foreign ports. Twenty vessels entered from, and five vessels cleared for, domestic ports during that period. The above shows but a small part of the vessels doing business in this district, as the great majority of them are under coasting licenses and are not required to enter and clear. APPENDIX A. 491 During the year 1881 there were built in the district nine vessels of 393 tons. 4. It is difficult to estimate the amount of commerce and navigation that will be benefited by the improvement contemplated and now in progress at Moose-a-bec Bar, Maine. Hundreds of vessels pass through this reach annually, and if this passage can be made safe at all times of the tide, many more will avail themselves of the privilege. This improvement will be of advantage to the steamer Lewiston, of the Portland, Bangor, Mount Desert, and Machias Steamboat Company, which is often delayed at Jonesport after dark waiting for the tide to rise before venturing over the bar. The steamers of the International Line, running from Boston to Saint John's, pass through this reach in rough weather if the tide is up, and will use the passage oftener after it is improved, While this improvement will benefit Jonesport and this district, it will also be a benefit to the large fleet of vessels constantly passing that are engaged in trade with the British Provinces. I am, sir, very respectfully, GEORGE LEAVITT, Collector. Bvt. Brig. Gen. GEO. THOM, Colonel of Engineers. A 4. IMPROVEMENT OF BELFAST HARBOR, MAINE. The following appropriations have been made by Congress for the im- provement of this harbor, to wit: By the river and harbor act of August 14, 1876. ...... ..................... $5,000 By the river and harbor act of June 18, 1878 ................................ 12,000 By the river and harbor act of March 3, 1879....-------...--------------------.....................--. 5, 000 By the river and harbor act of June 14, 1880 ................................ 3, 000 Total ............ ------........................---------............. .............. 25, 000 The work projected for the improvement of this harbor under the above-named appropriations consisted of the removal of the sunken ledges and shoals in front of the wharves, from Lane's Wharf down to McGilvery's Wharf, so as to have a depth of not less than 10 feet at mean low-water (or 194 feet at mean high-water) down to the Boston Steamer Wharf, and thence down to McGilvery's Wharf, a depth of 11 to 12 feet at mean low-water. This work was commenced in August, 1877, and completed in September, 1879, h1aving unexpended the appropriation of $3,000 made by the riyer and harbor act of June 14, 1880. Belfast Harbor is the only port of entry in the district of Belfast, Me. The nearest light-houses are those on Dice's Head near Castine, and on Fort Point-both about 10 miles from Belfast; and the nearest fort is Fort Knox, opposite Bucksport, about 18 miles from Belfast. The following information in regard to the revenue and commerce of the district of Belfast for the year ending December 31, 1881, has been furnished by the United States collector of customs at that port, viz: Amount of revenue collected-.... ---... ---......----------....--...... _--......- . .-------..---$2, 164 83 Amount of imports......-----------------......-----............----......-----.... ............ .... 4,594 71 Amount of exports--..------.........---..--............----------....----..........----- ............... 1,411 75 Number of arrivals, foreign.-- --------------.-.--.--.--.-.--.--.--.-- 24 Number of clearances, foreign....----------------------...............................--------------...... 22 Vessels built, 11, with aggregate tonnage of-- -----..---....------..... ....--..... 5, 577. 50 Money statement. July 1, 1881, amount available.................. .................. ... $3, 0000 July 1, 1882, amount available........................................... 3, 000 00 492 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A 5. IMPROVEMENT OF ROCKLAND HARBOR, MAINE. By the river and harbor act of June 14, 1880, the sum of $20,000 was appropriated for the improvement of this harbor. The project that has been adopted for this improvement consists in the construction of two breakwaters to a height of 5 feet above mean low-water, with a width on top of 10 feet, one commencing at Jameson Point and extending ii a direction about S. 160 E. for a distance of 1,900 feet, and the other commencing at South Ledge and extending in a direction about N. 90 E. towards Jameson Point for a distance of 2,640 feet, as shown on the sketch accompanying the last Annual Report. The estimated cost of these breakwaters (as revised) is as follows, to wit: 1. For breakwater DE. at Jameson Point, 135,000 tons of rubble stone, at 90 cents per ton ---....--..------..-----------..-----------......------..--------. $121, 500 2. For breakwater AC (extending from South Ledge towards Jameson Point), 420,000 tons of rubble stone, at 90 cents per ton-........----- ..........---- 378, 000 Adding for engineering expenses and other contingencies, say ............--- . 50, 500 Total .......-----......----......---- ---------------...............-- ...---------........--------.....----... 550, 000 It having been decided that the breakwater at Jameson Point should be taken in hand first, a contract was made on the 8th of March, 1881, with the Bodwell Granite Company, of Rockland, Me., the lowest of nine bidders, for 24,000 tons, more or less, of granite grout, at 74- cents per ton of 2,240 pounds, the same to be completed or or before Novem- ber 30, 1881. Under this contract 13,006 tons of stone was delivered up to the 30th of June, 1881, and thence up to the 23d of November, when the contract was completed 11,119N tons additional were deliv- ered, making an aggregate of 24,125± tons delivered and placed in the work in satisfactory completion of said contract. This work was commenced at a point 120 feet distant from high-water line, and com- pleted outwards for a distance of 663 feet. The appropriation of $40,000 made for the fiscal year ending June 30, 1883, will be applied to the extension of this breakwater outwards, the work to be done by contract after having invited proposals therefor. Rockland is a port of entry in the collection district of Waldoborough, Me., and the nearest light-house is at Owl's Head, about 2 miles distant. The accompanying letter from the United States deputy collector of customs furnishes a statement showing the extent to which the com- merce of this harbor and coast would be benefited by the projected breakwaters, in affording shelter for the shipping in the violent and dangerous easterly storms to which it is now so much exposed. Money statement. July 1, 1881, amount available---------------------............-------..................----------............ $9, 176 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1,1881-------------------------------------------................................................ 9, 048 88 July 1, 1882, amount available.----.........-----..------.......---.----...----....--------------......------ .... 127 20 Amount appropriated by act passed August 2, 1882- ....-.......... ........ 40, 000 00 Amount available for fiscal year ending June 30, 1883 ..-................ 40,127 20 Amount (estimated) required for completion of existing project .......... 490, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 75, 0(0 00 APPENDIX A. 493 COMMERCIAL STATISTICS. CUSTOM-HOUSE DISTRICT OF WALDOBOROUGH, ME., L eputy Collector's Office, Rockland, May, 19, 1882. DEAR SIR: Yours of the 19th instant received, and the information required by it is given below as far as I am able so to do, viz: Revenue collected, $1,336; value of imports, $12,000; exports, nominal; entry of vessels from foreign ports, 139; clearance of vessels to foreign ports, 155; vessels built, 3 schooners, aggregate tonnage 723, dur- ing the year ending December 31, 1881. Since January 1, 1882, there have been launched 2 schooners and 1 steam-coaster, and now in course of construction 2 schooners, 1 barkentine, and 1 steamer. The movement of tonnage coastwise I have no official knowledge, but we have be- longing to this port 220 vessels which are constantly entering and departing from our harbor, carrying away lime, granite, and cement to Portland, Boston, New York, Rich- mond, Va., and ports south, making from six to twenty trips per year; and, again, there are a large number of vessels belonging to ports east which make from fif- teen to twenty trips each per year to this port, bringing kiln-wood and lumber, and taking away lime, cement, breadstuffs, W. S. goods, &c.; and, in addition, we have four steamers per week from Boston during eight months in the year, and six steamers four months; five steamers per week to and from Portland a part of the year; one line owned here, which makes three trips to and from Mount Desert; and one line owned here making three trips to and from Ellsworth, besides steamers of a smaller caliber which make daily trips to the islands during the whole year. As far as the amount of commerce and navigation that will be benefited, I should not want to make an estimate ; but our harbor situated as it is at the entrance of all the thoroughfares leading to important ports east of this place, which send out thousands of vessels during the year loaded with valuable cargoes. A port of refuge, as this will be after the breakwaters contemplated are finished, cannot, in my opinion, be overestimated; even the small piece under water, as it is, is now used by vessels that never before entered our port, but have taken the risks, and in hundreds of cases fatally. of trying to reach some of the western harbors. I am, sir, very respectfully, J. W. CROCKER, Deputy Collector of Customs. General GEO. THOM, United States Engineers. A 6. IMPROVEMENT OF RICHMOND HARBOR, KENNEBEC RIVER, MAINE. By the river and harbor act of June 14, 1880, provision was made for a survey of this harbor, in Kennebec River, Maine, with a view to its improvement. This survey was made in November, and on the 10th of December, 1880, a report on the same was submitted to the department with a project and estimate for its improvement. Kennebec River is here divided by Swan Island into two channels, of which the main channel passes to the eastward of the island through "The Narrows," with a navigable depth of 10 to 11 feet at mean low- water, while the western channel, which forms Richmond Harbor, so called, is navigable for the same depth except at the following places, to wit: 1. At the head of Swan Island. 2. At Hatch's Rocks Shoal, about 2 miles below head of island. 3. At the foot of Swan Island, about 5 miles below its head. The shoal at the head of Swan Island was improved in 1872 by dredg- ing to a depth of 110 feet at mean low-water (or 15 feet at ordinary high- water), but, as was then predicted, it has been reproduced by the same causes as before. For insuring the continuance of its depth, if again dredged, it was recommended that a wing-dam be built out from the upper end of Swan Island, as shown on the sketch accompanying report 494 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. on the survey, in order to create a greater scour on the bar by the diver- sion into its channel of a part of the water of the main channel of the river. At Hatch's Rocks Shoal it is proposed to dredge a straight channel through it to a depth of .10 feet at mean low-water for a width of 100 feet. At the lower end of this harbor, near the foot of Swan Island, ice- houses have been built and projected to such an extent as to warrant an improvement of the channel at that place by widening and deepen- ing the same. In this locality it is proposed to make the channel not less than 11 feet in depth at mean low-water, or about 16 feet at ordi- nary high-water, to enable sea-going vessels of a larger class to engage in the transportation of ice, as this depth can be carried through to the ocean. The estimated cost of the improvement above projected, as revised, is as follows, viz: 1. Shoal at the head of Swan Island, 3,600 cubic yards of dredging,.at 30 cents ..--.--- per cubic yard..--------------------------- ..------ -----.- $1, 00 2. Hatch's Rocks Shoal, 30,000 cubic yards of dredging, at 33 cents per cubic ------......------..-----....------.....---............----------.----------...... yard ................--..----...---.....-- 9, 900 3. Shoal at the foot of Swan Island, 12,000 cubic yards of dredging, at 29 cents per cubic yard..... ... ......--...... ----.. - --- ......-..............---. 3, 480 4. Wing-dam at the head of Swan Island, 3,500 tons of rubble stone, at $1 per ton of 2,244 pounds .-------..------......--- -....------- -.... ......------..... ---......---.. ------...... 3,500 -..---.. Adding for engineering expenses and other contingencies................. -2, 040 Total ......-------...............----...-.... ...---...--..-------..- ....-.............----------- 20, 000 By the river and harbor act of March 3, 1881, the sum of $10,000 was appropriated for the improvement of this harbor, of which sum $6,000 was to be expended for wing-dams and dredging at the head of Swan Island and at Hatch's Rocks Shoal, and $4,000 in dredging and deepen- ing the channel at the foot of Swan Island. Under the appropriation of March 3, 1881, proposals were invited for dredging at the shoals near Hatch's Rocks and near the foot of Swan Island, as well as for the rubble stone for the wing-dam at the head of Swan Island, for which contracts were made as stated in the last Annual Report. Under the contract made June 20, 1881, with Mr. James Ginn, of Bath, Me., for 3,000 tons, more or less, of rubble-stone for the wing-damn at the head of Swan Island, at $1 per ton of 2,240 pounds, 311242°Q tons of stone were delivered and placed in the work by him in completion of the same. This work was completed on -the 7th of October, 1881. Under the contract made June 30, 1881, with Mr. Sam. F. Purington, of Brunswick, Me., for about 10,000 cubic yards of dredging at Hatch's Rocks Shoal, and about 10,000 cubic yards of dredging at the foot of Swan Island, at 29 cents per cubic yard, measured in situ, the dredging operations have been carried on at the foot of Swan Island, resulting in about 5,300 cubic yards of dredging on the 30th of June, 1882.* Under the appropriation of $10,000 made by the river and harbor act of August 2, 1882, it is proposed to complete all the work projected for the improvement of this harbor. Richmond Harbor is situated in the collection district of Bath, of which Bath is the port of entry, and is about 10 miles above Bath, on the Kennebec River. The nearest light-houses are Seguin and Pond Island, near the mouth of Kennebec River, and the nearest fort is Fort Popham, at the mouth of Kennebec River, distant about 25 miles below Richmuond. *The dredging on this shoal was completed on the 15th of August, 1882. APPENDIX A. 495 Money statement. July 1, 1881, amount available ------------..-------........ $9, 980 98 -----...................---. July 1, 1882, amount expended during fiscal year, exclusive of outstanding ........--------...-----..-..-------......---. liabilities July 1, 1881 ....---...---------- 3, 449 95 ----------- 6,531 03 July 1, 1882, amount available..-----. ---------.....-----........-.........------... Amount appropriated by act passed August 2, 1882-..- ........--.......... 10, 000 00 Amount available for fiscal year ending June 30, 1883-.................... 16, 531 03 A 7. IMPROVEMENT OF CATHANCE RIVER, MAINE. The following appropriations have been made by Congress for the im- provement of this river, to wit: By the river and harbor act of June 14, 1880- ............... ........... $10, 000 00 By the river and harbor act of March 3,1881 ........-- 6,000 00 ---.. -..............--. By the river and harbor act of August 2, 1882........-.................. 5, 000 00 Total ......-----..........-----------... ...---------------....-----..........---...... ---....-..--- -- 21,000 00 The head of navigation of this river is at the bridge at Bowdoinham, Me., from which to its outlet into Merrymeeting Bay (a distance of about 28 miles) the river has a navigable channel of not less than 19 feet depth at mean low-water, or 241 feet at mean high-water. From its outlet into the bay the channel continues in an indirect course, with depths varying from 26 to 6 feet at mean low-water, for a distance of about 2- miles to its junction with the main channel of Kennebec River near "The Chops." The principal obstruction to its navigation was found by the special survey of 1879 to be at "the outer bar" where the chan- nelenters the Kennebec, on the shoalest part of which there was but 6 feet of water at mean low-water, or 11- feet at mean high-water. But owing to the shifting character of this bar it was not believed that any work, unless attended by a cost too great to be warranted by the object of the improvement, would effect a permanent improvement of the chan- nel at this place. At the other two shoals lying between " the outer bar" and the outlet of the river into the bay, it is believed that the channel can be widened and deepened in a more effectual and satisfac- tory manner. A channel with a depth of 10 feet at mean low-water (or 151 feet at mean high-water) for a width of not less than 200 feet has been projected for the improvement of this river, at an estimateQ cost of $25,000. Under the appropriation made in June, 1880, a contract was made August 21, 1880, with Mr. William W. Wright, of Geneva, N. Y. the lowest of two bidders-for 30,000 cubic yards, more or less, of dredg- ing, at 27 cents per cubic yard, measured in scows. Dredging was com- menced under this contract on the 1st of September and completed on the 8th of November, 1880, resulting in 31,347 cubic yards, whereby the " channel was widened and deepened at the outer bar" to the extent projected, and at the lower portion of Bar III for a width of 100 feet to a depth of 10 feet at mean low-water. Under the appropriation of $6,000, made by the act of March 3, 1881, a contract was made June 14, 1881, with the Eastern Dredging Com- pany, of Portland, Me.-the lowest of three bidders-for 25,000 cubic yards, more or less, of dredging, at 21 cents per cubic yard, meas- ured in scowos. Under this contract 27,922 cubic yards of dredging was 496 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. done, in completion of the same on the 22d of October, 1881, whereby the channel through the lower portion of Bar No. 3 has been deepened for an additional width of 30 feet, making an aggregated width thus far opened of 130 feet ; and that through the upper portion of the same bar has been opened to an average width of 125 feet. 'It is proposed to apply the appropriation of $5,000 made for the fis- cal year ending June 30, 1883, to the completion of this work by the further improvement of the channel at "' the outer bar" near "The Chops." Cathance River is within the collection district of Bath, Me., of which Bath is the port of entry. The works of improvement are situated from 3 to 5 miles above Bath. The nearest light-houses are Seguin and Pond Island, near the mouth of the Kennebec River, and the nearest Fort is Fort Popharn, at the mouth of Kennebec River, dis- tant about 20 miles below the mouth of Cathance River. The extent to which the commerce and navigation of the country would. be benefited by the improvement of this channel is shown to some extent by the following statement, furnished through the United States collector of customs at Bath by residents of Bowdoinham, as follows, viz : The people interested are the towns of Bowdoinham and Bowdoin, to enable them to ship their cargoes in vessels of large size and deeper draught of water. The cargoes outward, now shipped in schooners and scows, are chiefly spruce lumber, deals, frame stuff, &c., say 2,500,000 feet, which would be doubled if we could load a ship here, say 1,000 tons ground feldspar rock, 500 tons quartz rock, 100,000 bricks, hay, wood, and bark; inward, say 1,000 tons anthracite coal, 500 tons plas- ter, rock, &c. Since 1.850 twenty vessels, having an aggregate of 17,000 tons, have been built on the banks of Cathance River. It is also stated that a large quantity of ice is cut and stored on this river for shipment; that in 1863 about 50,000 tons were cut and stored, but not all shipped, as vessels of sufficient size could not pass the,bar. Money statement. July 1, 1881, amount available ---... .. ............................ ..... $6, 540 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......-....--------..........------......---...--..------ - 6, 481 64 ----------------------------------- July 1, 1881, amount available....................................... 58 67 Amount appropriated by act passed August 2, 1882....................... 5, 000 00 Amount available for fiscal year ending June 30, 1883-. .................5,058 67 A 8. IMPROVEMENT AT THE "'GUT" OPPOSITE BATH, MAINE. The " Gut" is a part of Back River, which is a tidal river about 9 miles in length, connecting the Kennebec River at Bath, Me., with the tide-waters of Sheepscot River to the eastward of it. It is naviga- ble for small steamers and other vessels of light draught, and affords a short communication between Kennebec River and the towns of West- port, Wiscasset, Boothbay, Southport, and other places on or near the waters of the Sheepscot. At the "Gut" (or more commonly called "Upper Hell Gate"), which is about 2 miles distant from the city of Bath, the navigation of Back River was very much improved in its difficult places under appropriations made therefor by Congress in 1870 APPENDIX A. 497 and 1871, amounting to $16,500, as stated in the Annual Report of 1873; and for its further improvement thefollowing appropriations have since been made by Congress, viz: By the river and harbor act of June 18, 1878.......................... ........ $17, 000 By the river and harbor act of June 14, 1880.. ............................. 7, 000 By the river and harbor act of March 3, 1881---...........----................... 5,000 Total............... ........................... ........... ... ... 29,000 These appropriations have been made with a view to opening a navi- gable channel with a depth of not less than 11 feet at mean low-water above " The Narrows," and 12 feet below "The Narrows" for a width of not less than 90 feet, by the breaking up and removal of the several sunken ledges and shoals by which the channel has hitherto been ob- structed. On referring to the last Annual Report it will be seen that all the pro- jected improvements had then been completed except the breaking up and removal of the sunken ledges C and D inorth of Green Island), the ledge marked G, near Tibbett's Point, and the ledge E, near the head of "The Narrows," contracts for all of which had been made. In October last the removal of the sunken ledges C and D was com- pleted to grade by Mr. James Andrews, under his contract of June 26, 1880, the aggregate quantity removed under said contract being 185,- cubic yards. On the 20th of October last Mr. George W. Townsend, of Boston, Mass., completed the breaking up and removal to grade of ledge G, near Tibbett's Point (62.8 cubic yards), under his contract of June 16, 1881, when work was suspended for the winter. On the 1st of June, 1882, Mr. Townsend commenced work for the break- ing up and removal of about 57 cubic yards of ledge E, near the head of '(The Narrows," under his contract of June 16, 1881, which is all the work that now remains to be done for completing the projected improve- ment of this channel. This work will probably be finished in August next. This locality lies in the collection district of Bath, Me., of which Bath is the port of entry, and is distant about 2 miles from Bath. The nearest light-houses are Pond Island and Seguin lights, near the mouth of Kennebec River, and the nearest fort is Fort Topham, at the mouth of that river, and distant about 15 miles. The following infornmation in regard to the revenue and commerce of the district of Bath fo; the year ending December 31, 1881, has been fur- nished by the United States collector of customs at that port: $12, 769 50 Gross customs receipts..............----.....---........----....-..----...--...----...... Of which there was rebated for the construction and repair of vessels.... 47,591 22 76, 178 28 Number of vessels arrived, 1,915. Number of vessels departed, 1,945. Number of vessels built, 55-36;334.29 tons. About 800,000 tons of ice shipped. About 1,600,000 feet of lumber shipped. Money statement. July 1, 1881, amount available....... ................................... $10, 348 92 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 18l81..... ................. $7, 141 09 July 1, 1882, outstanding liabiliti s............................ 226 08 7,337 17 July 1, 1882, amount available.......................................2,981 75 32 E 498 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A 9. IMPROVEMENT OF PORTLAND HARBOR, MAINE. In the Annual Reports for the fiscal years ending June 30, 1880 and 1881, will be found a history of all the appropriations made and all the work done for the improvement of this harbor up to the 1st of July, 1881; and that there was then available for the further improvement of this harbor the sum of $46,700.69, which was being applied to the partial re- moval of the middle ground, in the lower part of the harbor, to a depth of 21 feet at mean low-water (or about 30 feet at mean high-water) under a contract made May 14, 1881, with Messrs. George C. Fobes & Co., of Baltimore, Md., at 17 cents per cubic yard, measured in scows. Under this contract 19,518 cubic yards had been removed up to the 1st of July, 1881. Dredging was continued up to the 3d of February, 1882, under the same contract, during which period 249,428 cubic yards of additional dredging was done, making an aggregate of 268,946 cubic yards under and in completion of said contract. The original estimate of the removal of this " middle ground " called for about 660,000 cubic yards of dredging measured in situ, or about 750,000 measured in scows. It is proposed to apply the appropriation of $35,000 made by the river and harbor act of August 2, 1882, to the further removal of the " Middle Ground," of which about 500,000 cubic yards now remain to be done, at an estimated cost of $110,000, an additional sum of $75,000 being re- quired for its completion. All the works completed and projected for the improvement of this harbor are in the collection district of Portland and Falmouth, Me., and the nearest forts are forts Gorges, Scammel, and Preble, and that on Portland Head; the nearest light-houses are one at the extremity of the breakwater and one at Portland Head. The following information in regard to the revenue and commerce of this port for the year ending December 31, 1881, has been furnished by the United States collector of customs, viz : Amount of revenue collected.............................................. $558,609 51 Value of exportations ............................... .............. 11, 907, 671 00 Value of importations .............................................. 10, 410, 384 00 Number. Tonnage. Crew. ;American vessels arrived from foreign ports -.... - ..........68 24, 686 573 Foreign vessels arrived from foreign ports ................... American vessels cleared for foreign ports .. ............... 190 253 144, 449 74, 179 3, 343 1, 606 Foreign vessels cleared for foreign ports.... . ............... 239 126, 073 3, 085 Arrivals coastwise .......................................... 540 425, 712 8, 884 Clearances coastwise ........---- ........................... 420 396,714 8,335 Vessels built within the district ............................ 5 2, 087. 10 Money statement. July 1, 1881, amount available .---..---.................................... $46,700 69 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................................................ 45, 519 23 July 1, 1882, amount available......................................... 1,181 46 Amount appropriated by act passed August 2, 1882 .................. .... 35, 060 00 Amount available for fiscal year ending June 30, 1883 .................. . 36, 181 46 Amount (estimated) required for completion of existing project ........ .75, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 75,000 00 APPENDIX A. 499 A io. IMPROVEMENT OF RICHMOND'S ISLAND HARBOR, MAINE. This harbor of refuge is formed by a rubble-stone breakwater connect- ing the island with the mainland, the breakwater being about 2,000 feet in length, with an average thickness of 30 feet and a height of 10 feet above mean low-water. The following appropriations have been made by Congress for this work, viz: By the river and harbor act of June 10, 1872-----------------............................----------- $20, 000 By the river and harbor act of March 3, 1873 ....------.....-----....------....------.... 60, 000 By the river and harbor act of Marth 3, 1875............................--... 15, 000 By the river and harbor act of June 18, 1878.................--- ..---......--- .. 6, 000 By the river and harbor act of March 3, 1879 ....-----............ --........---...----. 3, 000 ..-------------.. By the river and harbor act of June 14, 1880..........-------------.... ............... 3,000 By the river and harbor act of March 3, 1881................................ 3, 000 ....--....---------------....-----....--..... Total------ ----...--------... -----..............------.... 110, 000 Under the several appropriations made as above in 1872-'80, anl ag- gregate of about 66,157 gross tons of rubble-stone have been furnished and placed in the breakwater by contract. Under the appropriation of $3,000 made for this work by the river and harbor act of March 3,1881, a contract was made June 10, 1881, with Mr. Charles H. Bragdon, of Biddeford, Me., the lowest of three bidders, for 2,000 tons, more or less, of " granite quarry grout" to be furnished and placed in the breakwater, at $1.28 per ton of 2,240 pounds. On the 29th of June he commenced to deliver the stone, and on the 9th of Sep- tember he completed his contract, by having furnished and placed in the work an aggregate of about 2,020 tons of ' granite quarry grout," making a total of 68,176 2_4o tons of stone furnished and placed in the breakwater in completion of the same. Money statement. July 1, 1881, amount available--.------..------...............-----------...-...--..---..---..--..--- . 3, 092 82 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..............-------..................--------- .....-..-----....... 3, 092 82 A . IMPROVEMENT OF KENNEBUNK RIVER, MAINE. By an act of Congress of 1798 provision was made for keeping in re- pair a pier, built at the mouth of this river, for the improvement of its navigation, and by several subsequent acts, from 1829 to 1852, appro- priations amounting to $44,175 were made for continuing the improve- ments at and near its mouth. These works consisted of- 1. A stone pier, about 600 feet in length, on the western side of the channel, at the mouth of the river, with a light-house (since destroyed by storms) on its outer extremity, and a wooden catch-sand, about 160 feet in length, leading from the inner end of the pier to the eastern bank of the river. This pier and catch-sand served to protect the en- trance from easterly storms, as well as to prevent the sand from being driven into the channel above. 500 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. A stone pier, about 290 feet in length, on the western side of the channel, at the mouth of the river, with a wooden catch-sand, about 160 feet in length, leading from the inner end of the pier to the western bank of the river, serving a similar purpose to those on the eastern side. 3. A crib-work wharf, ballasted with stone, about 300 feet in length, built on the eastern side of the river, about one-eighth of a mile above its mouth, for the security of vessels detained by tides and storms. Since the completion of the above works the following additional appropriations have been made by Congress for the improvement of this river, viz: By the river and harbor act of July 11, 1870 ----......--...---...........--............ $5, 000 By the river and harbor act of March 3, 1871 ..........................---- -- . 5, 000 By the river and harbor act of - August 14, 1876.-- ...---....--.... ...... ...... --......--- 5; 000 By the river and harbor act of March 3, 1879- - .------------ .....----.-... 2 000 By the river and harbor act of June 14, 1880 ........ ..... ... . ........... 2, 000 By the river and harbor act of March 3, 1881- .--...-.. ...... --............... '2, 000 Total ........................ ......-.............. ......... . . ... .... 21,000 Under the appropriation of 1870 the catch-sand connecting the inner end of the pier with the eastern bank of the river, having been de- stroyed by storms, was replaced by a permanent stone work, and some repairs were made where most necessary on the stone piers and on the wharf above. Under the appropriation of 1871 the catch-sand or wing connecting the inner end of the western pier with the western bank of the river, having also been destroyed by storms, was replaced by a permanent stone work, and additional repairs- were made on the piers and wharf. Under the appropriation of 1876 the main channel of the river was. deepened and widened by dredging at the Wading Place and Mitchell's Point, so as to have a depth of not less than 4 feet at mean low-water or 13 feet at mean high-water, and repairs were made where most necessary on the piers and government wharf. Under the appropriations of $4,000, made by the river and harbor acts of 1879 and 1880, the sunken ledges below Ward's Wharf and those near the mouth of Gooch Creek were broken up and removed from the channel to a depth of 4 feet below the plane of mean low-water, and the channel of the river was straightened and widened by dredging to a depth of not less than 4 feet at nieal low-water, (a) below Ward's Wharf, (b) below Lord's Wharf, and (c) at the upper end of Mitchell's Point; some repairs were also made on the government wharf, near the mouth of the river. Under the appropriation of $2,000, made by the river and harbor act of March 3, 1881, all the necessary repairs have been made during the past year on the stone piers at the mouth of the river and on the govern- ment wharf, near its mouth, the same having been done by hired labor and with materials purchased in open market. This work was com- pleted in September, 1881, leaving an unexpended balance on the 30th of June, 1882, of $1,028.85, which it is proposed to apply to such repairs as may hereafter be found necessary on those works. This river lies in the collection district of Kennebunk, of which Kennebunk is the port of entry. The following information has been furnished by the United States deputy collector of customs of Kennebunk in regard to the revenue and commerce of that port for the year ending Iecember 31, 1881, viz : No revenue collected and no exports or imports. Vessels built, 3, with an aggre- gate tonnage of 1,956.09, the largest of which measured 1,924.56 tons. APPENDIX A. 501 Money statement. ---------- $1,995 36 July 1, 1881, amount available .--............................----....--.....----- July 1, 1882, a,nount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......... ....................................... 966 51 July 1, 1882, amount available ...... ..... .... .................. .............. 1, 028 85 A 12. IMPROVEMENT OF WINNIPISEOGEE LAKE, NEW HAMPSHIRE. Winnipiseogee Lake and its tributaries lie wholly within the State of New Hampshire, their waters forming the chief source of Merrimac River. The lake is about 20 miles in length, and has an average width of about 5 miles. At its southwestern extremity (at Weir's) it has'an out- let into Long Bay, which bay is navigable for a distance of 4 miles to its outlet at Lake Village. A dam built at Lake Village forms a reser- voir of these waters, which is under the control of an incorporated com- pany, by which water-power is regulated and supplied to factories along the Merrimac River below. These waters are navigated, when not closed by ice, by three or four steamers, drawing from 4 to 5 feet of water, and by seven or eight smaller ones of 1 to 3 feet draught. The largest three of these steamers run in connection with the rail- roads, which strike the lake at Alton Bay and Wolfborough, at its east- ern extremity, and at Weir's at its southwestern extremity, as well as to Center Harbor, at its northwestern extremity; also through Long Bay to Lake Village. They are chiefly intended and used from the middle of May to the latter part of November for the transportation of pleasure travel, whilst the smaller boats are used principally for carrying wood and produce, and occasionally passengers about the shores of the lake. The project adopted for the improvement of this lake consists in widen- ing and deepening the shoal at its outlet into Long Bay, so as to enable steamers to pass through this outlet in all stages of the water, it being the only obstacle to extending navigation to Lake Village. The shoalest water found on this shoal at the time of the survey (in the latter part of August, 1879), when the water was 8J inches below the top of the dam at Lake Village, was 4.5 feet. From information obtained at the office of the Winnipiseogee Lake Cotton and Woolen Manufacturing Company, at Lake Village, it appears that the lowest water known in the lake stood at 48 inches below the top of the dam at that place, whilst the highest water known was 18 inches above the top of that dam. From this it is seen that the depths found by the survey were 39- inches (or 3.3 feet), greater than would have ob- tained in the lowest known stages of the water, and 261 inches (or 2.2 feet) lower than in its highest stages. The depth of water required for such steamers as would be likely to navigate Long Bay in running to Lake Village, as stated to me by parties interested therein, would be about 5 feet, to obtain which depth in the lowest stages of thie water would call for a depth of 8.3 feet as measured in the stage which it had inAugust last, when the survey was made. The estimated cost of the dredging required for this improvement was 502 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY $7,500, for which the following appropriations have been made by Con- gress, viz : By the river and harbor act of June 14, 1880 .. .. ...... .... .............--- .. $5, 000 By the river and harbor act of March 3, 1881 .....- ......... ............. . 2,500 Total..................................--..........................--.... 7,500 Under the appropriation of $5,000 made by the river and harbor act of June 14, 1880, a contract was made November 16, 1880, with the Winnipiseogee Lake Cotton and Woolen Manufacturing Company for 4,450 cubic yards more or less of dredging, at $1 per cubic yard, measured in situ. Under this contract dredging was commenced on the 1st of June, and continued up to the latter part of October, 1881, resulting on 3,970 cubic yards under and in completion of that contract. Under the appropriation of March 3, 1881, a contract was made in June 17, 1881, with the same company for completing all the remaining dredging projected for this improvement (viz, about 2,800 cubic yards) at $1 per cubic yard, measured in situ. Dredging was commenced under this contract in the latter part of October, 1881, and continued up to the 9th of November, when, owing to the burning of the dredging machine, it was suspended for the winter. Operations were resumed under this contract on the 28th of April, 1882, and have been carried on to the close of the fiscal year, resulting in about 1,540 cubic yards to date under said contract, with a probability of the completion of the same not later than the 31st of August next. Money statement. July 1, 1881, amount available.. .. ..-..- . - -.. ..........-.. .... ....... $7, 395 65 July 1, 1882, amounut expeTded during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................ .... ....... .......... 4,129 60 ------------- 3, 266 05 July 1, 1882, amount available-------...-------.......------....------.......... A 3. IMPROVEMENT OF LAMPREY RIVER, BELOW NEW MARKET, NEW HAMP- SHIRE. This river empties into Great Bay at a point about 10 miles distant by water from Portsmouth, N. H. From a survey made in 1874, and again in 1881, it was found that this river was navigable at high-water from its mouth up to New Market wharves, at the head of tide-water, a distance of about 2J miles, the mean rise and fall of the tides being about 7 feet at its mouth and about 64 feet at New Market. From its mouth up to the head of the Lower Narrows (a distance of 1a miles) the channel had a navigable depth of 12 feet at mean high-water, but was obstructed in several places by a large number of sunken bowlders, which made navigation difficult and dangerous; and above the Lower Narrows it had a navigable depth of not more than 9J feet at mean high-water in its shoalest places, and was obstructed in several places by numerous bowlders, ledges, and shoals, whilst in front of the wharves at New Market there was a shoal on which the depth varied from 4 to 10 feet at mean high-water. The project now proposed for the improvement of this river consists in making a safe and unobstructed channel not less than 40 feet in width, APPENDIX A. 503 and to have a depth of not less than 111 feet at mean high-water up to the lower wharf in New Market, and thence a depth of 11 feet up to the upper wharves of that place. The following is a revised estimate of this work, viz: . 1. Dredging in front of New Market wharves, 12,000 cubic yards, at 65 cents, measured in sit ................................... .......----.. ..---...... $7, 800 2. Dredging at the Upper Narrows and below, 5,700 cubic yards, at 65 cents, measured in situ ...........---- ............ ................--........-----... 3, 705 3. Removal of sunken bowlders from channel (completed in 1881 at a cost of about) ................................................................. 4,300 4. Removal of 300 cubic yards of ledge, bowlders, and hardpan, at $20 ...... 6, 000 Adding for contingencies................................................. 2, 195 Total.... ... ....... ...... ............. ......... ................ .. ...... 24,000 By the river and harbor act of March 3, 1881, the sum of $10,000 was appropriated for the improvement of this river. Under that appropri- ation operations were commenced early in July, 1881, for the removal of the sunken bowlders fromn the channel. This work was done by a submarine party and hired labor, and with implements and machinery purchasetl in open market, and was continued up to the end of October, resulting in the removal of more than 2,000 tons of sunken bowlders, whereby the navigation of this river has been very much improved, both in depth and safety. The funds now available for continuing this work (viz, $5,674.75) it is proposed to apply first to the projected dredging at the Upper Narrows and below, as well as to the removal of some of the sunken ledges and bowlders. The amount appropriated by the river and harbor act of August 2, 1882 (viz, $10,000) it is proposed to apply to the completion of all the dredging in front of the wharves at New Market and to other work pro- jected for the improvement of this river. As to the extent to which the commerce of the country would be bene- fited by the improvement of this river as projected, it will be seen, on referring to the special report of December 5, 1874, that New Market then had forty stores, four large cotton factories (the largest of which is driven by steam), one iron machine-shop, one steam lumber-mill, and within about 2 miles two large paper-mills which draw their materials and supplies from New Market. New Market and the immediate vicinity consume annually about 5,000 tons of coal, which comes largely by water from Portsmouth, and would entirely if the navigation of the river were improved as projected. In addition to which lime, salt, iron, plas- ter, cement, fish, and other heavy articles are also brought to New Mar- ket by watel, while wood, hay, and lumber in large quantities annually are taken back to Portsmouth and other places along the coast. Lamprey River lies within the collection district of Portsmouth, N. H., of which Portsmouth is the port of entry, and the nearest light-houses and forts are at and near the entrance of that harbor. IfMoney statement. July 1, 1881, amount available..... ....... ..... ..................... .... $9,991 25 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..............-......--------------------- 4,316 50 July 1, 1882, amount available ..-.... ............ ...---. ............ 5,674 75 Amount appropriated by act passed August 2, 18822 ... _ ................. 10, 000 00 Amount available for fiscal year ending June 30, 1883 .................. 15, 674 75 Amount (estimated) required for completion of existing project ........... 4,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 4,000 00 504 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A 14. IMPIOVEMENT OF EXETER RIVER, NEW HAMPSHIRE. Exeter River is navigable from its mouth in Great Bay (where it meets Lamprey River, about 10 miles above Portsmouth, N. H.) for a distance of 8.3 miles, up to the wharves of Exeter, the head of naviga- tion. The mean rise and fall of the tides at its mouth is about 64 feet, and at Exeter about 6 feet. By the survey of it, made in 1874, it was found that the channel could be much improved in several places by the removal of sunken rocks and shoals, and by a short cut-off at the Ox-Bow, near Exeter, so as to obtain a depth of not less than 12 feet at mean high-water from its mouth up to the Ox-Bow, and thence up to the wharves in Exeter a depth of not less than 10 feet. For the improvement of this river as above projected the following appropriations have been made by Congress, viz: By the river and harbor act of June 14, 1880.............................. $20, 000 By the river and harbor act of March 3, 1681 ............... .............. 15, 000 Total ............... ------.. ... -- --.. .....---.----.. . 35, 000 ...................... Under the appropriation of June 14, 1880, proposals were invited September 13, 1880, for the dredging above Fernald's Wharf, in Exeter, in response to which only one bid was received, which, being unreason- ably high, was not accepted. Under the joint appropriations of June 14, 1880, and March 3, 1881, proposals were again invited May 2, 1881, for all the dredging projected for the improvement of this river (to wit, 47,000 cubic yards, more or less), and three bids were received therefor, of which the lowest was that of Mr. Thomas Symonds, of Everett, Mass., at prices as follows, to wit: Five thousand cubic yards, more or less, above Fernald's Wharf, at $1.06 per cubic yard, measured in situ. Twenty-five thousand cubic yards, more or less, at the Ox-Bow cut-off, at 46 cents per cubic yard, measured in situ. Seventeen thousand cubic yards, more or less, at South New Market and below, at 47 cents per cubic yard, measured in situ, or 41 cents per cubic yard, measured in 800W8. Ou the 21st of May a contract was made with Mr. Symonds for the dredging at the prices named, and on the 13th of June dr-edging was commenced by him under his contract, and was continued up to the end of November, when they were suspended for the winter. They were resumed on the 8th of April, 1882, and completed on the 30th of June, the following work having been done under that contract, viz: 1. The channel completed to a depth of 12 feet at mean high-water up to the "Ox-Bow." 2. The cut-off at the Ox-Bow completed to a depth of 12 feet at mean high-water. 3. The channel above Fernald's Wharf completed to a depth of 10 feet at mean high-water. All the sunken rocks known to be in the channel of the river have also been removed, so that all the work hitherto projected for the im- provement of this river has been completed. By the improvement of this river the manufacturing towns of South New Market and Exeter, N. H., will be much benefited. They both lie APPENDIX A. 505 upon the river, and are distant by water from Portsmouth, N. H. (the port of entry), respectively, about 15 and 19 miles. South New Market is a thriving village, and has a very large iron ma- chine-shop and foundry, in which are manufactured a great many steam- engines and castings. About 4,000 tons of coal are used there annually, as well as a large amount of iron and casting-sand, which are brought there by water from Portsmouth, a distance of about 15 miles. Exeter is also a thriving village of about 3,650 inhabitants. It has a large machine-shop and foundry and several other manufacturing con- cerns, with some forty stores; also a very large cotton factory, driven to a great extent by steam. It is estimated that 5,000 tons of coal are used there annually, which, with other heavy articles, are carried there by water fiom Portsmouth. Large quantities of hay, fruit, and potatoes are also shipped from these river towns to Boston and other places farther south. Money statement. July 1, 1881, amount available......... ........... ... ... .. .... .$31, 973 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881................ .......................... 31,973 08 A I5. IMPROVEMENT OF PORTSMOUTH HARBOR, NEW HAMPSHIRE. The work originally projected for the improvement of this harbor con- sisted of- 1. A rubble-stone breakwater for closing the side channel between Great Island and Goat Island, near the " Third Bridge," so as to stop the strong tidal current through it, by which vessels coming up the harbor were liable to be thrown upon Goat Island Ledge, which projects far into the channel, here very narrow, thereby creating one of the greatest difficulties encountered in entering this harbor. 2. Breaking up and removing Gangway Rock, lying in the channel between "South Beacon Shoal" and the navy-yard. The shoalest part of this rock has but 12 feet of water on it at mean low-water, and 20j feet at mean high-water, and only 9.7 feet at extreme low-water of spring tides. Owing to the strong tidal currents in this harbor, Gangway Rock has proved to be a serious difficulty to navigation, and especially so to United States vessels which have visited this port and the navy- yard, as well as to other vessels of large draught. It is projected to remove this rock to a depth of 20 feet at mean low-water (making 28) feet at mean high-water), especially in the interests of United States vessels, a greater depth not having been adopted on account of the great increase of cost attending it. This improvement would increase the width of the channel for the projected depth about 3.70 feet, which would be of great benefit to this part of the harbor. 3. The removal in part of the ledge at the southwest point of Badger's Island. This ledge projects into the channel about 150 feet, where it has only about 4 feet of water at mean low-water. It thereby presents serious difficulties to 'vessels coming down the harbor on the ebb-tide, which, after passing Noble's Island, and in their endeavors to avoid being thrown by the powerful current upon the projecting point of Portsmouth, opposite Badger's Island, are \ ery liable to be, and often 506 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. have been, thrown upon the point of ledge which projects from Badger's Island. To prevent this difficulty it is projected to remove this ledge for a length of 135 feet to a depth of 10 feet at mean low-water, which would give 7.7 feet at extreme low-water at spring tides. For the improvements projected as above the following estimates of cost have been submitted, to wit: 1. For the breakwater between Goat Island and Great Island .--............ $12,600 2. Breaking up and removing Gangway Rock to a depth of 20 feet at mean low-water, 2,840 cubic yards, at $30 per cubic yard --.....---..----.......... 85, 200 3. Breaking up and removing ledges at the southwest point of Badger's Island, 1,190 cubic yards, at $30 per cubic yard.......... ......... 35, 700 Adding for engineering expenses, superintendence, and other contingen- cies, say .................... _................ ................ ... 16, 00 Total .......... ...... ........ .... . .....----..... ...... -...... 150, 000 The following appropriations have been made by Congress for the improvement of this harbor, to wit: By the river and harbor act of March 3, 1879 .............-.... .......- .. $10, 000 By the river and harbor act of June 14, 1-80 ............... ............. 25, 000 By the river and harbor act of March 3, 181 ...... --....--......--...- --......----- 2, 000 By the river and harbor act of August 2, 1882---..-------.....---..-----............... 17, 000 Total ...--.......-------.......---...-----------------------....................--------------------.................. - 72, 000 Under the appropriation of March 3, 1879, a contract was made, Au- gust 27,1879, for 12,000 tons of rubble-stone for the projected breakwater, at 69 cents per ton of 2,240 pounds (the lowest of nine bids for the same). This contract was completed on the 31st day of May, 1880, by which the breakwater was built throughout its entire length of 785 feet to a height of about 2 feet above the plane of mean high-water. Under the appropriation of June 14, 1880, a contract was made, August 20, 1880, with Messrs. Curit & Bowen, of Cumberland, Me., for additional rubble-stone for this breakwater, at 77 cents per ton of 2,240 pounds (the lowest of four bidders for the same), under which contract about 2,400 tons of rubble-stone were placed on the work, in completion of the same, on the 24th of November, 1880. Under the appropriation of June 14, 1880, a contract was also made, August 23, 1880, with Mr. Isaac A. Sylvester, of Newton, Mass. (the lowest of six bidders), for breaking up and removing 700 cubic yards, more or less, Gangway Rock, at $27.90 cents per cubic yard, measured in situ. Operations were commenced by the contractor about the 1st of April, 1881, and were continued by him up to the 23d of August, when, owing to the destruction of his platform and drilling apparatus (caused by the collision of a war vessel which swung from her moorings at the navy-yard), they were suspended until the 27th of October. They were then resumed and continued up to the 11th of November, when they were suspended for the winter. On the 5th of April, 1882, opera- tions were resumed, and have been continued up to the end of the fiscal year. The quantity of sunken ledge removed by the contractor during the past year amounts to 260 cubic yards, making an aggregate of 360 cubic yards broken up and removed by him under his contract, and leaving 340 cubic yards to be removed by him for completing his contract. It is expected that it will be completed not later than the 1st of December, 1882. Under the appropriation of $20,000, made by the river and harbor act of March 3, 1881, a contract was made April 15, 1882, with Mr. James Andrews, of Biddeford, Me., the lowest of four bidders (see abstract of APPENDIX A. 507 proposals herewith), for the breaking up and removal of 600 cubic yards, more or less, of the sunken ledge on the southwest point of Badger's Island, to the projected depth of 10 feet at mean low-water, at $18 per cubic yard, measured in situ, the same to be completed on or before the 30th of June, 1883. Operations were commenced under this contract on the 5th of May, and have been continued up to the end of the fiscal year, resulting in the breaking up and removal of about 50 cubic yards under said contract. With a view to the further improvement of this harbor, to which my attention has been called by the members of the Portsmouth Marine Society, the Portsmouth Board of Trade, and other citizens of Ports- mouth, I have caused surveys to be made of the sunken ledges at the point of Goat Island, and that near and southeast of Portsmouth Pier; also of the shoal in the small harbor of refuge near Jerry's Point, with results as follows, to wit: 1. Ledge at southwest point of Goat Island.-This ledge projects into the main channel, which is here very narrow and tortuous, in such a manner as to render navigation difficult and dangerous, and specially so when combined with the very strong tidal currents at this locality. In order to remedy this evil in part, it is recommended that this ledge point should be removed to a depth of 15 feet at mean low-water, so as to add 110 feet to the width of the channel for that depth. This would require the breaking up and removal of 1,835 cubic yards of sunken ledge, the estimated cost of which, including contingencies, is $50,000. 2. Ledge near Portsmouth Pier.-This ledge is of small extent, but as it has but 74 feet of water on it at mean low-water, it is a dangerous ob- stacle to vessels moving about in that part of the harbor. To remove this ledge to a depth of 10 feet at mean low-water would require the breaking up and removal of 10 cubic yards, the estimated cost of which, including contingencies, is $300. 3. Shoal in channel of harbor of refuge near Jerry's Point.-This is a small harbor used by coasters and fishing vessels on the coast near Ports- mouth. Its inner anchorage ground has a depth of 9 feet at mean low- water, but the channel leading to it has a least depth of only 3 feet at mean low-water. It is desired to have this channel opened to a depth of 9 feet at mean low-water for a width of 100 feet; also to have the inner basin enlarged to a width of 300 feet for an average length of 700 feet. This would require 61,000 cubic yards of dredging in situ, the estimated cost of which, including contingencies, is ....................-...-. .----- $20, 000 -- But for the protection of this channel and basin against the easterly storms, to which it is much exposed, a rubble-stone breakwater would be required at Jerry's Point, the estimated cost of which, including contingencies, is-.. 13, 000 Making the total estimated cost of the desired improvement of this harbor of refuge ............ ....... .. . .................... ..... .......... 33, 000 It is proposed to apply the amount appropriated for the improvement of Portsmouth Harbor by river and harbor act of August 2, 1882 (viz, $17,000), to continuing the removal of Gangway Rock to the projected grade. The several works above projected are located in the collection district of Ports- mouth, of which Portsmouth is the port of entry. The nearest light-houses are Ports- mouth Harbor light and Whaleback light, at the outer entrance of the harbor. The nearest forts are Fort McCleary and Fort Constitution, in the lower harbor. The United States navy-yard at Kittery, Me., is also in this harbor. The following information as to the revenue and commerce of the port 508 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of Portsmouth, N. H., for the year ending December 31, 1881, has been furnished by the United States collector of customs at that port, viz: Amount of revenue ..................... Value of imports ............................. ............................ ......... ................ $41, 450 25, 247 00 ,7 Exports .................................... ...................... ..... None. Number. Tonnage. Foreign arrivals 35 3, 904 Coastwise arrivals........................ ...................... 823 171, 078 About one-seventh in number of these coastwise arrivals go up the river to Dover, Exeter, New Market, &c. The vessels proceeding up to the river to Dover, &c., are proportionally smaller than those remaining here, which makes the proportion of tonnage much less than that mentioned above. No vessels built within the period named. Money statement. July 1, 1881, amount available............ .......... .. ..........-...... $40, 409 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ................. _........ $7, 947 71 July 1, 1882, outstanding liabilities .............. ........... 2,043 00 9, 990 71 July 1, 1882, amount available ................. ............... .. ..--.. 30, 419 14 Amount appropriated by act passed August 2, 1882 .............. ..... 17, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 47,419 14 Amount (estimated) required for completion of existing project.......... 83, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 Abstract of proposals received April 10, 1882, for breaking up and removing about 600 cubic yards of sunken ledge on the southwest point of Badger's Island, in Portsmouth Harbor, New Hampshire. Bidders. Residence. 1 James Andrews................................... Biddeford, Me.............. $18 00 2 Isaac Hamilton and Gardner Floyd................. .. Portland, Me ................ 38 50 3 George W. Townsend .............. .......... Boston, Mass................ 38 90 4 Isaac A. Sylvester .......................-----------------............ ewton, Mass.............. 42 97 * Measured in situ. Abstract of contract made during the fiscal year ending June 30, 1882, for the improvement of Portsmouth Harbor, New Hampshire. D ate of Contractor. Price Nature of work. per cubic contract. -yard.* 1882. Apri 15. James Andrews, Biddeford, Me... Breaking up and removing 600 cubic yards, more or less, of sunken ledge on the south- west point of Badger's Island............. $18 00 * Measured in sztu. APPENDIX A. 509 A 16. IMPROVEMENT OF NEWBURYPORT HARBOR, MASSACHUSETTS. The object of the improvement projected for this harbor is to create at the outer bar a permanent channel, with a depth of not less than 17 feet at mean low-water, or 241 feet at mean high-water. The project adopted to accomplish this object is to build out from the shores north and south of the harbor outlet two converging rubble-stone jetties, located as shown on the drawing accompanying the last annual report, so as to give a proper direction to the channel, and by the scour to pro- duce the desired depth, of not less than 17 feet at mean low-water. The estimated cost of these jetties on the plan adopted is $363,000, for which the following appropriations have been made by Congress, to wit: By the river and harbor act of June 14, 1880 ......... ..... ................ $50, 000 By the river and harbor act af March 3. 1881 - .. ............- ............ 40. 000 By the river and harbor act of August 2, 1882 .............. ............... 40,000 Total ................................--.............----..........---........ -- 130 000 Under the appropriations made as above in 1880 and 1881, a contract was made June 23, 1881, with Mr. Edward P. Shaw, of Newburyport, Mass. (the lowest of six bidders), for furnishing and placing in the northern jetty 60,000 tons, more or less, of rubble-stone, at $1.32 per ton of 2,240 pounds. Under this contract the contractor commenced work in July, 1881, and has continued it without interruption up to the end of June, 1882, during which period he has delivered and placed in the work 30,366 tons of rubble-stone, by which it has been built out for a distance of about 1,200 feet, of which no portion has been fully com- pleted. It is expected that all the stone called for by this contract will be delivered and placed in the work not later than the 31st of December next. It is recommended that the appropriation to be made for the fiscal year ending June 30, 1883, be applied to the commencement of the southern jetty at the shore end with a view to the protection and pres- ervation of the shore, and to the closing of the basin inside the northern end of Plum Island by a dam of sheet-piling and rubble-stone (about 750 feet in length), so as to prevent the opening of a new' channel at weak and exposed places, the estimated cost of which dam is $17,000. Newburyport Harbor lies in the collection district of Newburyport, Mass., of which Newburyport is the port of entry. The nearest light-house is on Plumb Island, at the entrance to the harbor. The accompanying letter from the special deputy collector of customs at the port of Newburyport, furnishes a statement of the amount of revenue and commerce for the year ending December 31, 1881. Money statement. July 1, 1881, amount available............... ... ..................... $87, 414 18 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..... ......... .......... $38, 041 00 July 1, 1882, outstanding liabilities ................ ......... 3, 934 41 41,975 41 July 1, 1882, amount available ........................ ......................... 45,438 77 Amount appropriated by act passed August 2, 1882 ....... ........... 40, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 85,438 77 -.....-. 235, 000 00 Amount (estimated) required for completion of existing project ....--- Amount that can be profitably expended in fiscal year ending June 30, 1884. 70, 000 00 510 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. CUSTOM HOUSE, NEWBURYPORT, MASS., Collector's Office, June 16, 1882. SIR: In reply to your favor of May 19, 1882, as desired, would report upon the fol- lowing points, viz: I. Amount of revenue collected at this port during the year ending Decem- ber 31,1881....................... ................................. $3,874 54 II.-EXPORTS AND IMPORTS. 1. Exports ............................................. ....................... None. 2. Imports: Deals ... -............................................... ... feet.. 155,217 ----- --------..----.---------------... Spruce plank .....- ----......----..--.... do.. 262, 279 Boards .... -......................................... ............ do.. 64,174 Scantlings ............................................ ... do.. 21, 550 Lumber ....... ...... ...................... ............ do.. 16, 389 Spruce laths .................................................. .. M.. 391 Sawed cedar shingles ............ ....................... .. do.. 2,287 Clapboards ... ..................................... -do.. 47 Pickets ........................... ........ ..... .... ........ .. .. 2, 8"20 Cedar posts ........... ..................... ..................... 700 Firewood .................................................... cords.. 285 Coal............ ................. ............. .................. tons.. 5, 892 Fish, dried ................................................... cwt.. 20 Eggs ........................................... . doz.. 131 Potatoes............................. ....................... bushels.. 5, 948 Turnips ............... ........................... .... do.... 45 Dulse ........................ ......................... barrels.. 8 III.-FOREIGN AND DOMESTIC VESSELS. 1. Arrivals, foreign............ .................. ...................... 39 2. Departures, foreign..................................................... 46 3. Arrivals, domestic : Steamers..- ....... ............ . ..... .............. .. ..... .... 61 Schooners .................... ......... .... .............. 97 Brig ........................................................ 1 359 4. Departures, domestic : Steamers ......................................................... 62 Schooners............... ......................... .......... .............. 280 Brig ................................................................................... 1 Ship............ ................... ..... 1 -- 44 IV.-VESSELS BUILT, AND TONNAGE. 1. Vessels built and admeasured during the year ending December 31, 1881.. 6 2. Tonnage of vessels built .............. ...................... tons.. 4, 121. 41 V. A large amount of commerce and navigation would be largely increased and greatly benefited by improvements now in progress and further proposed upon the Merrimac River and in Newburyport Harbor. Very respectfully, your obedient servant, DANIEL P. PIKE, Special Deputy Collector. General GEO. THOM, Colonel of Engineers. A 17. IMPROVEMENT OF MERRIMAC RIVER, MASSACHUSETTS. The present project for the improvement of this river was adopted in 1870, and modified in 1874, the object being to afford a channel of navi- gable width and a depth of not less than 9 feet at mean low-water (or about 16A feet at mean high-water) from its mouth, at the outlet of APPENDIX A. 511 Newburyplort Harbor, up to Deer Island Bridge, a distance of about 5 miles, and thence up to Haverhill Bridge (an additional distance of 121 miles), a depth of 12 feet at ordinary high-water, the rise and fall of tides varying irom 7- to 4 feet; and thence up to the head of the " Upper Falls" (an additional distance of 4 miles) a depth of not less than 41 feet in the ordinary stages of the river, with the mill-water at Lawrence running, the rise and fall of the tide varying from 4 feet at Haverhill to 0 at the foot of the '" Upper Falls." The natural channel of this river was very narrow and crooked in several places and much obstructed by sunken ledges, bowlders, and shoals; and especially at "'TheFalls," portions of which were covered with bowlders and ledges, more or less bare, and impassable for any vessels or scows; whilst in Newburyport Harbor the channel was ob- structed by numerous sunken ledges, crib-work piers, and wrecks, seri- ously endangering navigation. Previous to July 1, 1881, the work done for the improvement of this river consisted in opening the channel above Haverhill and through " The Falls" to the projected width and depth in places where abso- lutely necessary to make its navigation practicable; also, in dredging at Haverhill, between the bridges, and at Silsby's Island Shoals, as well as at Currier's Shoal (about 4 miles below Haverhill), and at Rocks Bridge (6- miles below Haverhill), including the removal of a large number of dangerous sunken rocks at and near Rocks Bridge and the head of Silsby's Island; also, in Newburyport Harbor in the removal of Gangway Rock and partial removal of North Rocks, and in the removal from the channel of several sunken wrecks and piers. For these improvements the following appropriations have been made by Congress, to wit: By acts from July 11, 1870, to June 18, 1878, inclusive-..................... $132, 000 fly the river and harbor act of March 3, 1879 ..----.. -- 5, 000 ----.............--......... By the river and harbor act of June 14, 1880 . --............. ............. 12, 000 By the river and harbor act of March 3, 1881 ..---.--- ......-- ---....-----.... ....----....9, 000 By the river and harbor act of August 2, 1882 ............................. 9, 000 Total................----..... .... 167, 000 .............................. ...... Ot the above appropriations there was available on the 1st of July, 1881, the sum of $8,972.53, which has, in part, been applied to the improvement of this river, as follows, to wit: 1. Under a contract made June 17, 1881, with Mr. George W. Town- send, of Boston Mass. (the lowest of three bidders), for breaking up and removing 120 cubic yards, more or less, of South Gangway Rock to a depth of 9 feet at mean low-water, at $27.50 per cubic yard, measured in situ, work was commenced on the 30th of June, 1881, and completed on the 30th of September, 1881. 2. Under a contract made June 20, 1881, with Messrs. Trumbull & Cheney, of Boston, Mass. (the lowest of three bidders), for the breaking up and removal of South Badger Ledge to a depth of 10 feet below mean low-water (50 cubic yards), and North Rocks Spur (13 cubic yards), aggregating 63 cubic yards, at $44 per cubic yard, measured in situ, operations were commenced on the 21st of July, 1881, on the "North Rocks Spur," and the removal of the spur completed on the 13th of August; after which work was commenced on South Badger Ledge, and continued up to the 17th of November, when it was suspended for the winter. It was resumed on the 20th of May, 1882, and continued up to June 30, 1882, resulting in the breaking up and removal of 21 cubic yards, in partial completion of the contract. 512 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. By the river and harbor act of March 3, 1881, a survey of this river was called for from Lawrence, Mass., to Manchester, N. H. (a distance of about 50 miles), with a view to the improvement of its navigation. This survey was made in August and Sepember, and the drawings and report on the same were completed and submitted on the 16th of De- cember, 1881. For the completion of all the work that remains to be done for the im- provement of this river, as now Iprojected, from the head of " The Falls " above Haverhill down to its mouth at Plum Island Point, the cost is estimated as follows, viz: 1. Removing sunken rocks and shoals in "The Falls" above Haverhill ....$1, 500 00 2. Deepening and removing sunken rocks from the channel at Rocks Bridge (6{ miles below Haverhill)...---............---------------------......-------. 2, 000 00 3. Completing the breaking up and removal of North Rocks, near the mouth of the river in Newburyport Harbor, to a depth of 9 feet at mean low- water, 150 cubic yards, at $30 per cubic yard .-.................. - ---.....-- .. 4,500 00 4. Breaking up and removing ledge known as "The Boilers" (in front of the wharves near the custom-house at Newburyport) to a depth of 5 feet at mean low-water, 350 cubic yards, at $25 per cubic yard.............. 8,750 00 5. Breaking up and removing South Badger Ledge, in Newburyport Har- bor, to a depth of 10 feet at mean low-water, 50 cubic yards, at $44 per cubic yard (as contracted for)-........... - - .....-..-........ 2, 200 00 Adding for engineering expenses, superintendence, and other contingencies, say............. ........................ .......... ...... ........... 2,403 79 Total . ....................... ............... ...... 21,353 79 ............ Amount available July 1,1882----- 3,:353 79 ......--------....--....-----....---......----......- 18,000 00 With the unexpended balance available July 1, 1882, together with the amount appropriated by the river and harbor act of August 2, 1882, it is proposed to complete all the work projected for the improvement of this river (as above) except the removal of "The Boilers." Merrimac River up as far as Haverhill lies in the collection district of Newbury- port, Mass., of which Newburyport is the port of entry. The nearest light-house is on Plum Island, at the mouth of the river. Money statement. July 1, 1881, amount available.............................. .......... $8, 972 53 July 1, 1882, amrount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881 ....... .................. $5,561 54 July 1, 1882, outstanding liabilities .......................... 57 20 5,618 74 July 1, 1882, amount available.........................-- .. 3, 353 79 ............---. Amount appropriated by act passed August 2, 1882 ....................... 9, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 12,353 79 Amount (estimated) required for completion of existing project........... 9, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 9, 000 00 A i8. IMPROVEMENT OF BOSTON HARBOR, MASSACHUSETTS. For the several works projected in 1866, and since, for the improve- ment of Boston Harbor, including those in Hingham Harbor, Mystic APPENDIX A. 513 River, Charles River, and the channel leading to Nantasket Beach, the following sums have been appropriated by Congress, viz: By acts from March 2, 1867, to March 3, 1879--................---- ......... $1,331,0 00 By act approved June 14, 188() ($30,000 to be expended in Boston Harbor; $22,500 at the mouth of Charles River in said harbor, and up to Water- town; $17,500 at the mouth of Mystic River in said harbor, and $5,000 from said harbor to Nantasket Beach)---------................-----------....------............. 75, 000 By act approved March 3, 1881 ($40,000 to be expended in said harbor; $35,000 at the mouth of Charles River in said harbor, and up to Water- town; $20,000 in said harbor at mouth of Mystic River, and $5,000 from said harbor to Nantasket Beach)...--------------------.. .. -..-----..---------- 100, 000 By act passed August 2, 1882, for completing improvement ....-- _ ..... 96, 500 Total..... -..- ..----- ---.. . - ....--.... --.--.. 1,602, 500 The unexpended balance of the above appropriations available July 1, 1881, -.--.-----..- as..........-.........-------.......- . --- ........ 130,237 22 Amount expended during fiscal year ending June 30, 1882, including out- standing liabilities.............. ................................... 61,574 59 Total amount available July 1, 1882 ..- ................... ... ...-- 68, 662 63 During the fiscal year ending June 30, 1882, the following work has been done for the improvement of this harbor, to wit: I.-BOSTON HARBOR (PROPER). Under the appropriation of $30,000 made by the river and harbor act of June 14, 1881), for the harbor proper, a contract was made August 27, 1880, with Messrs. Moore & Wright, of Portland, Me., the lowest of five bidders, for 65,000 cubic yards, more or less, of dredging at Anchorage Shoal, at 39 cents per cubic yard, measured in scows, under which contract 23,907& cubic yards of dredging was done up to include June 30, 1881. This contract was completed on the 22d of April, 1882, by an aggregate of 62,360 cubic yards of dredging. Under the appropriation of $40,000 made by the river and harbor act of March 3, 1881, a contract was made January 31, 1882, with the Eastern Dredging Company of Portland, Me., the lowest of two bid- d(ers, for 70,000 cubic yards, more or less, of dredging at Anchorage Shoal, at 43 cents per cubic yard, measured in situ. Dredging was com- menced under this contract on the 20th of April, and has been continued up to the 30th of June, 1882, resulting in about 25,000 cubic yards of dredging during that period. By the above work the channel has been opened to an additional width of about 350 feet and an aggregate average width of 1,000 feet. This contract is to be completed on or before the 30th of November, 1882, for which the amount now available is sufficient. This will com- plete all the work projected for the improvement of the harbor at this shoal. Repairs have also been made on several sea-walls, as follows, to wit: 1. North head of Long Island.-Four hundred and ninety-five and one- seventh tons of granite grout was delivered in August, 1881, at the western end of this sea-wall, a portion of which is to be placed along the shore in extension of the sea-wall, so as to form an apron for the protection and preservation of the shore. 2. Lorell's Island.-In September and October, 1881, the extension and repairs of the apron-work, on the eastern end of this sea-wall were completed where then necessary; and the foundation of the sea-wall on the northern side of the island was repaired. 3. Deer Island.-In October and November, 1881, repairs were made where most necessary on the sea-walls on this island. 33 E 514 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. All the above repairs were made by hired labor and with stone and other materials purchased in open market. The additional work that was projected for completing the improve- ment of this harbor (proper) for which estimates were submitted in the last Annual Report, was as follows, to wit: 1. Building, in part, the sea-wll on Rainsford Island (built in 1840). .... . $4,500 2. Repairs on sea-walls on Great Brewster, Lovell's, Gallop's, and Long islands. 6,500 3. Widening main ship-channel at Upper Middle, at its western end, 20,000 - ........ cubic yards of dredging at 50 cents per cubic yard.............. 10,000 Adding for engineering expenses and other contingencies, say ......- _ ...... 3, 000 Total.--.......--...-------....--.---------........--- ---------------......-------- 24,000 ------...................... It is proposed to complete this work under the appropriation made by the river and harbor act of August 2, 1882. The estimates submitted in the last Annual Report for the repairs of the several sea-walls were sufficient for all the work that then seemed necessary to be done. But owing to the unusual storms which have oc- curred during the past winter, great changes have been made in the shores of Lovell's Island at its eastern end (south of the eastern wall), and on the north shore of Gallop's Island east of the sea-wall. At Lovell's Island the shore has been abraded to such an extent as to necestsitate its protection and preservation for a length of about 1,300 feet. This will require an apron about 30 feet in width, and jetties (of rubble- stone), the estimated cost f which is (including contingencies) $16,000. At Gallop's Island the shore on the eastern tongue has been abraded, which should be stopped at once, as the existence of this tongue is essential to the safety of the main ship-channel. This will require an apron of rubble-stone 1,130 feet in length, with an average width of 30 feet, and four jetties, each 24 feet in length by a maximum width of 15 feet, the estimated cost of which, including contingencies, is $14,000. II.-MYSTIC RIVER. Under the appropriation made for this river by the river and harbor act of March 3, 1879, the channel near its mouth (in front of the navy- yard) was dredged to a depth of 23 feet at mean low-water for a width of about 125 feet. This work was done by contract, and was completed in March, 1880. Under the appropriation of $1 7,500 made therefor by the river and harbor act of June 14, 18s0, a contract was made August 27, 1880, with Messrs. Moore & Wright, of Portland, Me., the lowest of five bidders, for 50,000 cubic yards, more or less, of dredging, at 29 cents per cubic yard, measured in scows. Operations were commenced under this con- tract in November, 1880, and completed June 30, 1881, resulting in 48,343 cubic yards of dredging under said contract. By this dredging the channel was opened to a depth of 23 feet at mean low-water, for an average additional width of about 125 feet, making its total average width about 250 feet. Under the appropriation of $20,000 made by the river and harbor act of March 3, 1881, for this river a contract was made June 14, 1881, with the Eastern Dredging Company of Portland, Me., the lowest of two bidders, for 80,000 cubic yards, more or less, of dredging, at 22 cents per cubic yard, measured in scows. This work was commenced on the 30th of December, 1881, and has been continued up to include the 30th of June, 1882, resulting in 48,530 cubic yards of dredging under said contract, whereby the channel has been opened to an additional width of 125 feet, making the total width of the channel 350 feet for a depth APPENDIX A. 515 of 23 feet at mean low-water This contract will probably be finished not later than the 15th of September; 1882, in completion of all the work hitherto projected for the improvement of this river. III.-CHARLES RIVER, BOSTON HARBOR, MASSACHUSETTS. The project for the improvement of this river is based on surveys made in 1879 and 1880 from its mouth up to the head of tide-water at Watertown, a distance of about 94 miles. This project, as modified, consists of straightening, widening, and deepening its channel: first, from its mouth up to Western Avenue Bridge (a distance of about 4- miles), to a depth of not less than 7 feet at mean low-water (or about 17 feet at mean high-water) for a width of 200 feet; second, from Western Avenue Bridge up to Market Street Bridge (an additional distance of about 34 miles), to a depth of not less than 6 feet at mean low-water (or about 16 feet at mean high-water), for a width of 80 feet; and third, from Market Street Bridge up to the dam at the head of tide-water (an addi- tional distance of about 14 miles), to a depth of 2 feet at mean low- water for a width of 60 feet. The estimated cost of this improvement, based upon the prices of exist- ing contracts, is $125,000, for which there has been appropriated by the river and harbor acts of- June 14, 1880 .---............-----------------..........-----....---.. -----................ .... .......---. $22, 500 March 3, 181 ---..----.. --...--....------..............--------...------ ------. -----..-----..-----...... 35, 000 August 2, 182.--...---.... ........ .... ....... ............ ................. 500 6-----7, 125 000 Under the appropriation of $22,500 made by the river and harbor act of June 14, 1880, for the improvement of Charles River, a contract was made August 27, 1880, with Messrs. Moore & Wright, of Portland, Me., the lowest of four bidders, for 50,000 cubic yards, more or less, of dredging below Brookline Bridge, at 39 cents per cubic yard, measured in scows. Dredging was commenced under this contract in November, 1880, and was continued up to include the 30th of June, 1881, except when interrupted by ice and storms, resulting in 33,114 cubic yards of dredging under said contract up to that date. This contract was com- pleted on the 27th of August, 1881, by a total of 50,498 cubic yards of dredging below Brookline Bridge. Under the appropriation of $35,000 made by the river and harbor act of March 3, 1881, for this river, a contract was made June 14, 1881, with the Eastern Dredging Company, of Portland, Me., the lowest of three bidders, for 100,000 cubic yards, more or less, of dredging, at 37 cents per cubic yard, measured in situ. Operations were commenced under this contract on the 25th of July, 1881, and continued up to the 6th of October, 1881, when they were suspended for the winter. Dur- ing this period about 12,500 cubic yards of dredging was done below Brookline Bridge, and in completion of all the work projected for the improvemeut of this river as far up as Western Avenue Bridge, a distance of about 44 miles from the mouth of the river. Dredging was next commenced above W'estern Avenue Bridge, where but little progress had been made on the suspension of work. It was plainly understood that this work was to be resumed as soon as practicable in the spring by the Eastern Dredging Company, but owing to an at- tempt on its part to have its contract canceled, no further work has been done. 16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IV.-NANTASKET BEACH CHANNEL. Under the appropriation of $5,000 jnade by the river and harbor act of June 14, 1880, a survey was made in September and October, 1880, in order to ascertain the object and extent of the improvement for which this appropriation was made; and the project based upon this survey consists of widening and deepening the channel leading to the beach by dredging and rock excavation, so as to have, for a width of not less than 100 feet, a depth of 9- feet at mean low-water, or about 194 feet at mean high-water. On the 13th of December, 1880, a contract was made with Mr. Robert Hamilton, jr., of Chebeague Island, Me., the lowest of three bidders, for 15,000 cubic yards, more or less, of dredging, at 18 cents per cubic yard, measured in scows. This contract was completed on the 24th of May, 1881, by 21,924 cubic yards of dredging, whereby the channel was opened for a width of about 70 feet with the projected depth of 91 feet at mean low-water. Under the appropriation of $5,000 made by the river and harbor act of March 3, 1881, proposals were three times invited for the work pro- jected for the improvement of this channel, and under contracts made therefor- the following work has been done, viz: 1. Under a contract made January 31, 1882, with the Eastern Dredg- ing Company of Portland, Me., for 20,000 cubic yards, more or less, of dredging, at 23 cents per cubic yard, measured in scows, dredging was commenced on the 6th of April and continued up to the 11th of May, 1882, during which period 19,998 cubic yards of dredging was done under and in completion of all the dredging hitherto projected for the improvement of this channel. 2. Under a contract made January 20, 1882, with Mr. Hiram W. Phil- lips, of Quincy, Mass., for breaking up and removing 4 cubic yards of sunken ledge in and near this channel, work was commenced on the 14th of April and finished on the 28th of April, 1882. By these operations and those of the year previous all the work pro- jected for the improvement of this channel has been completed, with the exception of the removal of about 60 cubic yards of sunken ledge situated near the wharves at Nantasket Beach, for which an appropri- ation was made by the river and harbor act of August 2, 1882. Up to the 1st of July, 1882, the following work has been done for the improvement and preservation of this harbor, to wit: 1. Sea-walls have been built for the protection of the headlands at Point Allerton, Great Brewster Island, Lovell's Island (north and south- east heads), Gallop's Island, Long Island (north head), Rainsford Island, and Deer Island (north, middle, and south heads), some of which are in good condition and others require repairs. 2. Sunken rocks have been broken up and removed, including Kelly's Rock and all the known sunken ledges near it, Tower Rock, Corwin Rock, the ledges recently discovered at the west end of Great Brewster Spit, and between there and George's Island, all situated in the main ship- channel at the "The Narrows," to a depth of 23 feet at mean low-water; also, to the same depth, the sunken ledges and bowlders recently dis- covered in the main ship-channel at the Upper Middle; also, Barrel Rock, in Broad Sound, and State and Palmyra Rocks, situated about one-half mile east of Castle Island. 3. The main ship-channel has been straightened, widened, and deep- ened, so as to have a width of not less tham 600 feet and a depth of not less than 23 feet at mean low-water at the west end of Great Brewster APPENDIX A. 517 Spit, at the southeast and southwest points of Lovell's Island and Cape Cod Shoal, at the Upper Middle, and at Anchorage Shoal. 4. Man-of war Shoal, in the Upper Harbor, at the confluence of Charles and Mystic rivers, has been entirely removed by dredging to a depth of 23 feet at mean low-water. 5. The channel in Mystic River near its mouth has been opened by dredging to a depth of 23 feet at mean low-water for an average width of 375 feet. 6. Nantasket Beach Channel has been straightened, widened, and deep- ened to the extent projected, with the exception of the removal of about 60 cubic yards of sunken ledge near the Nantasket Beach wharves. 7. In Hiingham Harbor the channel has been opened by dredging and the excavation of sunken ledges for a width of 100 feet to a depth of 8 feet at mean low-water. 8. Nash's Rock Shoal, situated in the lower harbor of Boston, between Point Allerton and Great Brewster, has been removed by dredging and the excavation of sunken rocks to a depth of not less than 20- feet at mean low-water, being an increase of about 7 feet in depth on its shoalest part. The location of all the above completed work is shown on the sketch of Boston Harbor, accompanying the Annual Report of 1880. In the Annual Report of the fiscal year ending June 30, 1878, will be found a history of the works then completed, giving their commence- ment, progress, and completion, which it is not deemned necessary to repeat in this report. The following is a recapitulation of the additional amounts required for the completion of the several works projected for the improvement of Boston Harbor, to wit: 1. Widening main ship-channel at Uppr Middle at its western end, and for rebuilding and repairing sea-walls in Boston Harbor proper---....---..------....... $54, 000 2. Completing improvement of Charles River ...-....-..-.... --....- .-- ..- . 67, 500 3. Completing channel leading to Nantasket Beach........... --........ 5, 000 --..----..---- 126, 500 Total---....----.....----....----...------............ -......-------------..--....------........ Of which amount an appropriation of $96, 500 has been made for the fiscal year end- ing June 30, 1883. An additional sum of $30,000 will therefore be required for complet- ing the work projected for the improvement of this harbor. The several works completed and now projected for the improvement of this harbor are in the port of Boston, and in the collection district of Boston and Charlestown, Mass. The following information in regard to the revenue and commerce of this port for the year ending December 31, 1881, has been furnished by the United States collector of customs, to wit: Collected for revenue........-----------..--.....--...---..................---------------......--------. $22,326,795 37 Value of exportations, viz : Domestic merchandise........---- ......-.. --.. $69, 419.307 ............................... Foreign merchandise------------------------------- 989,572 70,408,879 00 Value of importations ..................... .... _ . ........ . ......- -64,716,022 00 Number. Tonnage. American vessels arrived from foreign ports ........--...... 625 276, 529 Foreign vessels arrived from foreign ports......---------...... --...... 2, 505 1, 231, 489 American vessels cleared for foreign ports.......... ......-.. 563 233, 524 Foreign vessels cleared for foreign ports.. -....--....-- ....--.... 2, 463 1, 160, 872 Arrivals, coastwise (in part only).........................-------------------------. 3 940, 545 Clearances, coastwise (in part only) .......-...... ....-.... 1, 163 1, 083, 605 Vessels built within the district............ ............... 13 3, 603. 38 518 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 1881, amount available..........---------..-------------......---.......------......----....-...... $130,237 22 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-.... ..-.. _ ......... $59, 080 59 ............ . July 1, 1882, outstanding liabilities .......... 2, 494 00 61,574 59 July 1, 1882, amount available..................................... 68, 662 63 Amount appropriated by act passed August 2, 1882 ....-...... --.. --- ....-. 96,500 00 Amount available for fiscal year ending June 30, 1883............--....... 165, 162 63 Amount (estimated) required for completion of existing project ...... .. 30, 000 00 can be protitably expended in fiscal year ending June 30, 1884. Amount than can 30, 000 00 Abstract of proposals received August 8, 1881, for dredging and the removal of sunken ledges from the channel leadingfrom Boston Harbor to hAantasket Beach, Massachusetts. s4Bidders. Residence. c a a Pr. cu. yd. *1 Eastern Dredging Company .-.. Portland, Me ............-- $4 2 Robert Hamilton, jr-- ....... ... !Chebeague Island, Maine ..... 38 ..... 3 Trumbull & Cheney ............... - Boston, Mass .. --................. ........... $95 00 * Dredging to be commenced next spring. t 3-mile tow. :6-mile tow. Abstract of proposals received December 13, 1881, for dredging and the removal of sunken ledges from the channel leading from Boston Harbor to Nantasket Beach, Massachusetts. a Bidders. Residence. 3 a 2 Pr. cu.yd. 1 Eastern Dredging Company ........Portland. Me ...............- $0 33 No proposals 2 - John McDermott ....----.-.--. . Cohoes, N. Y-------------35 received. Abstract of proposals received January 13, 1882, for dredging and the removal of sunken ledges front the channel leading from Boston Harbor to Nantasket Beach, Massachusetts. Bidders. Residence. S 1 Eastern Dredging Company........ Portland, Me-..... $0 23. .. 2 John McDermott................... Cohoes, N. Y....................... 32--. 3 Hiram W. Phillips.................. Quincy, Mass..............$90 0 APPENDIX A. 519 Abstract of proposals received January 13, 1882, for dredging at Anchorage Shoal in Boston Harbor, Massachusetts. Dredging 70,000 cu bic yards, more or less. Bidders. Residence. ;Measured Measured in scows. in situ. 1 Eastern Dredging Company......... Portland., Me ...... ............ $0 30 $0 43 2 Geo. C. Fobes & Co................ Baltimore, Md--.................. 50 .......... Abstract of contracts made during the fiscal year ending June 30, 1882, for the improrement of Boston Harbor, Maossachnsetts. Price per cubic yard. Date of Contractors. Nature of work. contract. Measured Measured in scows. in situ. 1882. Per. cu. yd. Jan. 20 Hiram W. Phillips, Removing sunken ledge in and near chan. $30 00 Quincy, Mass. nel leading from Boston Harbor to Nan- taskat Beach. 4 cubic yards. Jan. 31 Eastern Dredging Dredging channel leading from Boston $0 23 Company, Portland, liar' or to Nantasket Beach, 20,000 cu- Me bic yards, more or less. Jan. 31 Eastern Dredging Dredging Anchorage Shoal, 70,000 cubic ............ 43 Company, Portland, yards, more or less. Me. A Ig. IMPROVEMENT OF SCITUATE HARBOR, MASSACHUSETTS. A survey of this harbor was made in 1878, with a view to its adapta- bility as a harbor of refuge. It is situated on the west shore of Massachusetts Bay, about midway between Boston and Gurnet lights, and distant about 14 miles from each. It is also distant from Race Point about 25 miles, in a direction about N. 220 WT. The coast between Scituate and the entrance to Boston Harbor is so densely studded with dangerous shoals and sunken rocks that vessels cannot find shelter there at times, when most necessary (in fogs and easterly storms), so that if, on passing around Cape Cod or coming else- where from the eastward, a vessel should fail to make Boston Harbor, andl fall to the leeward, it could now find no other refuge except Plymouth Harbor (about 18 miles to the southward), the approach to which at the ' Cow Yard" is difficult and dangerous, especially for strangers. This harbor has no protection from easterly storms, and in its deepest part has not more than 3 to 5 feet of water at mean low-water (the mean rise and fall of the tides being 8.87 feet), and this for an area not exceeding 6 acres. The project that has been adopted to make it a harbor of refuge is to build two breakwaters with an entrance between them, and to excavate inside a basin of sufficient depth and area. Of these two breakwaters one is to project from Cedar Point near the light house on the north side of the entrance in a direction S. 360 E. for a distance of 800 feet, and the other to project from the point of the "First Cliffs," oil the south side of the entrance, in a direction N. 100 V. for a distance of 730 feet. By being so located, they shut out all easterly winds from the 520 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. proposed harbor, and also occupy the shoalest and most favorable sites in regard to cost. These works are designed to be built of rubble-stone, to a height of 4 feet above the plane of mean high-water, and with a width of 20 feet on top, of which the exterior slope is to be 1:2, and the interior 450; and the channel extremities to be enlarged and raised to a height of 10 feet above mean high-water, so as to afford conspicuous guides for the en- trance. The estimated cost of these two breakwaters, as revised, is as follows, viz: 55,000 tons of rubble-stone placed in the works, at $1.65 per ten of 2,240 pounds, is-------------------------------------------------------............................................................... $90,750 Engineering and other contingent expenses..-------..................-...--- --- ..... 9, '250 Total cost of the two breakwaters ................ ---- .............. _-- 100,000 The estimated cost of the dredging for a harbor of refuge only (1,450 feet in length by 750 feet in width) is as follows, to wit : 1. Entrance, so as to have a depth of 15 feet at mean low-water up to the end of outer breakwater, and thence sloping from 15 to 12 feet to the end of the inner breakwater, 165,000 cubic yards of dredging, at 35 cents per cubic yard, measured in situ ...- -------------- ------------ ----.... --....-- --...... 57, 750 2. Inner harbor for a depth of 10 feet at mean low-water, and to be 12 feet in depth, for a width of 300 feet next to the inner breakwater, 335,000 cubic yards, at 35 cents per cubic yard, measured in situ........................ 117, 250 Engineering and other contingent expenses ................................ 15, 000 Total for dredging for harbor of refuge........ .... - -...... ....-...... ....-. 190, 000 Total as above for two breakwaters ----............ 100. 000 ---------........................... Total estimated cost for harbor of refuge ._ ....................... 290, 000 If, in addition to the foregoing work projected for a harbor of refuge, the deepening of the harbor above for the benefit of the local commerce of Scituate should be favorably considered, the following is an estimate of its cost, viz: Dredging of the upper portion near the wharves of Scituate to a depth of 3 feet, and thence increasing to a depth of 10 feet at mean low-water, 106,500 cubic yards, at 35 cents per cubic yard, measured in situ ........... .... .$37, 275 Engineering and other contingent expenses ...... ---.. --... .... .. -_ - 2, 725 Total additional cost of deepening the harbor up to the wharves...... " 40, 000 For the improvement of this harbor the following appropriations have been made by Congress, viz: By the river and harbor act of June 14, 1880- ...................--..-....... $7,500 By the river and harbor act of March 3, 1881 .----------------------------. 10,000 By the river and harbor act of August 2, 1882--....... - --------------. ---- .10, 000 Total----------......---......-......-------....-----......----....-----....---......-------....---......------....---....---.. 27,500 Under the two appropriations of 1880 and 1881, a contract was made with Mr. Charles H. Edwards, of Quincy, Mass. (the only bidder), for 10,000 tons, more or less, of ' granite quarry grout,"at $1.56 per ton of 2,240 pounds, placed in the work, or for an inferior and smaller kind of rubble-stone, at $1.25 per ton. Operations were commenced by the contractor in the latter part of June, 1881, and were completed on the 28th of June,1882, resulting in his having furnished and placed in the work 10,0 42 o tons of rubble- stone, in completion of his contract, whereby the outer portion of the breakwater has been partially built for a length of about 470 feet and to a height of about 3 feet above the plane of mean low-water, with a thickness of about 10 feet on top, so as to form a partial protection to the harbor. APPENDIX A. 521 The appropriation for the fiscal year ending' June 30, 1883, it is pro- posed to apply to the extension and enlargement of the northern break- water. Money statement. July 1, 1881, amount available--......... .................. ........ .... $17, 279 94 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......------......----......---...--......-.................. 17,076 40 July 1, 1882, amount available.................... .................. .... - 203 54 Amount appropriated by act passed August 2, 1882 .. ................. 10, 000 00 Amount available for fiscal year ending June 30, 1883.... .............. 10, 203 54 Amount (estimated) required for completion of existing project.... .... 262, 500 00 Amount that can be profitably expended in fiscal year ending June, 30, 1884_ 72, 500 00 A 20. IMPROVEMENT OF PLYMOUTH HARBOR, MASSACHUSETTS. The existence of this harbor depends entirely upon the protection and preservation of Long Beach, which is a narrow strip of land that extends 21 miles out from the mainland, in a northwesterly direction, nearly parallel to the shore of the town of Plymouth, and distant from it about 1 mile. It affords to the harbor its only shelter from easterly storms. In late years it has been washed away in some places, and much weakened in others, to an extent seriously threatening the ruin of the harbor. For the protection and preservation of this beach various works have been built from time to time, until they have finally proved to be efficient and successful. These works consist of bulkheads, jetties, and groins, built for the accumulation of sand and the planting of beach grass; also to accumulate sand and give permanency to the beach thus formed, whereby a ridge has been formed throughout the whole extent of the beach, which is, for the most part, covered with beach grass, and is now generally in an efficient condition. A history and description of the several works built on Long Beach will be found in the Annual Report for the fiscal year ending June 30, 1877. The following sums have been appropriated by Congress, and allotted for the pres- ervation and improvement of this harbor from 1864 up to the close of the fiscal year ending June 30, 1882, viz: Amount allotted in 1866 from appropriations made July 2, 1864, for harbors on the Atlantic coast--... ..------ .------.------.------------------.. ------ $8, 300 Amount allotted under act of July 25, 1868---- .................-----..----.....---- ...... 7, 500 By river and harbor act of July 11, 1870-.............--------------....................---. -- 10,000 By river and harbor act of March 3, 1871- ..... _.... -.................... 10, 000 By river and harbor act of June 10,1872-----------------------.........................--.......--------. 2,500 By river and harbor act of March 3, 1873.... -..... ...... ...... ........----------.... 3, 000 By river and harbor act of June 23, 1874....... .......................... 5,000 By river and harbor act of March 3, 1875 ............... ................... 10, 000 By river and harbor act of June 18, 187 ................. ..... ............ 5, 000 By river and harbor act of March 3, 1879 .......... .......... _.......... 3, 500 By river and harbor act of June 14, 1880.................................. 10,000 By river and harbor act of March 3, 1881-... ...... ............. ........ 10, 000 By river and harbor act of August 2, 1882....... . -.....-................... 14, 000 Total......--.........------.------.-. ....-----..... ........ ....---.. 98,800 522 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project for the improvement of this harbor provided for a channel of 100 feet in width up to Long Wharf, to be extended southward to the mouth of Town Brook, a distance of about 90 feet above Long Wharf, so as to form a basin in front of the wharves of the city not less than 150 feet in width, with a depth of 8 feet at mean low-water. Under the appropriation of $10,000 made by the act of March 3,1875, for the improvement of this harbor, the channel was opened by dredg- ing from the "Middle Ground" up to Long Wharf, a distance of about 2,500 feet, for a width of 50 feet, and to a depth of 6 feet at mean low- water, or 16 feet at mean high-water. Under the appropriation of $10,000 made by the act of June 14, 1880, for this harbor, a contract was made August 24, 1880, with Messrs. Robert Hamilton, jr., of Cheteague Island, and Solomon Sawyer, of Yarmouth, Me., the lowest of four bidders, for 60,000 cubic yards, more or less, of dredging, at 17 cents per cubic yard, measured in scows. Under this contract 43,950 cubic yards of dredging was done up to the end of that fiscal year, whereby the main channel was completed to its full projected width (viz, 100 feet), and to a depth of 6 feet at mean low-water, or 16 feet at mean high-water, from deep water near the Middle Ground up to the wharves of Plymouth, and a portion of the projected basin in front of the wharves was dredged to a depth of 8 feet at mean low-water. Operations were continued under this contract up to the 1st of Sep- tember,1881, resulting in an aggregate of 58,998- cubic yards of dredg- ing in completion of the same, by which the basin was nearly completed for a distance of about 50 feet above Weston & Harlow's Wharf. Under the appropriation made by the river and harbor act of March 3, 1881, for this harbor, proposals have been invited (see abstract here- with) and contracts made as follows, viz: 1. With Mr. Cummings M. Holden, of Tremont, Me., August 10, 1881, for 200 tons, more or less, of small bowlders, at $1.55 per ton of 2,240 pounds, for repairing works on Long Beach. 2. With the Eastern Dredging Company, of Portland, Me., June 14, 1881, for 40,000 cubic yards, more or less, of dredging, at 23 cents per cubic yard, as measured in scows, for completing the basin in front of the Plymouth wharves. Under the contract with Mr. Holden 186G,1~6o tons of small bowlders were furnished up to the 6th of March, 1882, in completion of his con- tract. Under the contract with the Eastern Dredging Company, operations were commenced on the 28th of October and completed on the 23d of December, 1881, resulting in 44,969 cubic yards of dredging in comple- tion of said contract, and in completion of the projected channel and basin. All the works projected for the protection and preservation of Long Beach were completed in 1879. Some of these works (bulkheads and jetties) were built of crib-work about fifteen years ago, but owing to their exposed position at the outer end of the beach, and particularly to the unusually severe storms that occurred in February and March last, they have become much decayed and broken up, so much so that the beach has been much abraded, and weakened to such an extent as to render it liable to immediate destruction. The attention of the de- partment was called to this matter in a special report, dated March 30, 1882, with a recommendation that Congress be requested to make an appropriation of $14,000 for the purpose of extending the stone bulk- head along the western shore of the beach for an additional distance of APPiENDIX A. 523 1,000 feet, so as to protect in a more permanent manner this the weakest part of the beach. With the unexpended funds available 219-~- tons of rubble-stone have been placed in the bulkhead during May and June, 1882; and it is proposed to apply the appropriation for the fiscal year ending June 30, 1883, to the continuation of this work. Plymouth Harbor is in the collection district of Plymouth, of which Plymouth is the port of entry. The nearest light-houses are the Gurnet lights, about 5 miles from the city of Plymouth. The accompanying letter from the United States collector of customs at Plymouth furnishes a statement of the amount of commerce and nav- igation for that port during the year ending December 31, 1881; also, the benefits to the same by the improvements made and projected; and the tables give a list of proposals received, and the contracts made during the fiscal year ending June 30, 1882. Money statement. July 1, 1881, amount available..........----------..---------------.....-----......--..........----........ $14,919 70 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881........-----------------......---------....---.....--......---.....-------......--...... 14, 830 03 July 1, 18 82 , amount available----------------------------..............----------.......................... -- 89 67 Amount appropriated by act passed August 2, 1882-.-...- - -- ..--......-.. 14, 000 00 Amount available for fiscal year ending June 30, 1883----...--.....--..--------..--------. 14,089 67 Amount (estimated) required for completion of existing project........- - -... - - - 1,000 03 Amount that can be profitably expended in fiscal year ending J une 30, 1884..- 1, 000 00 Abstract of proposals received August 8, 1881, for furnishing about 600 tons of rubble-stone for the bulkhead on Long Beach, Plymouth Harbor, Massachusetts. o 0I About 600 tons rubble-stone. Bidder. Residence. 400 tons granite quarry 200 tons small rounded grout.* bowlders.* 1 Cummings M. Holden ..... Tremont, Me .... No bid received ...... $1.55 *Per ton of 2,240 pounds. Abstract of contracts made during the fiscal year ending June :30, 1882, for the imnprovement of Plymouth Harbor, 'Massachusetts. Contractor. Nature of work. Price per ton of 2,240 pounds. I18S Cummings M. Holden, Tremont, Furnishing and delivering 200 $1. 55 Aug. 10 Me. tons, more or less, of small rounded bowlders on the bulk- bead on Long Beach. 524 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. CUSTOM-HOUSE, PLYMIOUTH, MASS., Collector's Office, June 12, 1882. SIR: I have the honor to present to you the following report of the amount of re- ceipts and disbursements of the United States revenue, the amount of merchandise in bond, the amount of foreign and domestic imports and exports, the number of cargoes received, and the number of vessels arriving and sailing into and from the port of Ply- mouth for the year ending December 31, 1831, as follows: REVENUE. Collections from imports, hospital, and tonnage dues ..- ----.. - . $47, 343 34 Expenses collecting the revenue......--- --..............---. --.. 2, 295 00 Net amount paid government.....--- .... .......... .... ....... 45,048 34 FOREIGN IMPORTS. Value. Hemp, 1,767 tons..........------------------------..........------......------......----....---..---......---..--.--- $309, 225 00 Burlaps, 117,336 yards...........-- ..........-...........------....---... 2, 66 00 ----------....-----....--......- ---....-------------. Coal, 2,18:3 tons--...------.................--........-----.... 7,740 00 Potatoes, 190 bushels--.... ...... --....... ..................-- ...---...----..-.. 190 00 320, 021 00 FOREIGN EXPORTS. Cordage, 115, 392 pounds .........--. .---. .-- .. .--- .-- --. --- $12,713 00 MERCHANDISE IN BOND. Hemp, 648 tons ---..-----------.............---...--------...... ----- ....---.....--...........-------------.....-- $89,790 00 Burlaps, 86,691 yards...- ......-......-.... ---......-....- ..........--- 1, 723 00 91, 513 00 DOMESTIC IMPORTS. Cargoes. Coal ..................................... !97 1-, 084 H ay ....................................... 11 771 Tar ......--------------......----......-------....----..----..---............ 2 366 = 2, 445 barrels. Hemp..................................... 5 544 Iron ....................................... 7 916 Fish .................................... . 13 442 = 7, 950 quintals. Lumber .................................. 24 3, 500 = 4, 881, 000 feet. Salt........................................ 6 220 -= 440, 232 pounds. Granite ... .............. .... .... ......... 43 4, 403 Moulding sand ........................... 1 150 Miscellaneous, by steamers and packets, esti- m ated ................................. 150 15, 000 -----...... Total ......-----..........- ...... 359 44, 396 EXPORTS. Cargoes. Tons. Nails .........................-----------------------------..... ,............... 8 700 Wood -----.......... ------------------------------------.................................... 12 700 - 500 cords. Barrels .. ..------------. ..-------------------------- 12 50 = 4, 500 barrels. Fish ...------.. --------------------------- ---- ---- 13 400 = 7,000 quintals. Total ------..---------........-----------------....................----...... 45 1, 850 SUMMARY. Value of foreign imports by water .......---..----------.... -- ----......--...... $320, 021 Value of foreign exports by water ....-- ..------------ _---.. 12, 713 $332, 734 Value of domestic imports by water ....-----. ..-...... ....--.... 987, 672 Value of domestic exports by water ..-----....-------......---- ---....--............ 118, 900 1, 106, 572 Total value of imports and exports ......-- ...... ..........-......... 1,439, 306 APPENDIX A, 525 Number of cargoes, foreign and domestic ..--.. .. -- ...- -..-.....----....--........ 404 Weight of cargoes-tons---..- ---- ---..---------------- ----------.. --.- 44,246 Arrivals and departures of all vessels .....-....-....-...................... 2, 732 Passengers arriving and departing by water--....----.----------...----..----..........---. 11, 484 There have been no vessels built in this district during the year 18S1. It is a very difficult question to answer as to "what amount of commerce and navi- gation will be benefited by the improvements in Plymouth Harbor." I can only an- swer, what is well known to you, that it is perfectly apparent to all that all the com- merce and navigation, as well as all the property, consisting of wharves, stores, goods in store, lumber and coal yards, and, in fact, all the property on the inner shore of our inner harbor is entirely dependent on "Long Beach" and its pregervation, with- out which Plymouth (inner) Harbor would be but an open roadstead. What has been accomplished towards its protection by government under your judicious manage- ment has been very beneficial, and we know that under your supervision our inner harbor has been greatly improved, and by the deepening of the water at the wharves a benefit has been conferred on all our commerce and navigation that dollars and cents could hardly estimate. Of course there remains much to be done; judicious repairs are a continual neces- sity to maintain the works accomplished and now in progress. To that end we trust that through your advice government will keep an open, liberal hand to provide means at your disposal. Very respectfully, your obedient servant, SAMUEL H. DOTEN, Collector of Customs. General GEO. TLonM. Colonel of Engineers. A 21. IMPROVEMENT IN PROVINCETOWN HARBOR, MASSACHUSETTS. Since the resumption of work in 1866 for the improvement of rivers and harbors, the aggregate sum appropriated by Congress and allotted to this harbor amounts to $106,568.44, including the appropriation of March 3, 1881. All the works projected for the improvement of this harbor have been completed as specified in the Annual Report of 1879, with the ex- ception of the stone bulkhead on the eastern end of Long Point. These works are all in good condition and have fully answered the purpose for which they were designed. They will, however, require constant watch- ing and repairs, liable as they are to injury by the violent storms to which they are exposed; for which purpose an appropriation of $1,000 is recommended for the fiscal year ending June 30, 1884. Owing to the destructive effects of the storms on the beach of Long Point, as well as on the wooden bulkhead built for its protection and preservation, it has become necessary to extend the stone bulkhead further along the beach to the westward; and to complete it to the ex- tent now projected will require- About 2,500 tons of rubble-stone, the estimated cost of which, including con- tingencies......- -.......--......----........ --- $5,000 --.......... ---............ And for annual repairs of other works, as above........... ................ 1,000 Total amount requrequired....------.......--..----......--......... --....---.. 6,000 Amount appropriated by the river and harbor act of August 2, 1882.......... 5,000 Amount asked for the fiscal year ending June 30, 1884 ...................... 1,000 6,000 Under the appropriation of $5,000 made by the river and harbor act of March 3, 1881, for the improvement of this harbor, proposals have been invited three times during the past year for rubble-stone (see ab- stracts herewith), and contracts have been made therefor as follows, viz : 526 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. With Mr. Cummings M. Holden, of Tremont, Me., August 10, 1881, for 400 tons, more or less, of small bowlders, at $1.55 per ton of 2,240 pounds. 2. With Mr. Joseph H. White, of Hyde Park, Mass., May 3, 1882, for 2,000 tons, more-or less, of Granite Quarry grout, at $1.72 per ton of 2,240 pounds, the contract to be completed on or before September 20, 1882. Under the contract with Mr. Holden 288 tons of small bowlders were furnished up to the 1st of December, 1881, in completion of his contract. Under the contract with Mr. White, he has furnished and placed in the stone bulkhead 1,16522°; tons of grout up to include June 30, 1882. It is proposed to apply the amount appropriated for the fiscal year ending completion completion ofhe stone June 30, 1883, to thethe bulkhead and stone bulkhead to the and to the nec- essary repairs of other works. - It is also proposed to apply the $1,000 asked for the fiscal year ending June 30, 1884, to such repairs as may in the mean time become necessary. Provincetown, in which the several works above referred to are situated, isa port of entry in the collection district of Barnstable, Mass. The following information in regard to the revenue and commerce of that port for the year ending December 31, 1881, has been furnished by the deputy collector of customs, to wit: Amount of revenue collected.............--...... ....................... $1, 799 50 ......-------..-----..--.. --.....---...--....---..........----------....-- Value of imports.....--------. 61, 361 74 Number of arrivals and departures of vessels ....- - ...-..... ............ 7, 826 He estimates from the best data available, the amount of commerce and navigation that will be benefited by the improvements, completed and projected in Provincetown Harbor, to be worth $21,500,000. Money statement. July 1, 1881, amount available---....-----........--.-------------------..................--------- $4, 987 09 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....--......-................ $3, 178 72 - July 1, 1882, outstanding liabilities ...........- ..-......-...... 252 02 3, 430 74 July 1, 1882, amount available............................. ......... 1, 556 35 Amount appropriated by act passed August 2, 1882 ....................... 5,000 00 Amount available for fiscal year ending June 30, 1883 ..................... 6, 556 35 Amount (estimated) required for completion of existing project ........... 1,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1P84.. 1, 000 00 Abstract of proposals received August 8, 1881, for furnishing about 3,000 tons of rubble-stone for the bulkhead on Long Point, Provincetown Harbor, Massachusetts. About 3,000 tons rubble-stone. Bidders. Residence. About 1,000 tons About 2,000 tonsgran- ! smallrounded bowl- , ite quarry gout. ders. 1 Cummings M. Holden....... Tremont, Me--------..........-----------......------...... $1.55 per ton of 2,240 pounds. 2 Joseph F. Curit and Alfred Cheboague Island, $1.73 per ton of 2,240 $197 per ton of 2,240 E. Hamilton. Maine. pounds. pounds. APPENDIX A. 527 Abstract of proposals received April 10, 1882, for furnishing about 2,000 tons of rubble-stone for the bulkhead on Long Point, Provincetown Harbor, Massachusetts. About 2,000 tons ; Bidders. Residence. granite quarry grout. 1 Joseph H. White - ... -.. ............ Hyde Park, Mass-..................- $1.921 per ton of 2,240 pounds. 2 -- Charles H. Edwards ...... ....... Quincy, Mass ................... .. $1.95 per ton of 2,240 pounds. Abstract of proposals received May 1, 1882, for furnishing about 2,000 tons rubble.stone for the bulkhead on Long Point, Provincetown Harbor, Massachusetts. Bidders. Residence. About 2,000 tons granite Bidders. B Residence• quarry grout. 1 *1 Joseph H. White .......... Hyde Park, Mass. ....... - - -.......... *$1.82 per ton of 2,240 pounds. 2 Charles H. Edwards ....... Quincy, Mass ...................... $1.86 per ton of 2,240 pounds. *If time to complete delivery of stone be extended to four months, $1.72 per ton. Abstract of contracts made during the fiscal year ending June 30, 1882, for the improvement of Protvincetown Harbor, Massachusetts. Date of Contractors. Nature of work. Price. contracts. 1881. Aug. 10 Cummings M. Holden, Tre- Furnishing and delivering 400 tons, $1.55 per ton of mont, Me. more or less, of small rounded bowl- 2,240 pounds. de'rs on the stone bulkhead on Long Point. 1882. May 3 Joseph H. White, Hyde Park, Furnishing and depositing 2,000 tons, $1.72 per ton of Mass. more or less, of "granite quarry 2,240 pounds. grout" on the stone bulkhead on Long Point. A 22. SURVEY OF THE HARBOR OF BRUNSWICK, ON THE ANDROSCOGGIN RIVER, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., December 13, 1881. GENERAL: I have the honor to submit the following report on the survey of the "harbor of Brunswick, on the Androscoggin River, Maine," provided for by the act of Congress approved March 3, 1881, "' making appropriations for the construction, completion, repair, and preservation of certain works on rivers and harbors, and for other purposes." This survey was made under my direction in June and July,.1881, by Lieut. William T. Rossell, Corps of Engineers, whose report and map of the same are also herewith submitted. The head of tide-water and navigation of this river is at < the Falls" in the village of Brunswick, Me., from which place to its mouth in Merrymeeting Bay is a distance of about 6 miles; and thence to the 528 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY channel of Kennebeck River (near "'theChops") is an additional dis- tance of about 4 miles. At Brunswick the mean rise and fall of the tides is about 21 feet, and in Merrymeeting Bay it is about 51 feet. In the channel through Merrymeeting Bay the depth of water that can be carried by vessels over the shoalest part is about 4 feet at mean low-water, or 9j feet at mean high-water, whilst in the channel of the river itself not more than 3 feet of water at mean low-water, or 51, feet at mean high-water, can be carried up to Brunswick. The obstructions in the river consist of several shoals, which lie be- tween " the Falls" and the head of Foster's Island, about21 miles below. The shoals are composed chiefly of sand, saw-dust, and slabs. The river below Foster's Island is unobstructed and navigable for a depth of not less than 4 feet at mean low-water, or about 9 feet at mean high-water, nearly the same as in Merrymeeting Bay. It would not, therefore, be advisable to give a greater high-water depth to the channel through the shoals above Foster's Island, and this would require it to have a depth of 61 feet at mean low-water. To open a channel to this depth for a width of 150 feet would require the excavation, by dredging, of, say- 100,000 cubic yards, measured in situ, the estimated cost of which, at 25 cents per cubic yard, is----------- ------------ - --- ------ -- ------ ---- $25, 000 - Adding for engineering expenses and other contingencies .................. . 3,000 Total ------ ----. --------- ------- . ----------------------. ------ 28,000 Owing to the shifting character of the shoals, it is not probable that a channel dredged through them would have any permanency unless aided by a system of wing-darns, the cost of which it is believed would not be warranted by the limited commerce, present and prospective, of this river. Moreover, this channel would be liable to alteration, owing to the changes that are constantly occurring in the banks of the river, caused by freshets and ice, to prevent which would necessitate their protection by dikes, as well as the closing of the channel (now nearly dry at low- water) on the north of Cow Island; the estimated cost of which is $6,000, making the total estimated cost of this work $34,000. I am unable to report on the necessity of this improvement, or the benefit that it would be to the business of this section of the country, as no responses have been received to the inquiries made by me in regard to this matter. Respectfully submitted. GEO. THOM, Colonel of Engineers, Bvt. Brig. Gen., U. S. A. Brig.. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF LIEUTENANT WILLIAM T. ROSSELL, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, I'orlland, MIe., October 26, 1881. COLONEL: In accordance with instructions dated Portland, Me.. June 14, 1881, directing me to make an examination of the "harbor of Brunswick, on Androscoggin River, Maine," I left this office June 20 and returned July 9,1881. The results of this examination are embodied in the following report, which I have the honor to submit. The harbor of Brunswick, Me., consists of that portion of thle Androscoggin River extending from the falls in the village of Brunswick to the mouth of the Topshani Narrows, a distance of about 3 miles. This is about 7 miles from thle junction of the Androscoggin and Kennebec rivers. APPENDIX A. 529 In Brunswick Harbor, I followed the usual methods of triangulation, sketching the high-water line between stations. The triangulation stations were marked, where possible, by holes drilled in ledges, and where this was not possible, by hard-wood hubs 4 inches by 4 inches, in cross-section. Two base lines were measured, one between stations three and four, and the other between stations Al and 11. The soundings were made on ranges established on shore, each sounding being located by a transit angle from a fixed line. These soundings were reduced to a plane of mean low-water, determined by tide ob- servations made during the survey. A ring-bolt in the down-stream end of the pier at the Brunswick end of the first iron span of the railroad bridge from the Topsham shore was selected as a bench-mark. It is 6.89 feet above the plane of mean low-water. Feet. The mean rise of the tide is -...............--- ......... ...... ...... .... ...... 2. 6 Highest water observed (June 21)---..--......--....-------...............----.............---- 3.15 Lowest water observed (July 9)..--------..--...----............-----.......................--0.5 As the height of the water at this place depends on the stage of the river, it is prob- able that observations taken through periods of flood or drought would vary these figures greatly. At the time of this survey, I was told that the river was somewhat above its usual summer level. The bed of the river consists almost entirely of sand mixed with a large quantity of sawdust and slabs of wood. The latter cause bars to form in many unusual and unex- pected places, and renders them comparatively permanent. In the spring ice gorges are formed in many places, and on giving way the ice often cuts new channels, caus- ing the navigable lines to differ from year to year. Below the harbor the number of slabs is less, and the river widens so much that storms have great effect in changing the location of the bars. These changes are very frequent. The navigable part of the river has a width of from 600 to 800 feet in Brunswick Harbor, except near to and in the Topsham Narrows, where the rocky banks hem it in, giving at the narrowest place only a width of 86 feet. Below the narrows the river widens, and is from 1,500 feet to a mile in width, and soundings show that in this part of the river the channel has a depth of about 4 feet at mean low-water. Allow- ing a rise of five feet in the tide, we have at high-tide about 9 feet of water. To give the same depth in the harbor a channel must be obtained with a depth of 6.5 feet at mean low-water. The amount of material to be excavated to obtain such a channel, 150 feet wide, would be about 100,000 cubic yards, measured in situ, which, at a cost of 25 cents per cubic yard, would give- Dredging, 100,000 cubic yards, at 25 cents ........----...................... $25, 000 Contingencies, say ....-----...---.....--- -...------------------ ---.. ---- 3, 000 Total cost of excavation...- ..---- -.........-.........-..... 28,000 Whether any channel obtained by dredging would be permanent is very doubtfiul, and in view of the many changes that have occurred in the bed of the river improb- able. Again, many vessels load with wood from the lower part of the Androscoggin River, but, I believe, in all cases prefer to anchor in the channel of the Cathance River, and employ scows to bring the wood to them, rather than run the risk of the shifting sands of the Androscoggin shutting them in. Any improvement having for its object the making of a permanent channel from Brunswick to the Kennebec River would require an expensive system of wing-dams and jetties, the position and extent of which could only be determined by a careful and thorough survey. The very large cost of such an improvement deters me from making even an approximate estimate without all the data that could possibly be obtained. Before making a project for such an improvement, I would therefore recommend that such a survey be made; my estimate for which is $2,500. By an examination of the sketch accompanying this report, it will be seen that, with the exception of a short distance near Cow Island, a clear channel now exists in Brunswick Harbor, with a minimum depth of 3 feet at mean low-water, which is ample for the scows and rafts which now use the river. The banks of the stream, however, near the island are washing rapidly, and if this channelis to be retained the shore line must be protected. To do this, brush dikes might be built at intervals from the shore, which would break the current and cause deposits without creating destructive scours. By the same means I would close the channel to the north of Cow Island. The object of clos- ing this ch:lunel is to prevent the ice fr mking a deep cut here, as has so netimes happee 1, to such an extent as to bring tihe maii channel here. Having built out the shores by these means, they should be retained by planting 34 E 530 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. willows or brush. The great difficulty to be contended with would be the ice; and in order to avoid this as much as possible, the work should be commenced early in the spring in hopes that the banks might gain sufficient solidity to withstand the action of the ice. If at any future time it was thought advisable to make a greater improve- ment, this work would not interfere in any way. The cost of this work would be- About 3,000 linear feet of brush dike, at $1.50 ............ -- -. $4,500 ..................- Planting brush or willows...._............. ............................... 500 Contingencies, say ...... ...... ............ ----............--............. .... -- 000 1------ Total cost .... ...... ..............---- ..........--...... ...... .......... 6, 000 This plan seems to me to do all for Brunswick Harbor that can be done with bene- fit unless the lower part of the river is also improved. RECAPITULATION. Cost of channel 150 feet wide and with a depth of 9 feet at high-water : Dredging 100,000 cubic yards, at 25 cents ............................... $25, 000 Contingencies..... --.......---..... --.................. --..... ----..... ...... 3, 000 Total-..---.....-----......-...... ..----..---....---....---....----....-....-..----------------...----........ ----. 28, 000 Cost of retaining present channel in Brunswick Harbor, and making a survey with a view to the improvement of the river from Brunswick to the Kennebec River : 3,000 feet of brush dike, at $1.50 .......... ................... ............. $4, 500 Planting brush or willows ....... .......... .................. ................ 500 Survey ....... ....................................... .... 2................. 2,500 ---....--------..---....--..........------....---....---- 1,000 Contingencies ---..........------------..----..........------......--......-- Total......--------......--------------------------- ................... 8,500 Or without the survey.........................................--- ......--- ..... 6, 000 Respectfully submitted. WM. T. ROSSELL, FirstLieutenant of Engineers. Col. GEO. THOM, Corps of Engineers, U. S. A. A 23. SURVEY OF HARRISECKET RIVER, FROM WESTON'S POINT TO FREEPORT LANDING IN FREEPORT, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., December 12, 1881. GENERAL: I have the honor to submit the following report on the survey of Harrisecket River from Weston's Point to Freeport Landing in Freeport, Me., called for by the act of Congress approved March, 3, 1881, "making appropriations for the construction, completion, repair, and preservation of certain works on rivers and harbors, and for other purposes." This survey was made under my direction in July, 1881, by Mr. A. C. Both, assistant engineer, whose report and map of the same are also herewith submitted. This river empties into Casco Bay at Stocksbridge's Point, about 12 miles northeast from Portland, Me., from which point up to Weston's Point (a distance of about 2 miles) it has a depth of not less than 10 feet of water at mean low-water, or 19j feet at mean high-water, without any obstruction to safe navigation. From Weston's Point up to Freeport Landing, a distance of 4,500 feet, the depth diminishes from 10 feet below mean low-water to 31 feet above mean low-water, the greater portion of the river bed being bare at low- water. APPENDIX A. 531 From borings made in this survey it appears that this bed consists of soft mud mixed with some shells to a depth of about 5 feet below mean low-water. To meet the wants of the commerce of Freeport and its vicinity would require a channel not less than 60 feet in width, with a depth of about 12j feet at mean high-water, or 3 feet at mean low-water, which, together with the proposed basin, 180 feet wide, at Freeport Landing, would re- quire : 47,180 cubic yards of dredging, the estimated cost of which, at 25 cents per cubic yard, measured in situ, is .......................................... $11,795 Adding for engineering expenses and contingencies ......................... 1,205 13,000 Total ...................... ...----------..........................---------- From the character of the material composing the bed of this portion of the river, it is not improbable the proposed channel would soon be more or less shoaled by the action of ice and tidal currents. The accompanying letter of Mr. S. A. Holbrook furnishes such infor- mation as can be obtained in regard to the commerce und navigation of this river and the benefit that would probably accrue from the improve- ment of its navigation as above proposed. Respectfully submitted. GEO. THOM, Colonel of Engineers, Brig. Gen. H. G. WRIGHT, Bvt. Brig. Gen., U. S. A. Chief of Engineers, U. S. A. REPORT OF MR. A. C. BOTH, ASSISTANT ENGINEER. UNITED STATEs ENGINEER OFFICE, Portland,Me., December 2, 1881. GENERAL: I have the honor to submit the following report on a survey of the "chan- nel of Harrisecket River from Weston's Point to Freeport Landing in Freeport, Me.," made by me in compliance with your orders in July, 1881. A map of this survey made to a scale of 1: 2000 is also herewith submitted. The survey was commenced July 12 and completed July 16. A base line 505.85 feet in length was measured near the northeasterly shore, opposite Freeport Landing, between triangulation Stations V and VI. These points are marked by half-inch drill holes and corresponding numbers in red paint. Station VI can be considered perma- nent, the rock being quite large, but Station V, marked also by a drill hole in a small bowlder, cannot be considered permanent. Most of the other triangulation stations are marked by drill holes in solid rock or large bowlders, as shown on the accompany- ing plan. The shore lines were determined by telemetric measurement. All the soundings were taken on ranges and located by transit angles from shore, and are re- ferred to the plane of mean high-water. This plane, approximately re-established from three high and three low water observations (the mean rise and fall of tides being known, viz, 9.4 feet) was permanently fixed by a bench-mark established on the north side of Chandler's Point, as shown on the plan. It is a hole one-half inch diameter and one-half inch deep, drilled into the nearly vertical face of the solid ledge at this point. A circle, painted around this hole with red paint, and the letters B. M., will aid in finding its location. The reference of this bench-mark is 10.3 feet above mean low- water, or 0.9 feet above mean high-water, the plane of reference of this survey. Borings made along the proposed line of channel showed the material which will have to be excavated to open the proposed channel to consist of soft mud, mixed with some shells. It is proposed to open a channel from Weston's Point to Freeport Landing in Free- port, Me., a distance of about 4,500 feet, having an average width of 60 feet and a depth of 124 feet at mean high-water, or about 3 feet at mean low-water. At Freeport Landing, it is proposed to excavate a basin, having a width of 180 feet so as to allow vessels to turn around, also to extend the dredging in front of the wharves for a distance of 400 feet and a width of 40 feet. 532 - REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This improvement, shaded in red on the accompanying plan, will require the excavation of 47,180 cubic yards of mud and shells, as measured in situ, at a cost of 25 cents per cubic yard, making.----.-----------------------.. $11,795 Add for contingencies and engineering expenses.-....... ................. 1, 205 Total cost of improvement --....................................... 13,000 Very respectfully, your obedient servant, A. C. BOTH, Assistant Engineer. Bvt. Brig. Gen. GEO. THOM, Colonel of Engineers, U. S. A. COMMERCIAL STATISTICS. AUGUSTA, ME., April 14, 1881. DEAR SinR: * * At Freeport Landing there are two points, one called Bar- tols, the other Porter's, which are the most convenient places in the town for ship building, provided the contemplated improvement is made, being one and two miles nearer the railroad depot and center of business than other ship-yards; vastly more convenient for many mechanics living in town and adjoining towns. Vessels of greater draught of water coming to these landings with not only ship-timber, but all kinds of lumber, coal, &c., would increase trade to a much larger extent than is now carried on in those articles, as it is the natural seaport for quite a large territory not only in Freeport, but Pownal, Durham, and a portion of Brunswick. Some few years ago I bought in Boston fifty tons of coal and freighted it to Free- port by a coaster, being the largest quantity up to that time brought there at one time; the next season I shipped to Freeport from New York one hundred and fifty tons; the next season three hundred; the next season five hundred, since which I have been out of the business. The quantity brought into the town has increased every year, and if it could be shipped in large vessels direct from New York or Phila- delphia, thereby making cost of transportation less, the quantity consumed would be very large; the farmers would use it instead of wood; forests would increase in value, producing timber near tide-water; coasting would be revived; potatoes, hay, &c., shipped. All these matters will come to your mind, I have no doubt. Very truly, S. A. HOLBROOK. General GEO. TIIOM, Colonel, Engineers, U. S. A. A 24. EXAMINATION OF MERRIMAC RIVER FROM LAWRENCE, MASSACHUSETTS, TO MANCHESTER, NEW HAMPSHIRE. UNITED STATES ENGINEER OFFICE, Portland, Me., December 16, 1881. GENERAL: I have the honor to submit the following report on an ex- amination of Merrimac River, from Lawrence, Mass., to Manchester, N. H., called for by the act of Congress approved March 3,1881, "i making appropriations for the construction, completion, repair, and preservation of certain works on rivers and harbors, and for other purposes." This examination was made under my direction in August and Sep- tember, 1881, by Mr. Sophus Haagensen. assistant engineer, whose report and three drawings of the same are also herewith submitted. Under the several appropriations made by Congress since 1870 for the improvement of this river, the work thus far done is as follows, viz: In Newburyport Harbor numerous sunken ledges, piers, and wrecks have been removed so as to give a depth of not less than 9 feet at mean low-water (or about 16) feet at mean high-water) from its mouth at the outlet of Newburyport Harbor up to Deer Island Bridge, a distance of about 5 miles; and thence up to Haverhill Bridge (an additional dis- APPENDIX A. 533 tance of 12 miles), a depth of 12 feet at ordinary high-water, the rise and fall of the tides varying from 7 to 4 feet; and thence up to the head of the upper falls of the series of Talls known as Mitchell's Falls (an ad- ditional distance of 4 miles), or 21 miles above the mouth of the river, a depth of 4J feet in the ordinary stages of the river with the mill-water at Lawrence running, the rise and fall of the tides varying from 4 feet at Haverhill to 0 at the foot of the upper falls. Between the head of the Upper Falls and the foot of the locks at Law- rence (an additional distance of about 5 miles, and distant about 26- miles from the mouth of the river at Newburyport) numerous sunken rocks have been removed, but there remains additional work to be done for giving the same navigable depth as now obtains in Mitchell's Falls and below, the estimated cost of which (see accompanying special report of Mr. Haagensen, of October 15, marked B) is $11,000. In order to continue the navigation of the river to the basin above Lawrence a fall 283 feet has to be overcome from the lower lock to the top of Lawrence Damn. This is now accomplished by the Lawrence Canal, about 1 mile in length, which has one lock at the dam and three locks at its lower end. These locks are 100 feet long and 20 feet wide. But on the miter sill of the lower lock there is but 2.6 feet of water, which would necessitate the lowering of the same to the requisite depth, or else the building of a new lock below it. With this alteration there are still many difficulties to overcome, owing to the fact that in Lawrence the streets and the gas and water mains cross the canal on bridges which have but 3 feet of space between them and the canal level. To provide these bridges with suitable draws, and to carry the gas and water in siphons below the canal bottom, would be so expensive that it might be found advisable to construct a new canal and lock on the south side of the river. From the top of the dam at Lawrence to the top of the Pawtucket Dam at Lowell is a distance of about 12 miles, in which distance the river falls 48 feet. From Lawrence Damrn up for a distance of 7 miles the channel is free from obstructions to a depth of 4 feet; thence, for a distance of 2 miles up to the foot of Hunt's Falls, it is obstructed more or less by scattered rocks, which would need removing, at an estimated cost of $5,000. At Hunt's Falls, 9 miles above the Lawrence Dam, there is a fall of about 11 feet to be overcome in a distance of 5,700 feet, which fall is mainly in two chutes with a pool between them, as shown on the accom- panying drawing. Above Hunt's Falls there is a deep basin which extends in front of the city of Lowell for a distance of about 1 mile, and would afford a good terminus for the navigation of barges or other craft destined for that city. From the head of this basin to the top of Pawtucket Dam there is a rise of about 361 feet in a distance of three-quarters of a mile. The dis- tance from the mouth of the river at Newburyport to the Pawtucket Dam is about 39J miles. Two projects have been considered for making the river navigable at Hunt's Falls: 1. By excavating through them three straight channels, 50 feet wide and 4 feet deep, as shown on the accompanying drawing, in which barges could be warped up by means of stationary engines, as is now done in Mitchell's Falls below Lawrence. The estimated cost of this is, say, about $205,000. 2. To provide slackwater navigation through the falls by means of 534 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. two sets of locks and canal walls, as shown on the accompanying draw- ing-the estimated cost of which is about $230,000, if built as described in the accompanying special report of Mr. llaagensen, of November 9, 1881-marked C. Of these two projects the former would appear to be preferable, owing to the damage that would be done by the proposed locks and canal to the valuable water power in Lowell in reducing the area of the cross- section of the river at the falls and thereby raising the water level. Adopting the first project above proposed, the estimated cost of the improvement of the river, from the Lawrence basin up to the Lowell basin (below Pawtucket Dam), is $210,000, or from the head of Mitchell's Falls, $221,000, not including new locks' and a canal at Lawrence. At the head of Hunt's Falls, Concord River enters the Merrimac, which at a distance of about a quarter of a mile above its mouth is connected by the Pawtucket Canal (which passes through the city of Lowell) with the basin of the Merrimac above the Pawtucket Dam. In order to ex- tend navigation from Hunt's Falls to the river above Lowell, the channel of Concord River will have to be improved up to the foot of the canal, as shown on the accompanying drawing, at an estimated cost of about $15,000. But in the Pawtucket Canal the same difficulties are met with as in the canal at Lawrence, in regard to the crossing, at a low grade, of the streets, and of the gas and water mains. Moreover, the locks of the Pawtucket Canal are only 12 feet in width, and would not admit a craft of more than 3 feet draught, so that it might be advisable to build a new canal and locks of suitable width and draught on the Merrimac River at the Pawtucket Dam. The estimated cost of the several works projected as above for making the channel navigable from the head of Mitchell's Falls (6 miles below Lawrence Dam) up to the basin above Pawtucket Dam in Lowell (ex- clusive of new locks at Lawrence and Pawtucket dams), is $236,000. Between Lowell, Mass., and the mouth of Nashua River, in Nashua, N. H., a distance of 131 miles, the depth of the channel is not less than 8 feet; but there are some bowlders and ledges in it that should be re- moved, the estimated cost of which is $8,000. (See accompanying re- port of Mr. Haagensen, marked A.) At the foot of Cromwell's Falls, 44 miles above Nashua River (or 174 miles above the Pawtucket Dam at Lowell), the smooth water of the Lowell mill-pond ends; from there to the foot of Merrill's Falls, in Manchester, N. H. (a distance of 124 miles), the channel becomes much shoaler and more rocky, and is obstructed by a series of falls and rips, in which there is a rise of 336 feet to be overcome. A description of these falls and other obstructions in the channel, with an approximate estimate of the cost of the work necessary for their improvement, will be found in the accompanying report of Mr. Haagensen, marked A, from which it will be seen that the probable cost of the same will be about $304,000, making the cost of the projected work from the head of Mitchell's Falls below Lawrence (211 miles above the mouth of the river) up to Manchester, N. H., a distance of 70 miles above its mouth, as fol- lows, viz: 1. Mitchell's Falls to Lower lock at Lawrence......-------.-------.......---------..----........ $11,000 2. Lawrence Dam to Pawtucket Dam at Lowell.......... ............ ...... 225, 000 3. Pawtucket Dam to Nashua, N. H .... .... .......... ............... 8, 000 4. Nashua, N. H., to Manchester, N. H- .. ....--...... ........ ...-...... 304, 000 Total ..--....---................--....---....-...-------.--......-----......-............ 548,000 which does not include the cost of new canals and locks at Lawrence and Lowell, or of the cost of adapting the present ones to the purpose of navigation. APPENDIX A. 535 The accompanying letter (marked D) shows the object of the ex- amination of this river, and the commerce of the river that would be benefited by an improvement of the same. Respectfully submitted. GEO. THOM, Coldnel of Engineers, Bvt. Brig. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. RESORTS OF MR. SOPHUS HAAGENSEN, ASSISTANT ENGINEER. A. UNITED STATES ENGINEER OFFICE, Boston, Mass., December 3, 1881. GENERAL: I have the honor to report upon the examination of Merrimac River be- tween the head of Mitchell's Falls, below Lawrence, Mass., to Manchester, N. H., made in pursuance of your written instructions dated July 27, 1881. I first visited the offices of the water-power companies on the river, in Lawrence, Lowell, and Manchester, to learn what surveys were already in existence that would throw any light upon the present examination and facilitate the work. I found that complete shore-line surveys for the purpose of determining flowage lines had been made, embracing the whole length of the river in question (50 miles); also levels connecting with those of the United States Engineers at the miter sill of the lower lock in Lawrence to Pawtucket Dam at Lowell. As the hydraulic engineers of the water-power companies generously allowed the government the gratuitous use of this information, you decided that in addition to the copying of said surveys a general hydrographic survey of the river should be made with more minute examinations of the obstructions met with; also independent level- ings of the falls above Lowell mill-pond up to Manchester, as well as the establishment of gauges and benches for future reference. This work I commenced on August 10, and completed it October 4. The maps copied were as follows: In the office of Essex Company, Lawrence, Mass.: 1. Map of river from head of Mitchell's Falls to lower locks, Lawrence, with horizontal contours (1 foot equidistant) of parts of the bottom, by H. F. Mills, 1876. Scale, 1: 2400. 2. Map of river from lower locks, Lawrence, to Lawrence Dam, with horizontal con- tours (1 foot equidistant) of the bottom, by H. F. Mills. Scale, 1:1200. 3. Maps of shore and flowage lines between Lawrence and Lowell (in six sheets). Scale, 1:3000. 4 Map of shore and flowage lines between Lawrence and Lowell. Scale, 1:12000. 5. Profile of river slope between head of Mitchell's Falls and Pawtucket Dam. Divers scales. In the office of Proprietors'Locks and Canals, Lowell, Mass.: 6. (a) Shore lines of upper part of Hunt's Falls, by A. H. Howland, 1871. Scale, 1:600. (b) Cross-section of same. Scale, 1:300, 1:120. 7. Merrimac River, between Pawtucket Falls and Cromwell's Falls (Lowell mill-pond), by U. A. Boyden, 1840. Scale, 1:4800. In the office of Amoskeag Company, Manchester, N. H.: 8. Merrimac River, from Cromwell's Falls to Manchester, N. H., by A. M. Chapin, 1865. Scale, 1:9600. Besides minor plans and printed maps obtained, as well as gauge observations at Lowell and Lawrence, records of freshets, heights, &c. My own investigations consisted of a thorough sounding of the river, in which the sounding boat was run on lines from shore to shore perpendicular to the axis of the stream, soundings being taken at equal intervals of time and recorded. Gauge obser- vations were made at the same time. The intervals between the lines of sounding vary from 600 feet to 100 feet (and even less), according to the depth met with, the shoaler portions being covered more closely than the deep basins. * The lines of sounding were tied to a continuous chain measurement of the shore. Material was thus collected for the construction of a complete hydrographic map of the river. 536 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In the several falls special examinations were made, the details of which have been reported to you from time to time. Obstructions to navigation in the shape of bowlders, points of ledges, &c., were ex- amined, and, where practicable, measured. As the river was low during the work and special examinations as far as possible made at times when little or no mill-water was running, it is believed that most of the sunken rocks requiring removal have been noticed. Levelings in Hunt's Falls * connect with the ztro of Essex Company, and of pro- prietors' locks and canals' scales of heights through the upper and lower monuments [respectively at the head and foot of Hunt's Falls], established by Commissioners to determine the rightsof flowage by the Lawrence Dam at certain stages of the river. Above Pawtucket Dam, levels commence at the foot of Cromwell's Falls (where the Lowell mill-pond ends), 171 miles above Lowell, and they were carried continuously up to the top of Amoskeag Dam in Manchester, a distance of 14 miles ; they were checked by releveling from Amoskeag Dam to the starting point ;t they also connect with the Amoskeag base. It was not deemed advisable to ascertain by spirit level the fall of the river on the Lowell mill-pond, involving the running of 35+ miles of level lines. For the purposes of navigation this part of the river is practically level. For the sake of referring the heights above Cromwell's Falls to the United States Engineers datum plane, the surface of the mill-pond has been considered horizontal on Sunday, Septem- ber 18, 1881, at 2 p. m., the most favorable opportunity which presented itself. Should these 35J miles of levels be run, it is possible that a correction (the adding of a con- stant) will have to be applied to the heights above Cromwell's Falls, as given on the accompanying drawing No. II. The slope of the river, represented in profile on this map, has been constructed from simultaneous observations on the gauges established, and corresponds to the average height prevailing during the survey (mill-water running), and I have called it the stage of ordinary low-water with mill-water running. Map No. II gives, besides the slope of the river, the heights of gauges, bench-marks, &c.; also the location of the various obstructions referred to in the estimate. The heights are drawn to scale 1 : 100; the horizontal distances have for the sake of clear- ness not been drawn to scale, but are stated in number at the foot of the sheet. The working up of the first-mentioned eight sets of maps to a uniform scale, and the plotting of the hydrographic survey thereupon, has not been attempted on account of the limited time; only in places where improvements are needed have the sound- ings been plotted, especially so below Lawrence, at Gage's Ferry Shoal, and at Andover Bar, and between Lawrence and Lowell in Hunt's Falls, and adjoining parts of Mer- rimac and Concord rivers. The map of Hunt's Falls (No. 1), with proposed improvements, has been already for- warded to you with a special report dated November 9, 1881. In other parts of the river the notes only have been referred to, so as to report intel- ligently upon the channel. The navigation of Merrimac River above Haverhill, Mass., has, since the opening of the channels through Mitchell's Falls, been practicable to the head of those falls for craft drawing 4+ feet of water in ordinary low-water with mill-water running. To further extend this channel to the locks in Lawrence, it is only necessary to deepen it at two places, namely, Gage's Ferry Shoal and Andover Bar, and to remove a small quantity of rocks at a comparatively slight expense (see special report herewith of October 15, marked B). Since the opening of the channel through Mitchell's Upper Falls the effect of the tide is perceptibly felt above, in the difference of velocities during ebb and flood, so that tidewater now virtually extends to Lawrence. To carry navigation above Lawrence a fall of 31+ feet has to be overcome from the lower lock to the mill-pond above Lawrence Dam. The locks in Lawrence Canal are 20 feet wide, 100 feet long, and they admit 2.6 feet draught over the miter sill of the lower lock; should this conditiio be altered either by lowering the miter sill to the requisite depth or by building a new lock in front of the present one with its miter sill at the proper grade, there are yet many impediments to the navigation of such craft as could be navigated above the Lawrence Dam. The streets in Lawrence, the gas and water mains cross the canal on bridges which leave only 3 feet space between them and the canal level. To provide these bridges with suitable draws, and to carry the gas and water in syphons below the canal bottom, will be so expensive that the question arises whether it would not be more profitable to construct a new canal and locks on the south side of the river. Above Lawrence Dam there is no obstruction in the form of shoals or bars to a 4-foot channel as far as Hunt's Falls: only scattered rocks need be removed, beginning 7 miles above awrence Dam. *This set of levels check with Commissioners' levels within 0.03 foot. t Checking within 0.09 foot. APPENDIX A. 537 At Hunt's Falls, 9 miles above Lawrence Dam, there is a fall of 11 feet to overcome in a length of 5,700 feet. Different plans of making these falls navigable have been dis- cussed in special report dated November 9, 1881. Considering the immense value of the water power in Lowell, and that any works built in the river for the purpose of procuring slackwater navigation would tend to reduce the area of cross-section, and thus damage the water power by raising the river, it appears to me the most feasible way to excavate straight channels through the chutes in Hunt's Falls, and by station- ary engines on the shore to haul the vessels or barges over the falls. Above Hunt's Falls there is a fine basin with deep water in the city of Lowell; it extends for about a mile to a distance of 11 miles from Lawrence Dam; three-fourths mile beyond is the Pawtucket Dam and the Lowell mill-pond, the surface of which is 36J feet above the basin below. To further extend navigation above the Pawtucket Dam in Lowell, the Pawtucket Canal is available for craft drawing 3 feet and of 12 feet width, the lock chambers being 100 feet long. This canal is entered by the Concord River, which joins the Mer- rimac directly above Hunt's Falls. Between the entrance to Pawtucket Canal and the mouth of Concord River there are still some slight rapids where additional exca- vation would have to be done to make a channel 3 feet deep. As the same difficulties exist in the Pawtucket Canal as in the Lawrence Canal, in regard to streets, water and gas mains crossing the canal at a low grade, it is perhaps worth considering whether a new set of locks and a canal from the head of the basin three-fourths mile below Pawtucket Dam to the mill-pond above could not be so located as to avoid the cost of changing existing bridges, streets, &c., in Lowell; and at the same time provide for greater width of lock chamber than 12 feet, which is the minimum width the present laws of Massachusetts oblige the canal company to main- tain. The depth of 3 feet which the .Pawtucket Canal Company maintains in the locks might in a new canal be increased to continue 4-foot navigation above Lowell to Nashua, N. H., where the channel is deep enough now. Between Lowell and Nashua the river is deep and there is no less depth in the chan- nel than 8 feet on this distance of 13 miles. The opportunities for traffic by water between these two cities compare favorably with those netween Newburyport and Haverhill, and very little improvement is needed to make it safe. Opposite Tyng's Island, about 44 miles above Lowell, we meet with the Old Wiscassee Dam, which is now submerged and has from 1 to 2 feet of water over it; but a passage has been cleared through it, 10 feet deep, which only needs to be properly buoyed out. Some rocks and a point of ledge below this old dam require removal. A short distance above Tyngsborough Bridge, about 6j miles from Lowell, bowlders need removal. Two ledges and a rock below Nashua should also be removed to make this part of the river safe to navigate. Above Nashua the channel becomes shoaler and the rocks more frequent; 41 miles above Nashua (or 17J miles above Pawtucket Dam) the smooth water of Lowell mill- pond ends and a series of falls and rips commence, which continue up to Manchester, N. H., with intervening pools. The rise on this part of the river is as follows: Rise. Length of river. Feet. Feet. From foot of Cromwell's Falls to foot of Moore's Falls -....-................... 5. 75 28, 532 From foot of Moore's Falls to foot of Little Cohass Falls.....-............... . 8. 55 12, 500 From foot of Little Cohass Falls to foot of Goff's Falls.........- - - ---.. - ............ 4. 50 5, 900 From foot of Goff's Falls to foot of Short Falls .................... .. . ........ 5. 69 4, 400 From foot of Short Falls to foot of Griffin's Falls .... -........... ..... ...... 4. 03 5, 300 From foot of Griffin's Falls to foot of Merrill's Falls ............................ 2. 08 10, 800 From foot of Merrill's Falls to head of Merrill's Falls..............---- ......... 2. 56 1, 250 From foot of Cromwell's Falls (elev. 93.01) to head of Merrill's Falls (elev. 126.17). 33. 16 68, 682 i. e., from Manchester, the river falls 331 feet in 13 miles. The top of Amoskeag Dam (elevation 177.99) is again 51.82 feet above the head of Merrill's Falls. It is not practicable to make these several falls navigable by excavation of chan- nels in the rapids. Cromwell's Falls, and perhaps Short Falls, might, by a large outlay of money, be treated so that stationary engines could help barges through the rapids. The only practicable way is to restore slackwater navigation on this part of the river by means of locks and wing-walls parallel to the shore, transferring the upper levels to the locks at the lower levels. 538 REPORT OF TIIE CHIEF OF ENGINEERS, U. S. ARMY. The river, before the building of the railways, was navigated from Boston via the old Middlesex Canal to Lowell, thence to Manchester and above to Concord, N. H. Remains of the locks and wing-walls, by which the falls were then overcome, still exist in the river, and the present project contemplates their restoration, with little or no change in location. The canal-boats at that time were 8 feet wide, 80 feet long, and the dimensions of the locks were suited to admit these boats. If restored, the locks should be 20 feet wide and 100 feet long, allowing a draught of 3 feet, for which the following estimate has been made. The locks were formerly built of granite, in a very solid manner, and some of the old lock-walls are yet in a good state of preser- vation, especially so in Griffin's Falls. The wing-walls and dams were made of crib- work, and are now nearly all razed to the low-water line. The locks should be rebuilt in solid granite masonry, the stone doweled together. To build the wing-walls and dams of solid granite masonry would secure permanent works; but the cost of it would be so greatly in excess of crib-work (excess estimated at $690,000) that it is thought crib-work for the wing-walls and dams (where the latter are needed) would answer the pl'rpose, if damage done by ice freshets was promptly repaired. To secure a navigable channel 3 feet deep between the falls it will be necessary to remove a great many bowlders in places specified in the following estimate. In Cromwell's Falls the wing-wall should be carried a distance of 900 feet from the entrance to the lock (to B 13), and there cross the river as a dam, instead of being carried through the upper part of the falls for an additional distance of 21,000 feet. The bar above Ram Rock, between Little Cohas Falls and Goffs Falls, is one of the worst places in the river ; if a dam could be built at Little Cohass Falls, the water could be raised sufficiently on the bar to give 3 feet navigation; but this would, at the same time, back the water up at least 1 foot (more at high stages of the river) in front of the mills on Great Cohass Brook; and the damage to this water power would probably exceed the cost of clearing an artificial channel through the bar, which consists of heavy bowlders, and no doubt would maintain its depth if excavated. The estimate has been made for such a channel. At Goff's Falls ledges run across the river; at the most favorable place to pass the ledge, and directly above the proposed lock site, its elevation is 115.56, while the water level of the pool above is only 14 feet higher (117.06). A channel through this ledge would be very expensive, and as the river channel between Goff's Falls and Short Falls is shallow, it will be preferable to raise the level above Goff's Falls by closing up the gaps between the ledges by dams having a least elevation of 118.56. At the head of Baker's Island, above Griffin's Falls, the navigation is again difficult; here a shifting gravel bar obstructs the passage; there is, however, depth enough in the gulley, but this is narrow and may change its location through the bar. It should be watched, and its location marked by buoys or shore ranges. Between Merrill's Falls, in the city of Manchester, and the head of navigation, near the new iron bridge (McGregor Bridge), is still a small fall of about one-half a foot, caused by the rocky bar below Factory Bridge. A channel can be cleared here by the removal of bowlders. The estimated cost of the various improvements is given below in tabular form. Estimated cost of making the channel of Merrimac River navigable between Mitchell's Falls, below Lawrence, Mass., and Manchester, N. H. Locks and crib- Ledge. Dredging. work. Bowlders. 0 U To be blasted. To be hoisted. r11 o Cost. Obstructions. U VP 0 crj ,0, 0 S,.d Q. iS Ha. 0 a, 0 Pc o PS o b a U HI PS BETWEEN MITCHELL'S FALLS AND LAWRENCE. Ledge below Gage's Ferry.......................................... 16 $30 00 ...--------- ----............ ......... $2 50 $480 5, 250 Gage's Ferry Shoal ......----.......... ........ ................. 2, 100 Ledge above Gage's Ferry.................................................... 12 30 00 360 Ledge in mid-channel.................................. .......... 22 30 00 660 Andover Bar ............... -----.........---------................ -----20--- 1,240 2 50 3, 100 dd Bowlder at Spicket River. ............................... ......... ... ..... 20 $500 100 $11, 000 kZ BETWEEN LAWRENCE AND LOWELI.. .. .. . --. ..--- . 400 5 00 1, 000... $3 00 ... ........ 5, 000 Bowlders in channel below Hunt's Falls............................ Channel in Hunt's Falls, Lower Chute ... ... ...... .......... S4,66 6... 3000 .. ......... ..... ....... ::::..... ..... 133, 995 ----- - . Channel in Hunt's Falls, Upper Chute........ ............. ......- ... ....... .. ... . .. ...----- .---- ........-- - -- 2 8, 6325 6 00 51,720 13, 950 Channel at mouth of Concord River ...................... ....... ......... .2,323 - - - 1--. 6 00 225, 000 BETWEEN LOWELL, MASS., AND NASHUA, N. H. Rocks below Wiscassee Dam ........ .. ........ - . - ..... ...- 100 5 00 100 3 00 800 Ledge at Wiscassee Dam.... 40 30 00 180. 1, 200 Rocks at Tyngsborough Bridge................. ......... ...... .... 180 -... 5 00 60 3 00 1, 080 Ledge above Little's Station............................... _.. 50 30 00 .......... 1, 500 Pierce's Ledge.................................................... 80 30 00. 2, 400 Rock below Nashua ...................-....... ......... ........... -............ 25 5 00 125 8, 000 BETWEEN NASHUA AND MANCHESTER, N. H. Rocks near Hill's Ferry ................................. 92 5 00 460 Salmon Walls........................................... 84 5 00 200 .. 3 00 i............. 1, 020 Old oDarrahiting's. i.............................. .. ........... . .. . .. . . . . . . . . 116 5 00 580 Rocks off Whiting's Point........ ....................... 500 5 00 2, 500 Estimated cost of making the channel of Merrimac River navigable between Mitchell's Falls, below Lawrence, Mass., and Manchester, N. T.--Continued, ft Locks and crib- Ledge. Bowlders. work. Dredging. r v 40 To be blasted. To be hoisted. \ U S Obstructions. Cost. '0 k pao1 a 9d - n '5 0r a Pk Hi Qo Br ., OS 0 J H U o 0 H PI H BETWEEN NASHUA AND MANCHESTER, N. H.--continued. O C Cromwell's Fall's..--.................................... $22, 000 .... ...... ... Cromwell's Falls, with dam.................................. . $10, 800 $3.0---...-.--------- --- -200$34, 760 Cromwell's Falls, rocks in -..... ...................... . 12 ._ .. . $30 00 ...... 200 $300 ........... . ... Old Hildreth --...--....--..................................-------- 260 $5 00 30 3 00 ..-- -- 1, 390 Rock off Natticook Brook ................................. Rocks below Souhegan River ............................. Rocks at Reed's Ferry ...... Moore's Falls-----..-...- ....-----...... ................... .................. ............... . .. 24, 000 29,025 - 160. 54 300 530 ..... 5 00 5 00 - -..... ------- .......... 5 00 --....... .... 5 00 ..-- .-.-... ......... .........---- 1,500 ---.....- .... . -..- --. ------.. / 53, 025 2,650 . 800 270 O Rocks above Moore's Falls................... Rocks at foot of Darrah's Rips............................. 180 5 00 200 3 00 -----.--...------ . 1,500 Rocks below Darrah's Brook ........................... 56 5 00 50 3 00 ---...--..--.---.- 430 Rocks off Darrah's Brook....................................... .... 90 5 00 . .--- ------ ------- --...... .. ... 450 Jew Rock ...--...... .... ...... ............................ 160 5 00 .......... . ..... ... ..... 800 Rocks at head of Darrah's Rips......................... .... 15 500 .......... ----.......... -- --....... 75 Little Cohass Falls... ........................... 20, 000 11, 250 --- Bar above Ram Rock .......................... ......... 500 .... ...5....... 00 1,300 3.00-- 6,400 ................. r Goffs Falls. .......... ..... ................ 000 288 8,010 Goffs F'lls with dam....... ......... .......... --- ...------- --------- ....... Short Falls ............ ............................ -- 20, 000 8, 660 - -.......... - ..--- 8,660 Rocks below Griffin's Falls............................. 200 5 00 ----- 260 3 00.... 1,780 Griffin's Falls. ..- ..------........--..-------------------..................-..---........---- 15, 000 4, 725 .---- S......... .... ......... ........ 19,725 Rocks at Baker's Island.....--..... ......--............... . ... 500 .45" 80 300 ---- --.......... ..... ... 465 Merrill's Falls. ........................................ 20, 000 28. 125 .---. ..-----------------. 48, 125 Bar below Factory Bridge.......................... 125 5 00 100 3 00 ------------------ 925 $304, 000 ....... -.3,340 2 50 .......... Total .................... --........................ i,698 30 00 4,192 5 00 3, 580 3 00 10, 945 6 00 -....... 149, 000 102, 595 $140, 955 $20 960-.. .... -$10, 740- -........-$74, 020 ...-- ... 498, 270 548, 000 APPENDIX A. 541 RESUME. 1. To extend the present 44-foot channel from head of Mitchell's Falls to Law- rence lower lock ...................................................... $11, 000 2. To provide 4-foot navigation from Lawrence Dam to Lowell (and Pawtucket Canal), including improvement of Hunt's Falls...- ..-.. --.. - --....- - - ... 225, 000 3. To clear the river of obstructions between Pawtucket Dam at Lowell, Mass., and Nashua, N. H ----....--..---.. ---..--------- -.......--.-----.--.... ----....--.... 8,.000 4. To provide slackwater navigation above Nashua to Manchester, N. H., for 3 feet draught..... ....-................ ...........--............ 304, 000 Total cost of improving the channel of the river for 50 miles from head of Mitchell's Falls, below Lawrence, Mass., to Manchester, N. H .............. 548, 000 In concluding my report upon this interesting work, I desire to acknowledge my ob- ligations to the hydraulic engineers on the river, Mr. H. F. Mills, of Lawrence, Mr. J. B. Francis, of Lowell, and Mr. Hobbs, of Manchester, who placed all the valuable in- formation in regard to the river in their possession at my disposal, and to their cour- tesy I owe in a great measure what success I shall have had in placing the informa- tion obtained by my own investigations before you in presentable shape. Very respectfully, your obedient servant, SOPHUS HAAGENSEN, Assistant Engineer. Bvt. Brig. Gen. GEORGE THOM, Colonel of Engineers, U. S. A. B. UNITED STATES ENGINEER OFFICE. Boston, Mass., October 15, 1881. GENERAL: I have the honor to forward to you a project for the improvement of Merrimac River, between Lawrence and Mitchell's Falls, Massachusetts. The parts of the chart (200 feet to an inch) obtained through Mr. Mills gave hori zontal contours for each foot above and below the Essex Company's datum plane, which is 7.87 feet above the United States Engineer's datum plane, which datum plane is 10 feet below B. M. on Ring Bolt Rock (near foot of Mitchell's Falls). By means of the profile of the river slope I have, from the horizontal contours, con- structed the slope contours on those parts of the river which I did not survey myself. I made independent soundings from the lower locks in Lawrence to a point 5,000 feet below, including Andover Bar, and also at Gage's Ferry, covering there 3,200 feet, and reduced my soundings to the same slope. On comparing the profile of the surface of the river with the profile sent me with your letter of October 12, I find the slope assumed by me asmean low-water to be within 0.2 feet of the 10.30 a. inm.slope above the Upper Falls, or at the foot of Kimball's Is- land (the same slope to which you refer in your last report); this (mean low-water) stage would give 4.9 feet (see accompanying profile) in the shoalest part of the Upper Falls Channel, and I have, therefore, adopted fire feet depth on the two shoals for the dredging which would give a depth corresponding with that which obtains irk the falls below. To continue this depth up to the lower locks in Lawrence (about 5 miles) would re- quire : ESTIMATE FOR IMPROVEMENTS ABOVE MITCHELL'S FALLS AND BELOW LAWRENCE, MASSACHUSETTS. 1. Gage's Ferry Shoal, 7,000 feet above Upper Falls: a. Dredging from 3.8 feet to 5.0 feet a channel 1,440 feet in length, 60 feet in width, about 2,100 cubic yards of gravel and cobble-stones, at $2.50...... $5, 250 b. Point of Ledge, 800 feet below and on the westerly edge of the channel, removal from 3.1 feet to depth of surrounding bottom, 5.5 feet, about 16 cubic yards, at a cost of $30 per cubic yard ......................... ...... 480 c. Point of Ledge, at the upper easterly edge of channel, removal from 0.4 feet to depth of surrounding bottom 4.2 feet, about 12 cubic yards, at $30 per cubic yard ............... ........ ............ .. ............. ....... 360 2. Point of Ledge, in mid-channel, 4,500 feet above Gage's Ferry : Removal from 1.7 feet to depth of the surrounding bottom, 7.8 feet, about 22 cubic yards, at $30 per cubic yard...................................... ' 660 542 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Andover Bar, 3,000 feet below lower lock in Lawrence: Dredging from 3.4 feet to 5.0 feet a channel 760 feet in length, 60 feet in width, about 1,240 cubic yards of gravel and cobble-stones, at $2.50 per cubic yard --. ---- ----------------------- -$3, 100 4. Removal of bowlders at mouth of Spicket River, 400 feet below entrance to lower locks, 20 tons, at $5 per ton ..................................... 100 Engineering and contingencies .......................................... 1,050 Total cost of improvement .................................. .......... 11, 000 The miter-sill of the lower lock in Lawrence is 2.4 feet above the plane of pro- posed improvements, or does not allow more draft than 2.6 feet at mean low-water, with mill-water in the river. In order to carry navigation above Lawrence with the draught available below, it would be necessary to add another lock in front of those already existing at Lawrence, with its miter-sill 2.4 feet lower than the present one. Even if this would be done, the canal leading to slackwater above Lawrence Dam is not practicable for that class of boats or craft which could pass the river below; the streets, water-mains, gas-mains, &c., cross the canal on bridges, which leave only 3 feet space between them and the ordinary canal level. To provide these bridges with suitable draws, and to carry gas and water pipes in syphons below the canal bottom, is a work the cost of which you did not authorize me to make the necessary investigations for. The only feasible way to extend navigation beyond Lawrence appears to me to build a canal and locks on the south side of the river. Very respectfully, your obedient servant, SOPHUS HAAGENSEN, Assistan t Engineer. Bvt. Brig. Gen. GEORGE THOM, Colonel of Engineers, U. S. A. C. UNITED STATES ENGINEER OFFICE, Boston, Mass., November 9, 1881. GENERAL: I have the honor to forward to you a tracing of the map of Hunt's Falls and adjoining parts of the Merrimac and Concord rivers. The map, which is drawn to a scale of 1: 2000, exhibits a set of small black figures; these give the elevations of the bottom in feet and tenths above the United States Engineer's datum plane. The larger blue figures give the soundings referred to the slope of the river in an ordinary low-water stage with mill-water running. To this same slope the blue and red contour lines (respectively 4 feet and 2 feet) are parallel. The upper and lower monuments have been placed by commissioners to settle rights of flowage by the Lawrence Dam; my levels (and located points) connect with these monuments as well as with the city B. M., and the locks and canals B. M. on the south shore. By using the time when the mills in Lowell were shut down, and the areas above the 4-foot contour in lower portion (those above the 2-foot in the upper part) conse- quently were dry, I obtained the true elevations of the bottom; in the same stage of the,water it was practicable to sound, as the fall was then concentrated on a few points and the chutes nearly level (see profile of low-water with no mill.water). From these elevations combined with the slope observed the soundings at each line have been computed. Of the area between the " distributing main of Lowell Water Works" and the line O, marked on my chart, a very elaborate survey existed in the Proprietors of Locks and Canals Office in Lowell; which chart Mr. J. B. Francis kindly permitted me to copy, and from which that part of my chart has been constructed; the P. L. & C.'s zero being reckoned as +58.47 feet above the United States Engineer's datum plane. Since that survey was made, some excavation has been done by the P. L. & C., mainly consisting in the removal of bowlders from the natural channel. By sounding above the falls I found part of line O changed to some extent, and it may be possible that a close survey would show the 2-foot contour to have fallen back (as suggested by a red dotted line) in this upper portion of the upper chute; however, not so changed as to warrant a resurvey for this present examination and preliminary estimate of improvement. Below the extent of this chart to Lawrence Dam, there appeared no obstructions to a 4-foot channel, in the form of bars; only scattered bowlders will have to be removed to make a navigable 4-foot channel to the foot of Hunt's Falls; here is a fall of 11 feet (10.84) in a length of 5,700 feet, mainly on two chutes, with a pool between. APPENDIX A. 543 Directly above the falls is the junction of the Merrimac with the Concord River, from which the Pawtucket Canal allows barges of 3 feet draught tp be carried through Lowell to the river above Pawtucket Dam. Immediately above the junction of Concord River, the city fronts on a deep-water basin in the Merrimac River. This basin would be the natural place for wharves and storehouses, should navigation be extended from Lawrenceto Lowell; and with this in view the proposed improvements have been planned. The scheme for making Hunt's Falls navigable, as adopted on the plan, is substan- tially the same as that carried out in Mitchell's Falls below Lawrence, namely, the excavation of straight channels through the chutes. The velocity of current would, however, greatly exceed that in Mitchell's Falls; while in the latter place the current through the completed channels has a vel6clty of 31 knots per hour, the velocities (observed in my survey) in the chutes of Hunt's Falls range from 4 to 5 knots per hour, which, of course, would be increased by opening of artificial channels. To stem this current would probably not be possible for any steam- boat with a tow of laden barges; but stationary engines might be placed on the shores in the axis of the excavated channels, and the barges warped over the falls. This is even now resorted to in Mitchell's Falls. The channels estimated for have a width of 50 feet. The upper channel has this width throughout, while the lower ledge channel is flaring towards the pool, and at its lower end a basin is to be cleared to allow the barges to swing into the direction of the channel axis. To connect the Pawtucket Canal with the channels excavated in Hunt's Falls and the basin above, it would be necessary to dredge through the rapids in Concord River, as shown on the plan. ESTIMATE OF THE -COST OF MAKING MERRIMAC RIVER NAVIGABLE BETWEEN LAWRENCE AND LOWELL FOR A DRAUGHT OF FOUR FEET IN ORDINARY LOW-WATER STAGE, WITH MILL-WATER RUNNING. 1. Between Lawrence Dam and the foot of Hunt's Falls: Removal of scattered bowld, rs in the channel....................... $5, 000 2. In Hunt's Falls: a. In lower chute: To procure a swing-basin and channel of a least width of 50 feet, with a depth of 4 feet; removal of 4,4661 cubic yards of ledge, at $30 per cubic yard ...... ......-...... ...... .......... ............ . ... .. 133. 995 b. In upper chute: Dredging a channel 50 feet wide, 4 feet deep after excavation, requir- ing 8,620 cubic yards, scow measurement, at $6 per cubic yard....... 51,720 3. In Concord River : Dredging a channel of least width of 50 feet, and 3 feet deep, 2,325 cubic yards, scow measurement, at $6 per cubic yard ......... .... ... 13, 950 Engineering and contingencies ..................................... 20,335 Total cost ...................................................... 225, 000 An alternative project has been considered, namely, to provide slackwater naviga- tion through Hunt's Falls by means of two sets of locks and canal walls, the walls extending from the lock to the next level above and following the shore as near as practicable. This project has been drawn on the plan and profile in red. By placing the upper lock higher up in the pool and including the whole of the northerly chute in the canal (as suggested in the plan by broken red lines), a saving in the length of canal wall could be made, as well as an insignificant amount of exca- vation for channel. But the effect upon the water-power in Lowell in thus contract- ing the area of river section would, 1 think, favor the adoption of the location along the north shore, which would not materially reduce the section ; a small excavation in the flats, say from F to C, would compensate for shutting off the lower portion of northerly chute. To make this work permanent it would be necessary to build those structures of solid granite masonry; in the upper river, similar works constructed of timber cribs have been totally demolished by ice-freshets. The cost of this work is estimated as follows: a. Lower Lock and Canal; 1,645 running feet of wall, containing 3,832 cubic To clear a channel 30 feet wide inside canal wall, requiring an excava- tion of 788 cubic yards of ledge, at $5 per cubic yard .............. 3, 940 b. Upper Lock and Canal: 2,640 running feet of wall, Qontaining 5,970 cubic yards of masonry, at $20 per cubic yard............. ............. 119, 400 Riprap apron, 3,520 tons, at $1.50 per ton ............ ............ 5, 280 544 REPORT OF THE CHIEF PF ENGINEERS, U. S. ARMY. To clear a channel 30 feet wide inside canal wall, requiring the excavation of 1,500 cubic yards of gravel and bowlders, at $3 per cubic yard---........ $4, 500 ------ ...... ------ Engineering and contingencies- .------..... ...... -----.... ...----..- ---. -........-------.. 20,240 Total...........--- -................. ........... ..... ......... .......... 230, 000 To compare this with previous estimate (for channels), items 1 and 3 of that esti- mate should be added to the above total. Very respectfully, your obedient servant, SOPHUS HAAGENSEN, Assistant Engineer. Bvt. Brig. Gen. GEORGE THOM, Colonel of Engineers, U. S. A. D. LETTER OF HON. J. F. BRIGGS. MANCHESTER, N. H., November 1, 1881. MY DEAR SIR: In Manchester our population is now over 36,000, and is fast increasing. We are at the mercy of one line of railroad, or, in other words, all our railroads are under one management. Freights are very high (particularly coal), and a subject of universal complaint. Years ago the freight for the valley of the Merrimac came via Middlesex Canal to Lowell; thence by the river to Concord. Our people believe that by a small expenditure of money some arrangement might be made at the falls at Lawrence, Lowell, and others on the river. We might carry coal and heavy freight in barges or flat-boats towed by light-draught steamers to and from Newbury port. We use 75,000 tons of coal annually in this city alone, and the products of our factories and other manufacturing establishments are largely sent to New York. If this river could be again utilized it would be a great benefit to our city and other towns upon the river. My object in asking the survey was to obtain what facts I could, for the purpose, if possible, of adopting some system of improvement of this river that will relieve the business of this community of the unjust exactions of these railroad corporations. Yours, truly, J. F. BRIGGS. Brig. Gen. GEORGE THOM. A2 5 . SURVEY OF LYNN HARBOR, MASSACHUSETTS. UNITED STATES ENGINEER OFFICE, Portland, Mle., December 31, 1881. GENERAL: I have the honor to submit the following report on the- survey of Lynn Harbor Massachusetts, called for by the act of Congress approved March 3, 1881, "making appropriations for the construction, completion, repairs, and preservation of certain works on rivers and har- bors, and for other purposes." This survey was made under my direction in July last by Mr. Sophus Haagensen, assistant engineer, and a map of it is herewith submitted, showing the results of the survey, together with the works projected for the improvement of the harbor. Lynn Harbor is distant about 10 miles in a northeast direction from Boston, Mass. It is a sheet of water about 3 miles in extent from north to south, and has an average width east to west of about 1 miles, being limited on the east by the peninsula of Nahant and Long Beach, and oil the north and west by the city of Lynn and Chelsea Beach. The greater APPENDIX A. 545 part of this harbor is bare at low-water, except in the narrow and crooked channels which are shown on the map. It is open to southerly winds and is without any protection from them except that afforded on the southeast by the peninsula of Nahant. Its bottom, as ascertained by several borings, appears to consist chiefly of sand and mud with under- lying clay. The several channels, owing to the shifting character of the bottom, are now liable to occasional changes, as they would hereafter continue to be should they be straightened, widened, and deepened by dredging unless prevented by works built for the protection of the harbor from southerly winds, and so located as to create a concentrated tidal scour of sufficient force not only to prevent the closure and shoaling of the improved channels, but also have the effect of still further improving those channels. For this purpose it is proposed to build two rubble- stone breakwaters, as shown on the accompanying map, the first to commence at a point 1,000 feet to the westward of the wharf at Black Rock (Nahant), and to extend in a westerly direction for a distance of 3,550 feet to a point about 300 feet to the westward of White Rocks, and the second to commence at a point 1,000 feet to the westward of the western end of the first breakwater, and extend towards Chelsea Beach for a distance of 3,700 feet to a point about 700 feet distant from high- water mark on that beach; the remaining portion to be closed by a rubble-stone apron work. It is proposed to build these breakwaters to a height of 5 feet above the plane of mean low-water (about half-tide) with a width of 10 feet on top and with side slopes of 450 . By the eastern breakwater it is designed to close the outlet (between Lobster Rocks and White Rocks) of the western channel which leads up to the wharves at Lynn, and thereby divert the scour of the tidal water, or so much thereof as may be necessary, into the eastern or Black Rock channel; and by the western breakwater, to regulate the Saugus River channel by concentrating the tidal scour of that river into one permanent channel, which shall pass through the gap between the two breakwaters. It is also proposed, first, to straighten, widen, and deepen the eastern or Black Rock channel, so as to have a depth of not less than 10 feat at mean low-water (or 19j feet at meal high-water) froom its outlet into Broad Sound up to the harbor lines at Lynn, its width to be not less than 300 feet up to its junction with the present western Lynn channel, and 200 feet thence to the hiarbor lines, as shown on the accompanying map; and, second, to straighten, widen, and deepen the Saugus River channel so as to have a depth of not less than 10 feet at mean low-water for a width of not less than 200 feet from its outlet into Broad Sound up to the wharf at the Point of Pines, as shown on the accompanying map. The estimated cost of these works is as follows, viz: First. Improvement of the Lynn (Black Rock) channel: (a) Breakwater, 50,000 tons rubble-stone, at $1.50---....---...................-------------------- $75, 000 (b) 270,000 cubic yards dredging, at 28 cents, measured in situ--... ........... 75, 600 Adding for engineering expenses :-ad other contingencies- ....... - - - - .... 19,400 Total..-----------.... -------------------....-----..-----------------. ......--.... 170,000 Second. Improvement of Saugus River channel: (a) Breakwater and apron work. 40,000 tons rubble-stone, at $1.50----..-. -. 60, 000 (b) 105,000 cubic yards dredging, at 28 cents, measured in sita.---... ......... 29, 400 Adding for engineering expenses and other contingencies -................. 10, 600 Total ......---...........----------- ----------.. ..-..--..--...--- ....-...... 100, 000 35 E 546 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. Or, Third: Aggregate cost of two breakwaters and apron .... .... . ......... .... ----.... $135, 000 Aggregate cost of dredging...-------.......---.......----.-------......--.................------------..----- 105,000 Aggregate contingencies...--..----.......------.-........--- -- ----...... 30, 000 Total- -- -- ------ -------------- ---- 270, 000 -------- ---.....................................................------.. Lynn Harbor is situated about 10 miles, in a northeast direction, from the city of Boston, and the light-houses nearest to it are Egg Rock light, about 2 miles to the eastward, and Long Island light, about 9 miles distant, in Boston Harbor; and the nearest forts are Forts Warren, Winthrop, and Independence, in Boston Harbor, about 9 miles distant. Respectfully submitted. GEO. THOM, Colonel of Engineers, Bvt. Brig. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. APPENDIX B. IMPROVEMENT OF HARBORS AND RIVERS ON THE SOUTHERN COAST OF MASSACHUSETTS AND IN RHODE ISLAND-IMPROVEMENT OF CON- NECTIC UT RIVER. REPORT OF LIEUTENENT-COLONEL G.. K. WARREN, CORPS OF ENGI- NEERS, BVT. MAJ. GEN., U. S. A., OFFICER IN CHARGE, FOR THE FIS- CAL YEAR ENDING JUNE 30, 1882, WITH OTHER DOCUMENTS RELAT- ING TO THE WORKS. IMPROVEMENTS. 1. Hyannis Harbor, Massachusetts. 8. Potowomnt River, Rhode Island. 2. Nantucket Harbor, Massachusetts. 9. Newport Harbor, Rhode Island. 3. Wood's Holl Harbor, Massachusetts. 10. Block Island Harbor, Rhode Island. 4. Wareham Harbor, Massachusetts. 11. Little Narragausett Bay, Rhode Island 5. Taunton River, Massachusetts. and Connecticut. 6. Pawtucket (Seekonk) River, Rhode 12. Connecticut River, above Hartford, Island. Conn., and below Holyoke, Mass. 7. Providence River and Narragansett Bay 13. Connecticut River, below Hartford, Rhode Island. Conn. EXAMINATIONS AND SURVEYS. 14. Edgartown Harbor and South Beach, 16. Vineyard Haven Harbor, Massachu- Massachusetts. setts. 15. Buzzard's and Barnstable bays, Massa- chusetts, at entrance of proposed Cape Cod Canal. ENGINEER OFFICE, UNITED STATES ARMY, Newport, R. I., August 28, 1882. GENERAL: I have the honor to transmit herewith the annual reports upon the works of river and harbor improvements, and surveys under the charge of the late Lieut. Col. G. K. Warren, Corps of Engineers, during the fiscal year ending June 30, 1882. Under date July 8, 1882, Lieutenant-Colonel Warren reported the condition of his annual report as follows: I have the honor to state that I have my annual report on river and harbor improve- meits about finished, but am somewhat embarrassed in making the money statements and estimates for the fiscal year ending June 30, 1884, not knowing what will be appropriated for the current year, upon which the other depends in some cases. Very respectfully, your obedient servant, J. W. BARLOW, Matjor of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. 547 548 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. B I. IMPROVEMENT OF HYANNIS HARBOR, MASSACHUSETTS. At the date of the last annual report the proposal of Charles E. Davis to furnish riprap granite under the appropriation of $5,000, by act approved March 3, 1881, had been accepted, and contract was en- tered into with him July 7, 1881, at the price of $1.69 per gross ton. The work of delivering stone was commenced in July and completed in October, 1881. Two thousand five hundred and fifty and three tenths tons were placed in the work in building up the slopes below low- water to one on two on the outside, and one on one on the inside. This completed the work in accordance with project adopted in 1874. Mr. J. P. Cotton, assistant engineer has superintended this work. The wants of the future are, dredging to increase the depth within the protected area, changing the light-house to the east end of the breakwater, and adding fog-signals. Money statement. July 1, 1881, amount available....... . .............. ........ .......... $4,949 38 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .................... ..... ............ ...... .. 4, 670 75 July 1, 1882, amount available.... ................. .................. .... 278 63 B 2. IMPROVEMENT OF NANTUCKET HARBOR, MASSACHUSETTS. At the date of the last annual report the construction of the jetty under contract, dated December 28, 1880, was in progress. . During the fiscal year ending June 30, 1882, the work has been in progress under the same contract; 8,134- tons were placed in the work, which makes the total number of tons delivered 12,1237, and leaves about 3,871 tons still to be furnished. The length of the jetty is about 1,650 feet. During the year frequent surveys have been made to ascertain the effect of the work, and in May, 1882, a full survey of the outer harbor was made. A comparison of the maps of these surveys shows a continuous deposit of sand in the west angle formed by the jetty and the shore. The high-water line at the jetty has advanced 150 feet. On the east side, in the early stages of the work, the sand was cut out, and in a severe storm from the north, on October 5, considerable inroad was made on the shore immediately east of the work. To arrest this, short spurs wer4 built at right angles to the jetty from near the shore out for 150 feet; since the building of these the sand has been deposited and the shore line advanced considerably, but not so much as on the west of the jetty. The depth of water has increased over a considerable area between the jetty and the deep channel at Brant Point, while on the west side front the outer end toward the shore the depth has decreased. The current during ebb-tide has increased, and it now flows northwestwardly out past the jetty; it is on this line that the increase in depth is noted. It is APPENDIX B. 549 still too short to have any effect on the " outer bar," and on this is the shoalest water in the entrance to the harbor. During the year six spurs have been built on Coatue Point to arrest the abrasion of the shore. These spurs consist of double line of posts set firmly in the sand, planked up and tied together, and tilled in, at first with sand bags and later with bowlders, picked along the shore tp of the inner and upper harbor. The results of the year's work leads us to expect no marked increase in the depth of water in the channel until the jetty has been extended to the " outer bar." It is proposed with the appropriation of $25,000 made by act of Con- gress approved March 3, 1881, and a portion of what remains on hand of the first appropriation, to continue the work of building the west jetty, at the same time keeping a careful watch of its effects. With the apI)ropriation of $25,000 by act of Congress of August 2,1882, the sec- ond or east jetty on Coatue Point will be commenced if it should become necessary. This work has been under the superintendence of Assistant Engineer Joseph P. Cotton. The estimated cost of the west jetty was $112,000, and of the two jetties $224,000. There has been appropriated $100,000, leaving $124,000 to be appropriated to complete the work in accordance with the original plan as approved by the Secretary of War. The most difficult part (the shoalest) of the west jetty has been con- structed so that more rapid progress can now be made with the work. There could be profitably expended in the year ending June 30, 1884, $60,000. Mloney statement. July 1, 1881, amount available...... .... .................. . ..... .... $67, 084 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181 - -......... -.--.-.-... $19, 256 87 July 1, 1882, outstanding liabilities.......................... 2, 035 70 21,292 57 July 1, 1882, amount available.. ........ ..... ................. ...... 45, 792 15 Amount appropriated by act passed August 2, 1882 ..................... 25, 000 00 Amount available for fiscal year ending June 30, 1883.................. 70,792 15 Amount (estimated) required for completion of existing project.......... 124, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 60, 000 00 B 3. IMPROVEMENT OF WOOD'S HOLL, MASSACHUSETTS. The amount available for this work at the beginning of the fiscal year was too small to warrant the undertaking of any work of improve- ment. At the request of Prof. S. F. Baird, United States Fish Commissioner, a survey was made of the northern shore of "Great Harbor," for the purpose of making a plan and estimate of a breakwater. In obedience to a resolution of the House of Representatives, dated January 11, 1882, a report was made upon the construction of a pier and breakwater in the "Great Harbor," with estimates of the cost of the work. This re- port is appended. 550 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. By act of Congress of August 2, 1882, $52,000 was appropriated for the construction of a harbor of refuge at Wood's Holl, Mass. This amount was the estimated cost of the pier and breakwater. This was not part of the improvement estimated for in the report of survey in 1873. That contemplated the clearing out of the passage between Buzzard's Bay and Vineyard Sound, so that large coasting vessels could use it. This would require a further appropriation of $431,000. This improvement is not for the benefit of a special locality, but may be called truly national. The construction of the harbor of refuge for which funds have been appropriated will add to its importance. An appropriation of $100,000 could be profitably expended in the fiscal year ending June 30, 1884. Money statement. July 1, 1881, amount available......--...-----......----..---....-.....--............----- $905 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....... ...... .....--......... -- .--..... .. ...- ......-- 338 67 July 1, 1882, amount available. --------.....----......--------......--...-- ..----------....-.....- ------....... 567 07 Amount appropriated by act passed August '2, 1382-. ... ---..-.. . 52, 000 00 Amount available for fiscal year ending June 30, 1883.... ............ ..... 52, 567 07 SURVEY FOR PIER AND BREAKWATER IN THE "GREAT HARBOR" OF WOOD'S HOLL, MASSACHUSETTS. ENGINEER OFFICE, UNITED STATES ARMY, Newport, R. I., February 9, 1882. GENERAL: I have the honor to report, in obedience to your commu- nication of January 14, in relation "to the construction of a pier and breakwater in the 'Great Harbor' of Wood's Holl, in Massachusetts, including estimates of cost of the work," as required by resolution of the House of Representatives, dated January 11. A survey for the above purpose was made by me without special authority, under circumstances which were informally reported to you in a communication dated October 27, 1881, the substance of which is as follows : While making surveys and examinations under the last act for rivers and harbors, during the month of September, the surveying vessel and party passed through Wood's Holl, and when there made (at the request of Prof. S. F. Baird, United States Fish Commissioner) a survey of the northern shore of "Great Harbor," for the purpose of making a plan and estimate of a breakwater, wharf and basin for the uses of the United States Fish Commission, and other branches of the public service which might desire its facilities, for coaling and replenishing other stores, and for seeking or send- ing information or instruction by telegraph. The maps and estimates are not yet ready to transmit, as further consultation and study are necessary. At the date of the present communication all the plans are completed as far as we can foresee. The map transmitted herewith is on a scale of 50 feet to an inch. The exact location of the breakwater and wharves is not put on it since nearly the same advantages can be gained at more than one of the points, and the choice had better be left an open ques- tion. The wharf is to have a depth of 18 feet at mean low-water at the outer end and northern side and 12 feet on the south side. The estimated cost of the whole, not including the minor details of adaptation to various uses, is $52,775. APPENDIX B. 551 Wood's Holl is a point of great importance to navigation, and for a thorough map of the whole vicinity I request attention to the one sent to the delpartment, December 31, 1873. The removal of the few rocks we have since taken out has been of great benefit to navigation, and the original plan should be carried to completion. I inclose herewith a communication from Prof. S. F. Baird, United States Commissioner of Fish and Fisheries, expressing his views of the importance of the station, both to commerce and to the purposes of the Fish Commission and of the Bureau of Revenue Marine. Very respectfully,. G. K. WARREN, Lieutenant-Colonel Engineers, Bet. Maj. Gen., U. S. A. Bvt. Maj. Gen. H. G. WRIGHT, Brigadier-General and Chief of Engineers, U. S. A. REPORT OF MR. JOSEPH P. COTTON, ASSISTANT ENGINEER. ENGINEER OFFICE, UNITED STATES ARMY, Newport, B. I., February 9, 1882. GENERAL: The following is a detailed estimate of the cost of a Rier and breakwater at Wood's Holl, Mass. The pier is to be 200 feet wide at the head and about 400 feet long. The depth at the head and for 220 feet on one side is to be 18 feet at mean low-water, and 12 feet deep on the other side, thence to he shore to be built on the present bottom where the depth is from 9 feet to bare at low-water. The depths at head and sides to be made by dredging. ESTIMATES. Cubic fedt. For the wall across the head, and for 220 feet on north,side, 5 feet wide on top and 15 feet on bottom and 24 feet high .............. ..............---.... 96,240 200 feet south side, in 12 feet, 190 by 18 by 84 ... .. _ _......................_ 28,925 70 feet wall, in water from 9 to 6 feet deep, 70 by 8 by 14................... 7,840 120 feet wall, in water from 6 to 3 feet deep, 3 feet wide on top and 8 feet on .. bottom .---.....-----..------- ---- -----..---------- -------..---- ---- 7,260 250 feet wall, in water from 3 feet deep to shore, 250 by 4j by 9 .............. 10, 125 Total outside wall ................... .........-----..------.................-------- 151, 390 Or 5,610 cubic yards at $5 per yard, $28,050. Dredging for wall across head and 220 feet north side and 200 feet south side. $3, 000 Removing bowlders ......-----------------------..... ------------......-----.........................--------......--...... 2, 500 Piling and capping outside ....__.... ... .. ............................ 3, 000 Filling a bauk to make with the wall 25 feet width, all around inside of wall, 8,300 cubic yards gravel, at 75 cents....-..-.... -................ 6, 225 Retaining wall of piles and sheet piling to hold the berm and for cross wall. 5, 000 Instead of this, which would be liable to decay above water and to be destroyed by worms below, a bank of gravel could be put in and a wall built above high-water at about the same cost. This would give a beach of gravel around the basin which would reduce the area of deep water. The bank would be 24 feet wide on bottom (probably) and 6 or 8 feet at low-water in addition to the desired 25 feet. Pipes through the wall and bank to provide for circulation, with proper way- gates-eight of them............ ......-- .. . ......... ...... ........ $5, 000 For bringing water from Buzzard's Bay, 2,000 feet of pipe (30 inch) would be required; the cost of this would be, with gates and distributing pipes..... 15, 000 The amount of estimate, without the piping, is...... -........ ...... ...... $52, 775 Add probable cost of this ................................................. 15, 000 Total...............-----------..-----..........----------------------.......--....---------------- 67,775 The above estimates are at present prices of material, labor, &c. No allowance is made for unexpected difficulties that may be met, and nothing is added for superin- tendence. A small saving could be effected by backing the wall with earth and cov- ering with gravel. 552 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. If the pier is built from the point on Mr. Fay's land, the piping from Buzzard's Bay could probably be done for $8,000. If the pipe is laid below low-water in Buzzard's Bay into Great Harbor the flow through it would be almost continuous either into or from the bay, as in the " Holl" now. It would flow from the bay for about twelve hours of thu twenty-four. The idea of the necessity of circulation was for keeping fish rather than hatching them. Very respectfully, JOSEPH P. COTTON, Assistant Engineer. Bvt. Maj. Gen. G. K. WARREN, U. S. A., Lieutenant-Colonel of Engineers. LETTER OF PROF. SPENCER F. BAIRD, UNITED STATES COMMISSIONER OF FISH AND FISHERIES. UNITED STATES COMMISSION, FISH AND FISHERIES, Washington, D. C., December 17, 1881. SIR: I have honor to inclose herewith a memorandum in reference to tile impor- tance of the proposed pier and breakwater in the Greater Harbor of Wood's HoI1, Massa- chusetts, to the interests of navigation in general and to those of the United States in particular. Very respectfully, your obedient servant, SPENCER F. BAIRD, Commissioner. Maj. Gen. G. K. WARREN, U. S. A. IMPORTANCE TO VARIOUS BRANCHES OF THE PUBLIC SERVICE OF THE CONSTRUCTION OF A PIER AND BREAKWATER IN THE GREATER HARBOR OF WOOD'S HOLL, MASSACHU- SETTS. There are very few safe harbors, especially for vessels of over 10 feet draught, on the south coast of New England between Newport and Provinctown, the principal being Tarpaulin Cove, on the island of Naushon, Wood's Holl, Vineyard Haven, Edgartown, Nantucket, and Hyannis, Provincetown being next in the series. Of these, the harbors of Tarpaulin Cove and Vineyard Haven are available only during the prevalence of certain winds, while those of Edgartown and of Nantucket (the bar of which can only be crossed at high-tide and by low-draught vessels) are of insufficient depth and very much out of the course of vessels. The harbor of Hyannis is formed simply by a breakwater in an open roadstead. In the range indicated, the Greater Harbor (as dis- tinguished from a smaller) at Wood's Holl is by far the best, although access to it is somewhat difficult, in consequence of a narrow entrance. Here there is a depth of water ranging from '0 to 60 feet, which is ample for vessels of any class. No danger need be apprehended, excepting when heavy winds blow directly from the south, the quarter whence cyclone storms are very apt to come. The construction, however, of a pier or breakwater along either one of two shoals, making out directly from the main land, would convert this harbor into an absolutely land-locked inclosure, under the shelter of which vessels might lie safe from any conceivable storm. The United States Fish Commission, besides carrying on with success the reproduc- tion of the shad, salmon, whitefish, and other useful fresh-water fishes, has of late years been turning its attention to the multiplication of the fishes of the sea, from which results of the greatest importance are expected. Experiments made with the cod, Spanish mackerel, sea-bass, and striped bass have been entirely successful, and authorize the assurance of success in the application of the same principles to other species, such as the common nmackerel, haddock, sheepshead, tautog, weakfish, &c. The importance of arresting the very rapid diminution of these fish, and the still greater necessity of increasing their abundance to the extent within the power of ap- plied science, makes the selection of a station for carrying on this work on a large scale a matter of greater moment. The requirements are a reasonably mild climate for the winter work, water perfectly pure and free from sewage, the aeration of this water, and accommodations for keeping the live fish for a certain time, with proper change of water and food during the interval. All this is, of course, contingent upon the occurrence of fish in considerable numbers and proximity to seines and pounds, by which they may be taken alive and uninjured. The method of procedure in the multiplication of these fish is to catch the parent fish befobre the eggs are entirely ripe, bring them to the station in smacks or tow-cars, APPENDIX B. 553 and transfer them to basins or floating cars, where they can be properly cared for. The eggs,when ripe,are then removed by well-known processes of manipulation. Some- times weeks will elapse before the fish are ready io be "stripped," and unless they have natural surroundings they will suffer by the detention. In previous experiments of the United States Fish Commission the fish were kept in large floating boxes or cars. In their attempts to pass through the gratings of these boxes the fish were constantly receiving injuries, while the inclemency of the winter, during which the work was of necessity prosecuted, caused many to freeze to death before the operation was perfected. It is contemplated to so construct the pier in question at Wood's Hell that it shall inclose a number of subdivisions or basins, where the fish can be kept until ready for use. The passage of the tides through the openings between the mainland and the island of Naushon causes an agitation of the wa er, whereby it is brought to the site of the proposed pier in a perfect foam, thus assuring the best possible conditions for the fish. It is confidently believed that at such a station there will be an opportunity to hatch out many hundreds of millions of eggs every year. A portion of the young fish would be turned out into the adjacent waters, and the remainder transferred by the vessels of the Fish Commission to points further south, possibly even to the Caro- linas. So far as the United States Fish Commission is concerned, this pier will also furnish a great desideratum in the way of a station at which its vessels can be kept or can resort when engaged in the prosecution of the practical investigations into the move- ments and abundance of the useful food-fishes. Congress has thought fit to make an appropriation to the commission for the con- struction of a sea-going vessel of nearly 15 feet draught, whose explorations shall aid in the solving of many practical problems; at present, however, there is no ava lable wharf on the south coast of New England (the best starting-point) to which this ves- sel can tie up for the purpose of taking on board supplies, &c., or delivering them on shore. In addition to general service in the interest of commerce and of the operations of the United States Commission, this station will be available to other branches of the government service. It is particularly important for the Revenue Marine to enjoy the advantages afforded by such a station, and these the Fish Commission would be most happy to share with it. Four revenue cutters cruise on the south coast of New England, especially during the winter, and have constant occasion to refit and take in coal, water, and other supplies. At the same time they require to be in close communication with the Treasury Department and with the custom-houses of Boston, New Bedford, Newport, &c. At present their coaling and supplying station is at Edgartown, on an island, access to which is difficult and involves a delay of hours, especially in the winter season. No telegraph wires connect Edgartown with Boston, New Bedford, or Newport. If the principal station were established at Wood's Holl, in consequence of this improvement, the coal might be stored there; fresh water could be had directly at the wharf, and all necessary telegraph facilities obtained in the depot of the Old Colony Railroad, which is within a few hundred yards. Other vessels of the government would likewise be benefited, especially those of the Light-House Board. This board has a station in the "Little Harbor" at Wood's Holl, about half a mile from the proposed pier,which, however, its boats of large draught cannot enter, such ve sels as the Fern, for instance, being obliged to anchor outside the harbor, instead of proceeding directly to the wharf to discharge or receive supplies of oil, &c. SPENCER F. BAIRD, United States Commissioner of Fish and Fisheries. WASHINGTON, December 14, 1881. B 4. IMPROVEMENT OF WAREHAM HARBOR, MASSACHUSETTS. At the date of last Annual Report a contract had been made with John McDermott, of Cohoes, N. Y., for dredging at 24, cents per cubic yard. Dredging was commenced October 24, and completed in December, 1881. D)uring this time there were removed 28,383 cubic yards in mak- ing a channel 150 feet wide and 9 feet deep at mean low- water through 554 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the 1"upper bridge. bar" and along the front of the wharves up to the railroad The work of strengthening the sand-catch fence was commenced in July and continued until cold weather. It was strengthened by load- ing it with heavier stone than had been heretofore used, and by build- ing spurs at right-angles to the main fence of brush and stone. Some additional stone has been placed upon the fence and spurs this season. There has been used during the year 668 tons of stone. There is a constant deposit of sand along this fence and the spurs. During calm weather the deposit is generally between low and high water; this in storms is beaten back on the higher parts of the beach. The sand-catch fence is located along the highest. part of the beach, to hold the sand driven up. If it can be held until "beach-grass" takes root it will be much more likely to remain permanent. The fence, in so far as it is composed of brush, will require frequent repairs, but these are not likely to be large or expensive for a few years. With the appropriation of $5,000 made by act of Congress of August 2, 1882, the work on Long Beach will be continued. The plan under which the work is being carried was estimated at $44,050. There has been appropriated $15,000, leaving $29,050 neces- sary to complete the improvement. Of this amount $15,000 could be profitably expended in the fiscal year ending June 30, 1884. This work has been under the superintendence of Joseph P. Cotton, assistant engineer. loney statement. July 1, 1881, amount available .---.....--......------------------- ...----.......... $9, 886 81 ......-------...... July 1, 1882, amount expended during fiscal year, exclusive of outstanding ----....--...........--...............--...... liabilities July 1, 1881 .---........- 9, 489 36 July 1, 1882, amount available .----.....---................... ..... .......---- 397 45 -5, Amount appropriated by act passed August 2, 1882 ..................--. 000 00 Amount available for fiscal year ending June 30, 1883.............. ....... 5,397 45 Amount (estimated) required for completion of existing project ........... 29, 050 00 Amount that oan be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 B 5. IMPROVEMENT OF TAUNTON RIVER, MASSACHUSETTS. At the date of last annual report work was being prosecuted under contract to make a channel 11 feet deep at mean high-water. Work was continued until November, 1881. The amount removed from June 30, 1881, was 10,968.9 cubic yards. Work under contract with William H. Beard, of Brooklyn, N. Y., was commenced in April, 1882, and up to the end of fiscal year he had removed 12,263.2 cubic yards of material, completing the channel down to Chabbot Rock, about 14 miles below the bridge at Weir. The amount available of the appropriation made by act of Congress approved March 3, 1881, will complete the improvement down to Burt's Shoal, 24 miles below Weir. This river is so narrow, the current so strong, and the sides of the channel so rocky, that its navigation is rarely attempted except at or near high-water. APPENDIX B. 555 The original ruling depth was scarcely more than 5 feet at mean high water in a channel much obstructed by bowlders. The project to give 9 feet depth at mean high-water was completed in 1880. The present project is to give a channel 11 feet deep at mean high-water from Digh- ton to Weir, a distance of 6 miles. The estimated cost was $94,000, of which $67,500 has been appropriated, leaving $16,500 to complete the improvement according to the adopted plan. This amount could be profitably expended in the fiscal year ending June 30, 1884. This improvement has been under the superintendence of J. P. Cot- ton, assistant engineer. Money statement. July 1, 1881, amount available----..................-----..--..--..--....------...... $34,574 35 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-.. -10, .,..... $. 525 87 July 1, 1882, outstanding liabilities .......................... 346 12 - 10,871 99 July 1, 1882, amount available .......................................... 23,702 36 Amount appropriated by act passed August 2, 1882 ...................... 25, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 48,702 36 Amount (estimated) required for completion of existing project .- ........ 16,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 500 00 B 6. IMPROVEMENT OF PAWTUCKET (SEEKONK) RIVER, RHODE ISLAND. The project, so far as adopted and approved, is completed. There is an unexpended balance of $529.58 which still remains for contingencies. No expenditure in the fiscal year ending June 30, 1882. The mouth of this river is obstructed by two bridges, with badly arranged draws. Several efforts to remove these obstructions have been made by the local and State authorities, but as yet with no defi- nite result. No appropriations for this improvement have been made since 1873. No appropriation is asked for fiscal year ending June 30, 1884. Money statement. July 1, 1881, amount available....................... ... .... .. $529 58 ......... July 1, 1882, amount available.. . ........... .-. ........... 529 58 ..............----- B 7. IMPROVEMENT OF PROVIDENCE RIVER AND NARRAGANSETT BAY, RHODE ISLAND. At the date of the last annual report the Atlantic Dredging Company were at work dredging under contract dated August 25, 1880. Work on this contract was commenced in March, and it was completed July 30, 1881; 322,140 cubic yards of material were removed. This dredging increased the width of the 20-foot channel previously 556 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. made between Harbor Junction Pier and Field's Point from 300 to 450 feet, except at the Point of Long Bed, where hard material that could not be dug by a clam-shell machine was found at a depth of 16 feet at mean low-water. An additional cut was also made on the west side of the 20-foot channel, between Harbor Junction Pier and Hill's Wharf. At the time of the completion of this contract there was a least width in the 20-foot channel of 450 feet, except at the Point of Long Bed, where it was but 400 feet wide. Congress, by act approved March 3, 1881, appropriated $60,000 for continuing this improvement. It was decided to expend this money in increasing the width of channels 12 feet deep at mean low-water, so as to afford better anchorage for the smaller class of vessels, and thus keep the main channel free. When tenders were asked, however, only one com- pany bid, and they made the offer to dredge to 12 feet depth for 19 cents per yard, and to make a depth of 14 feet for 17 cents per yard. The adopted project called for a width of 940 feet of 12 feet depth, and a width of 725 feet of 18 feet depth. It was clearly in the interest of the economical prosecution of the work to accept both prices and make a depth of 14 feet over that part that the project called for 18 feet, and then expend what money remained in making 12 feet. Work on this contract was commenced August 1, 1881, and prosecuted up to April 26, 1882, when the available funds were exhausted. A depth of 14 feet was made on the west side of the channel, below Hill's Wharf, for a width of 100 feet. The lower end of Green Jacket Shoal was taken off for a width of 250 feet to a depth of 14 feet, and the east side of the channel below Wilkesbarre Pier was widened 200 feet, with a depth of 14 feet. The 12-foot depth made was confined to the west side of the chan- nel, below Hill's Wharf, where, commencing on the west side of the 14- foot cuts, it was extended 120 feet farther west, running down river about two-thirds of the distance to Harbor Junction Pier. The total number of yards removed under contract dated July 8, 1881, was 322,255.2. This improvement is under the superintendence of Assistant Engineer Ii. A. Bentley. Under date of March 17, 1882, the following resolution was passed in Senate of the United States: Resolve' by the Senate of the United States, That the Secretary of War is hereby di- rected to transmit to the Senate estimates of the cost of increasing the depth of the main ship-channel of Providence River and harbor to 25 feet, with 300 feet in width at mean low-water; also to report what portion of the estimated cost of said improve- ment can be expended to advantage during the next fiscal year. In obedience to this resolution, a report was submitted by me March 24, which was transmitted to Congress and printed as Senate Ex. Doc. No. 145, Forty-seventh Congress, first session. It is appended to this report. The cost of making a channel 300 feet wide and 25 feet deep at mean low- water over and above that of making a channel with a depth in the center of 23 feet, gradually shoaling to a depth of 6 feet as provided for in the adopted project of 187x, was estinmate d at ................................ $175, 000 To complete project of 1878 still required .............. ...... ............. 270, 000 Total cost of entire improvement.. ..... ..... .... .. .... .........- 445,000 The appropriation of $125,000, made by act of Congress August 2, 1882, will be expended during the fiscal year June 30, 1883, in making the channel 25 feet deep at mean low-water to as great an extentas the money will pay for. APPENDIX B. 557 Money statement. July 1, 1881, amount available......----..----..----............................ $85, 412 58 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881, .......................... .......... ........ . 81,948 09 July 1, 1982, amount available......---....- ......---..----............ ....--.... 3, 464 49 Amount appropriated by act passed August 2, 1882 ..---- ............... 125,000 00 Amount available for fiscal year ending June 30, 1883..................... 128, 464 49 Amount (estimated) required for completion of existing project ...... .... 320, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 200, 000 00 SPECIAL REPORT ON IMPROVEMENT OF PROVIDENCE RIVER AND HARBOR, RHODE ISLAND. ENGINEER OFFICE, UNITED STATES ARMY, Newport, R. L, March 24, 1882. * GENERAL: I have the honor to submit the following report, as di- rected by you under date of March 22, 1882, upon the cost of making a channel 300 feet wide and 25 feet deep at mean low-water from deep- water in Narragansett Bay toFox Point, Providence, R. I. (1.) The project upon which we have been working is to make a chan- nel 23 feet deep at mean low-water and a width of 200 feet from Field's Point to the ocean. This has been completed with the exception of the removal of about 25,000 cubic yards at Gaspee Shoal, where there is a least depth of 21 feet at mean low-water. (2.) The space between Field's Point and Fox Point the plan contem- plates making a harbor of, of the following proportions: Of a least depth of 23 feet, 150 feet wide. Of a least depth of 20 feet, 600 feet wide. Of a least depth of 18 feet, 725 feet wide. Of a least depth of 12 feet, 940 feet wide. Of a least depth of 6 feet, 1,060 feet wide. Of this second part the channel of 20 feet depth has been completed to a least width of 450 feet, in some places 500 feet; and from 12 to 14 feet depth has been made in a portion of it for a width of 840 feet. There has been appropriated, and nearly expended, $230,000, leaving $270,000 of the estimate for completing the foregoing plan. To now enlarge the project so as to secure a mean low-water depth of 25 feet and width of 300 feet from Fox Point wharf to the ocean will require the dredging of the following additional amounts, not before included: Cubic yards. Between Fox Point and Field's Point... . ...... .........-......... 265, 000 Between Field's Point and Pawtuxet Shoal...-...-....- .......-- ........ 125.000 At Paw tuxet Shoal, about 2 miles below Field's Point......2........... 235, 000 At Gaspee Shoal, about 1 mile below Pawtuxet Shoal......--- --- ---...... 165, 000 790, 000 This work of deep dredging and towing to distant dumping ground will cost probably 20 cents per cubic yard: 790,000 cubic yards, at 20 cents .................................... .... $158, 000 For superintendence, &c ..... . ......... ......... ...................... 17, 000 Additional cost of enlarged channel ............................. ...... 175, 000 558 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The entire amount to be appropriated to complete the improvement of Providence Harbor and River is then as follows: Amount required on first project..----..........---------........................------------------------ $270, 000 Additional amount required on enlarged project .......................... 175, 000 445, 000 This work can be prosecuted at all points at once, and at least $200,000 could be expended in a favorable year if proper contractors can be se- cured for the operations. Accompanying this report are the following maps: (No. 1.) Coast Survey map of Narragansett Bay, with the curve of 25 feet depth and the proposed dredging shown in red. (No. 2.) A map of Providence River from Fox Point to Field's Point, showing the present depths, with the proposed dredging shown in red. This is a tracing on a scale of 200 feet to the inch. (No. 3.) A map of Providence River from Field's Point down to and including Gaspee Shoal, with the proposed channel shown in red. This is a tracing on a scale of 400 feet to an inch. Very respectfully, G. K. WARREN, Lieutenant Colonel of Engineers, -Bvt. Maj. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A., Washington, D. C. STATE OF RHODE ISLAND, ETC., OFFICE OF THE HARBOR COMMISSIOERS, 2 MARKET SQUARE, CORNER OF CANAL STREET, Providence, R. I., March 20, 1882. ions. HENRY B. ANTHONY, NELSON W. ALDRICH, JONATHAN CHACE, HENRY J. SPOONER, Senators and Representatives: GENTLEMEN: I am directed by the harbor commissioners to com- mend to you the communication of the president of the board of trade, urging an appropriation by Congress for increasing the width and depth of water-way across the bars in the channel leading to Providence Har- bor. In the opinion of this board the city of Providence has peculiar ad- vantages of location as an importing and exporting station. Its outer harbor is Narragansett Bay, containing about 70 square miles of anchor- age area, completely land-locked, where all the shipping of the country could ride out any storm in safety. Two unobstructed passages lead to this basin, and through one or the other the largest vessels that float could enter without a pilot in a storm from any quarter. Ice never pre- vents making a good harbor here. For about 20 miles from the sea ves- sels of 30-feet draft could find free passage, but from that point to the city a few bars occur which will prevent their further passage until a deeper channel is dredged across them. There is, perhaps, no harbor in the country where dredging can be done at less cost per yard, and there is little silt naturally brought down by the rivers. The channel once deepened would be permanent, or could be maintained at very small average annual expenditure. APPENDIX B. 559 As no strong natural forces tend to shoal the entrance from the sea, as at some of our ports, and no ledge needs to be removed, at great ex- l)ense, to gain sufficient depth, as at others, the harbor of Providence offers, in our belief, great inducements for improvement to secure some of the increased accommodations required by the growing traffic of the country with foreign nations. Very respectfully, J. HERBERT SHEDD, Chairman. STATE OF RHODE ISLAND, ETC., IN GENERAL ASSEMBLY, January Session, A. D. 1882. RESOLUTIONS relative to the harbor of the city of Providence. Whereas within the past few weeks a direct railroad communication has been established between the city of Providence and the Western States, by which the varied products of that great section of country, that are transported over the main trunk lines of railroad, may be dis- tributed not only throughout New England, but also forwarded to for- eign lands by the unequaled facilities of Narragansett Bay; and Whereas this new communication has been secured by the completion of the New York and New England Railroad, the managers of which have declared their willingness and their determination to afford to the city of Providence equal advantages with the city of Boston in the transportation and delivery of freight at tide-water in said city of Prov- idence; and Whereas the city of Providence has declared its intention to improve its tide-water facilities by the vote of its city council to expend the sum of $75,000 during the present season in dredging that portion of the harbor within its jurisdiction ; and Whereas the board of trade in said city has by its action and through its officers and committees secured assurances from responsible parties that the large ocean steamers for foreign trade can and will be sent to said city as soon as the dredging now required shall be accomplished; and Whereas it is desirable and necessary that, in view of these facts, the sum to be expended by the general government during the approach- ing season should be largely augmented to the end that the present ship- channel may be deepened to a depth of not less than 25 feet at mean low-water, and widened to a width of not less than 300 feet: Therefore, Resolved (the house of representatives concurring herein), That the Senators and Representatives from this State in the Congress be re- quested to take such action as shall to them seem most expedient to obtain such an increase in the annual appropriation for immediate use in the harbor of Providence and the approaches thereto as will secure the deepening and widening of the main ship-channel, as above set forth. Resolved, That a duly authenticated copy of the aforegoing be for- warded to each of the Senators and Representatives from this State in the Congress. I certify the foregoing to be a true copy of resolutions passed by the general assembly of said State March 21, 1h82. JOSHUA M. ADDEMAN, Secretary of State. 560 REPORT OF THE CHIHF OF ENGINEERS, U. S. ARMY. B 8. iMPROVEMENT OF POTOWOMUT RIVER, RHODE ISLAND. Congress, by act approved March 3, 1881, appropriated $5,000 for this improvement. Proposals for dredging under this appropriation were publicly invited, and the work awarded to Mr. S. A. Hammond, the lowest bidder, at 23 cents per cubic yard. (See last annual report.) Mr. Hammond commenced work on his contract July 1, 1881, and continued until its completion, in October, 1881; 15,012 cubic yards of sand and mud were removed. The greater part of this work was done in making a channel 115 feet wide and 5 feet deep at mean low- water across the bar at the mouth of the river. The other dredging done was at sharp points in the river between the mouth and Hope- land's wharf. These points were cut off, so as to make the channel easier to navigate. An old landing, composed of 93 yards of stone and 12 logs, was also removed by'the contractor. Euston's Rocks were removed to a depth of 5 feet at mean low-water by divers employed by the day; 63 tons of rock were removed in all, at an expense of $496. This improvement was under the superintendence of Assistant Engi- neer H. A. Bentley. The project, with the modification of width of channel from 150 feet to 115 feet, is completed, and no further appropriation is asked. Money statement. July 1, 1881, amount available .................... ... . ...- .......... __ $4, 951 01 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181........... ........... ......... ......... . ........ 4, 951 01 B 9. IMPROVEMENT OF NEWPORT HARBOR, RHODE ISLAND. At the date of the last annual report a contract had been made with Mr. Henry E. Dubois for dredging under the appropriation of $25,000 by act approved March 3, 1881. The work of excavation was commenced July 19,1881, and prosecuted up to December 17, 1881, when 91,102k cubic yards, or about one-half of the contract, had been completed. In drawing specifications for this work it was assumed that the ma- terial forming the bottom was mud, like that of the surface, and that a sufficient quantity at least would be found, the removal of which would exhaust this appropriation. 4s the work of dredging was continued it was ascertained that in many p)laces this covering of mud was only about 1 foot thick, and underlying this was a formation of stiff clay, with occasional ridges of sand, gravel, and small bowlders. In the early part of the work these ridges were only occasionally found, but they in- creased in size and number as the work went on. The contract called for the removal of mud only, and when these hard spots were met they were left. It was thought that tlhe interests of the improvement suffered under this methlod of p)roceeding, and that it would cost more to go over the work twice, as it would be necessary to do to leave the required depth APPENDIX B. 561 of 13 feet; at the same time it was entailing a hardship on the contractor to compel him to work at such disadvantage. The contract was there- fore annulled by mutual consent. Proposals to dredge to 13 feet depth at mean low-water, and calling for the removal of mud, shells, gravel and small stones, clay and sand, and bowlders when not to large to go in dipper of dredge, were adver- tised for under date of January 20, 1882. The following proposals were received and opened February 6, 1882: No. Name of bidder. Price. Commence. Complete. Percub. yd. 1 Edgar M. Payn, Albany, N. Y -- - - - - - -...--....-- - 19.9 cents. March 1, 1882.. Aug. 31, 1882. 2 Hartford Dredging Company, E. H. Williams, presi- 20 cents .. Aprill, 1882... Aug. 31, 1882. dent, Hartford, Conn. 3 John H. Fenner, No. 227 Pine street, Jersey City, N. J. 29, cents.. April 1,1882 .. Aug. 31, 1582. 4 John Van Patten, Rahway, N. J...................... 31 cents... Within 10 days Aug. 31, 1882. 5 John McDermott, Cohoes, N. Y ....................... 1 cents... April 1, 1882_'.. Aug. 31, 1882. The contract was awarded to Mr. E. M. Payn, the lowest bidder. Mr. Payn commenced work March 25, 1882, and at this date is prosecuting. it. The total number of cubic yards removed during fiscal year ending June 30, 1882, is 115,697*. The anchorage area between Commercial Wharf and Long Wharf of from 1.1 to 13 feet depth at mean low-water has been increased about 16 acres. This improvement is under the superintendence of Assistant Engi- neer H. A. Bentley. The original estimate for increased anchorage was made without a special survey, and the material was thought to be mud, and that it could be dredged with clam-shell dredges. This proved to be other- wise, and the difficulty of digging made the cost 50 per cent. more than was estimated. Hence the original estimate should, on account of the hardness of the material, and also on account of enhanced prices of labor and material, be increased from $72,000 to $108,000. Add to this probably 80,000 cubic yards at 30 cents per cubic yard (not included in above)to deepen, straighten, and widen the entrance on the south side of Goat Island to 13 feet at mean low-water (this is much desired by the steamboat navigation), we thus have a Total cost of ......- - ...... ......... .. .. ..... .......... ... ......... .....---. $132, 000 There has been appropriated - ......... ..- ..... ..... .............. .....--- . 45, 000 Leaving to be provided ---..----................----...... ......---.... ...... 87,000 There could be profitably expended in one year $50,000. Money statement. July 1, 1881, amount available .---...--- -----.... .....----........................ $24, 832 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.................. .... $16, 302 35 July 1, 1882, outstanding liabilities........................... 489 45 16, 791 80 July 1, 1882, amount available ...... ............ ......... ....... .... 8,041 05 Amount appropriated by act passed August 2, 1882.....-.........--.... 20,000 00 Amount available for fiscal year ending June 30, 1883 - ................ 28,041 05 Amount (estimated) required for completion of existing project- .....- . 7, 000 00 Amount that can be profitably expended in fiscal year ending June 33, 1884. 50, 000 00 36 E 562 REPORT OF TIIHE CHIEF OF ENGINEERS, U. S. ARMY. B io. IMPROVEMENT OF BLOCK ISLAND HARBOR, RHODE ISLAND. No work has been done here during the past year. The small amount of money on hand is insufficient to do anything more than make an ex- amination, if one were needed. In obedience to a resolution of the Senate, a report on the condition of the government wharf and docks and estimate of repairs and protec- tion were submitted. This report was printed as Senate Ex. Doc. No. 26, Forty-seventh Congress, first session; it is appended to this report. The appropriation of $19,000 by act of Congress of August 2, 1882, will be expended during the fiscal year ending June 30, 1883, in making the repairs and cliff protection estimated for in the appended report. An appropriation of $35,000 could be judiciously expended in the fiscal year ending June 30, 1884, in extending the main work to secure additional shelter, and in this way relieve the basin, which is at times too small to meet the demands upon it. Money statement. July 1,1881, amount available ............ ....................... . $126 26 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1u81 ........................................... 61 12 July 1, 1882, amount available .... ...... .......... .. ............. 65 14 Amount appropriated by act passed August 2, 1882 .................. 19,000 00 Amount available for fiscal year ending June 30, 1883 ......-- -...--...... 19, 065 14 Amount (estimated) required for completion of existing project .......... 35, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 35, 000 00 GOVERNMENT WHARF AT BLOCK ISLAND, RHODE ISLAND. ENGINEER OFFICE, UNITED STATES ARMY, Newport, R. i., December 7, 1881. GENERAL: In accordance with the indorsement on the communica- tion from the Hon. Nelson W. Aldrich, in relation to the wharf at Block Island, I submit the following: The government wharf referred to is the platform of spruce on the inside of the basin at Block Island. This is laid on spruce beams, one end of which rests on spruce-timber cribs, the other upon oak piles. This, as well as the basin itself, was but a temporary structure, to aid in carrying on the main work and get immediate shelter. The whole is about rotted out. During this season I had prepared an estimate for replacing the east- ern side of the basin (which forms part of the main work) with masonry. It is important to have this done at once; it will require an outlay of $10,000. There is also a requirement that the cliffs to the east should be protected from further abrasion by the waves, to prevent the mate- rial washing into the area protected by the breakwater. For this I have estimated that 850 feet of cliff requires protection, at a probable expense of $8,500. When replacing the eastern side of the basin we can arrange to do away with the rotten spruce platform as it now is. But if anything is done to the rest of it, I would recommend patching it. The oak piles appear still good to last for some time. The patching can be done for $500. To replace the whole of the wharf or platform inside APPENDIX B. 563 the basin will cost at least $5,000, if made of hard wood. But it would not be well to do it unless the north and west sides of the basin are rebuilt, and this would cost of itself $15,000. Better than this it would be to extend and increase the main breakwater so as to gain shelter in that way. An expenditure of $35,000 more on the main work will enable the whole protected space to be used as the basin now is. To recapitulate, I would recommend an appropriation at once- For replacing the east side of the basin .....------..----...........-------------- ......------............. $10, 000 For protection to cliffs for saving the area sheltered by the breakwater....... 8, 500 For patching the government wharf.....-----.. --.....--.......... ................ 500 19,000 Very respectfully, G. K. TVARREN, Lieutenant-Colonel of Engineers. Bvt. Maj. Gen. H. G. WRIGHT, Brig. Gen. and Chief of Engineers, U. S. A. B xI. IMPROVEMENT OF LITTLE NARRAGANSETT BAY, RHODE ISLAND AND CONNECTICUT. At the date of June 30, 1881, the work of excavation under appro- priation by act approved June 14, 1880, was in progress under the con- tract of Mr. W. H. Beard, dated August 28, 1880. Work under this contract had been commenced in May, 1881; it was completed August 31, 1881. On the completion of this contract the same dredging machines con- tinued work on the contract of Mr. J. H. Fenner, dated June 30, 1881, under the appropriation of $5,000 by act approved March 3, 1881. This work was completed in October, 1881. The total amount of material removed under contract during the fiscal year was 33,683 cubic yards. The removal of this amount of material increased the width of channel, 71 feet deep, from 60 to 140 feet. At the close of dredging operations in 1881 about $1,000 remained on hand. This money was retained for the purpose of removing rocks at the east entrance of the new channel and at the entrance to Watch Hill Landing. In April, 1882, a schooner, with crew, divers, &c., was hired by the day to remove these rocks. This work was carried as far as the limited amount of money would permit. Twenty-five rocks, with less than 7 feet depth on them at mean low-water, were removed from the east en- trance of new channel. This number was all that could be found. At Watch Hill fifty-seven bowlders were removed. There are still a few large and some small rocks there that should be removed. The work done, however, has materially helped the navigation. This work is under the superintendence of Assistant Engineer H. A. Bentley. The appropriation of $6,000 made by act of Congress passed August 2, 1882, will be applied to continuing this improvement in accordance with plans heretofore submitted and approved. Fifteen thousand dollars could be expended during the fiscal year ending June 30, 1.884, in completing the projected improvement of this bay. 564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 1881, amount available................-------------------..------------..................-------.... $9, 711 29 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- -- _ _.-.... .-.-. _----....--9, 433 41 July 1, 1882, amount available----------- ---- ---------- -------- ------ 277 88 Amount appropriated by act passed August 2, 1882....................... 6, 000 00 Amount available for fiscal year ending June 30, 1883 .....--............. 6, 277 88 Amount (estimated) required for completion of existing project ........... 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 B 12. IMPROVEMENT OF CONNECTICUT RIVER ABOVE HARTFORD, CONNECTI- CUT, AND BELOW HOLYOKE, MASSACHUSETTS. At the date June 30, 1881, two wing-dams had just been completed at Farmington River Bar, although they were not paid for until the present fiscal year, as some little straightening of the work had to be done to make it conform to the specifications. No work has been done on the permanent improvement, the amount of money on hand being inadequate to make a beginning. The revised estimate for the whole work is $1,322,805 (see Annual Re- port 1881, pages 566 et seq.). Of this amount at least $450,000 should be given to start with. The funds on hand are sufficient for temporary alleviation. Money statement. Connecticut River between Hartford, Connecticut, and Holyoke, Massachusetts. July 1, 1881, amount available......................----------------------..---------------............. $13,669 80 July 1, 18b2, amount available .---------- ------..- ---.... ----.. 13, 669 80 Amount (estimated) required for completion of existing project........ 1, 322, 805 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 450, 000 00 Connecticut River above Hartford and below Enfield Falls. July 1, 1881, amount available--...--.....---............................------------------------------ $3,899 47 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 --...-........------..---..------ ---- --------------.....................1,986 81 July 1, 1882, amount available ------------------------------------- 1,912 66 Connecticut River on or above Enfield Falls, and below Holyoke, Massachusetts. July 1, 1881, amount available........................................ $10,702 92 July 1, 1882, amount available.---- --... . .... 10, 702 92 B 13. IMPROVEMENT OF CONNECTICUT RIVER BELOW HARTFORD, CONNEC- TICUT. Congress, by act approved March 3, 1881, appropriated $30,000 for this improvement. At the date of the last annual report work under this appropriation was in progress and has since been prosecuted as follows: APPENDIX B. 565 FIRST-TEMPORARY WORK. Dredging bars between Hartford and Rocky lHill.-This dredging was commenced May 31, 1881, at Glastonbury Bar. Up to June 30, 1881, 10,132 cubic yards of material had been removed. The work was con- tinued here until July 5, when the dredge was moved to Pratt's Ferry Bar, and continued to work there into the month of October, until the river had reached a stage where further dredging was unnecessary. The depth of water made was from 9 to 12 feet at low-water. The amounts of material removed in 1881 were from Glastonbury Bar 11,108 cubic yards ; Pratt's Ferry Bar, 12,865 cubic yards; Hartford Bar, 10,011.55 cubic yards. The work was done by contract at 13 cents per cubic yard. Work in 1882.-Under date May 4, 1882, advertisements for proposals for dredging were issued, in anticipation of the falling water and annual necessity of keeping the channel open between Hartford and Middle- town. On the 19th of May, 1881, the following proposals were received and opened: No. Name and address. Price. Commence. Complete. Per cub.yd. 1 .Tohn McDermott, Cohoes, N. Y ......-- - - . -.. ...... $0 14 On or before June 30. Aug 31, 1882. 2 Hartford Dredging Company, Hartford, Conn .. 153 At once ........... Aug. 31, 1882. The work was awarded to John McDermott, the lowest bidder. In June the river began to fall rapidly, and on its reaching a stage where it was deemed advisable to begin dredging, the work was com- menced, and up to June 30, 1882, 9,017.3 cubic yards of sand had been removed from Glastonbury Bar in making a channel 60 feet wide and 10 feet deep. At this date the work is in progress. SECOND-PERMANENT WORK. 1. Wing-dam at Glastonbury Bar.-The contract to build this dam as far as $12,000, the available money for the purpose, would pay for, was entered into in the fiscal year ending June 30, 1881. The price was $1.60 per cubic yard, measured in the dam; the dam was to be built entirely of stone. Work was commenced in July, and it was completed October 21, 1881; 7,109.13 cubic yards of stone were put in. The available money was sufficient to complete the dam. At this date (June 30, 1882) the dam shows no injury from ice or flood, and there is a slightly increased depth of water in the channel, although the stage of the river at which the dam would probably have its greatest effect has not been reached. A protection of the east shore opposite the dam, as it takes proper form, will next be required, but the amount appropriated will not allow of its being done yet. The plan of improvement below Hartford contemplates an annual ex- penditure of $5,000 to $6,000 for dredging for temporary relief at bars between Hartford and Rocky Hill. A permanent improvement, intended to render the temporary work unnecessary, and to much increase the low-water navigable depth be- tween Hartford and Middletown, has been planued. This was esti- mated to cost $330,000, of which $12,000 has been expended, leaving $318,000 to be provided. 566 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Jetties at mouth of river.-The contract to furnish rip-rap granite for these jetties was entered into in fiscal year ending June 30, 1881. The price was $1.29 per gross ton, delivered in the jetties. This work was commenced in July and prosecuted to completion, November 29, 1881; 4,984.23 tons of granite were placed, pricinpally in raising up the low places in the jetties where settlement had occurred. A large dipper-dredge was employed in the latter part of September to dig at different points between the jetties, to ascertain the character of the bottom. Six pits were dug to a depth of about 15 feet at mean low-water. The material found, with the exception of a small quantity of mud on top where the current had not entirely washed it off, is a hard, compact, coarse sand, containing a large amount of coarse gravel and stones from one half inch to 5 inches in diameter. This material is not hard enough to offer serious obstacle to dredging, but resists the action of the currents. If once removed the shoal will probably not reform, as the jetties will prevent the large stones being deposited on the bar where the navigable channel exists. The ultimate cost of the improvement at the mouth of the river at Saybrook will depend upon the demands of the future. There should now be a depth over the bar of not less that 12 feet at mean low-water. There is at present from 8 to 9 feet, and, as the material is very coarse and hard, it would probably be best to aid the operation of the jetties by dredging a channel 100 feet wide between the 12-foot contours. This would require the removal of 50,000 cubic yards, and, at 30 cents per cubic yard, would cost $15,000. The appropriation of $45,000 by act of Congress August 2, 1882, will be expended during the fiscal year ended June 30, 1883, in building up the jetties at Saybrook and dredging between them, in dredging at Salmon River Cove, and in dredging between Hartford and Middletown for temporary relief. Money statement. July 1, 1881, amount available.................... .............-.... $35,696 04 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881- ...----- - .---.... $27, 201 16 July 1, 1672, outstanding liabilities . ---... --...........--.... 131 88 27,333 04 July 1, 1882, amount available...----. .....------.........................---------.... 8, 363 00 Amount appropriated by act passed August 2, 1882 ...................... 45, 000 00 Amount available for fiscal year ending June 30, 1883 ....--......---........ 53, 363 00 Amount (estimated) required for completion of existing project-..--........ 273,000 00 Amount that can be profitably expended in fiscal year ended June 30, 1884. 100, 000 00 B 14. SURVEY AND EXAMINATION OF EDGARTOWN HARBOR AND SOUTH BEACH, MASSACHUSETTS. ENGINGER OFFICE U. S. ARMY, Newport, R. I., January 27, 1882. GENERAL: I have the honor to submit this report and two original maps on one sheet of the survey and examination of Edgartown Harbor and South Beach, Massachusetts, authorized in the last act of Congress for the improvement of rivers and harbors, &c. APPENI)IX B. 567 LOCALITY AND PECULIARITY AND OBJECTS OF SURVEYS. Edgartown is on the strait or waterway connecting the sound on the north with Cotamy Bay on the south of it. The whole of this waterway being sheltered, may be considered as Edgartown Harbor, although the. term is generally used to indicate only the part of it near the town, and the embayment north of it. South Beach (about 31 miles long) separates Cotamy Bay from the ocean, and prior to 1869 there had always been an opening through it. This "opening" allowed a direct circulation of the tides between the ocean and the sound. The tide in the ocean is high about four to five hours before it is in the sound. The mean rise of these tides probably does not differ much, being about 2 feet, but varying greatly with dif- ferent winds. These conditions at times gave currents sometimes very strong, on which the excellence of Edgartown Harbor was believed to depend. The opening through South Beach was also of much value to fishermen and pilots by giving them avery direct route to fishing-grounds and to vessels on the outside coast. This latter benefit was at once lost by the closing which took place in 1869, and besides much apprehension was felt that very serious injury would result to Edgartown Harbor. Surveys were at once desirable to ascertain, first, the changes going on and the causes which brought about the closing of the " opening"; sec- ond, the subsequent changes which were going on in Edgartown Harbor in consequence of this closure; and, third, the practicability of and place of making an artificial opening through South Beach. Necessity for a summary of what has been done before.-The foregoing briefly states the matter in a practical point of view at the time it was first taken up; but in order to understand the circumstances under which this last survey has been made we must summarize what has been done before. This summary may render it unnecessary to refer to the original reports in many cases, and will facilitate a reference to them where it is thought necessary. Any one, however, who may not wish to read this summary can turn at once to "Survey of current year 1881," page 9. Report of Massachusetts HarborCommission, January2, 1872.-On page 60 of the report we are informed that their attention was called early in the season of 1871 to the closing of the opening through South Beach, on account of the local interests injuriously affected thereby, and par- ticularly to the State and national interests imperiled by the injury which this closure threatenedEdgartownHarboritself; " the effect being to destroy the circulation of the tides through the harbor, diminish the scour, and induce a tendency to shoal." "The question to be investigated was whether, by artificial means, the outlet could be made again and the tidal effects restored, and where and under what circumstances this outlet should be made." * * " These inquiries," the Commissioners say, " were so important, so diffi- cult, and so technical" that they applied to Prof. Benjamin Pierce, the Superintendent of the United States Coast Survey, for his co operation in making the investigations. Professor Pierce took a warm interest in the subject, and assigned the making of topographical surveys to Mr. Whiting and the hydrographical surveys to Mr. Mitchell. Both these gentlemen were assistants in the United States Coast Survey, and pos- sessed the highest qualifications for their work. They were familiar with the locality from previous surveys, and were already associated with the Commission. This was very satisfactory to the Commission. Messrs. Whiting and Mitchell co-operated in making their surveys. 568 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Former openings.-From Mr. Whiting's report of January 2, 1872 (pages 104-5, Annual Report of Massachusetts Harbor Commissioners; also United States Coast Survey Report for 1869, pages 236-9), we learn that at the time of his first survey, in 1846, the opening was at 'the eastern corner, so to speak, of the bay, * * * the inlet being formed by the southwest point of Chappaquiddick Island and the east end of the beach, and was about 2,000 feet wide; within the opening were two small sand islands, with channel-ways between them and on either side. This condition of the inlet corresponded, Mr. Whiting says, in its general location and width to that shown on the maps of Des Barres of 1776. By his second survey, made in 1856, Mr. Whiting found great changes had taken place: The old inlet had worked about a mile to the eastward, and the point of the beach had lapped by the end of Chappaqquiddick [the southwest end] over half a mile. The shore of the island along its southwestern face had washed away to the extent of about 2,300 superficial feet. This action had changed the character and capacity of the inlet from a broad opening of 2,000 feet, directly opposite the waters of the bay, to a much narrower channel, confined between the fast land of Chappaquiddick and the beach. This waterway between the ocean and the bay was about 3,000 feet in length and about 500 feet in width. The new inlet reported as made by a recent storm (1856) " had broken open about opposite the middle of the bay, and was then" about 1,400 feet in width, thus restoring the total inlet capacity, so far as width was concerned, to nearly that of the old inlet of 1846. Reliable local infor- mation, obtained by Mr. Whiting, is that soon after the west opening of 1856 formed the east opening closed. The new west opening, " follow- ing the law of motion which seems to govern all the inlets on the south side of the island, began its movement eastward," until the point of the beach forming its outer chop reached a point in line with the general trend of the east shore of Chappaquiddick. Here the rapid tidal cur- rents of Muskeget Channel checked its further progress. For a time the tidal currents in and out of the bay battled with the waves and sand, which gradually narrowed the inlet, and during a violent storm, when the currents were slack, closed it (1869). Mr. Whiting also says that between his survey in 1846 and that of 1871, the South Beach, "In other words, a bank or mole of sand 18,500 feet in length, 450 feet wide, 14 feet high, containing 116,500,000 cubic feet, has been beaten in upon the bay and shore by the steadily encroach- ing action of the waves in a period of twenty-five years, a distance of 450 feet. This is not a case of any great convulsion or powerful cur- rent action; it is but a fair illustration of the gradual but increasing waste which is going on upon such shores." * * * In extending his "survey westward from Cotamy along the main shore of the island " he '" found the same encroachment of the ocean going on," but "no im- portant changes in the inner shores of Cotamy Bay or at points not under the immediate influence of the ocean forces." Tides and currents.-The report of Mr. Mitchell, United States Coast Survey (see pages 110, 120, Annual Report of Massachusetts Harbor Commissioners, January 2, 1872), gives very valuable information in re- gard to the action of the ocean waves, the filling upon the shoal inside the beach of 1,000,000 cubic yards in the previous fifteen years, and the formation of beaches; but its chief importance in relation to reopening the South Beach is in the data in regard to the tides, for it is on account of these peculiar tides that the inlet was supposed to depend. A de- tailed explanation of this is somewhat complicated. Mr. Mitchell sup- plies tables of the times of the two tides with regard to the moon's APPENDIX B. 569 transit, and the condition under which the largest outflow and inflow through the opening in the beach may be anticipated. He also calls attention to the great influence of the winds, whether easterly or west- erly, in their effects upon these tides, which render all predictions un- certain. Map prepared by Messrs. Whiting and Mitchell.--This map is quite in- valuable as fixing the status as it existed in 1871, which differs very little from what it is now. General Thoem refers to it in his report as map No. 11. It is a very useful and convenient size for general refer- ence, and a copy is attached to this report, upon which we have noted projected openings through South Beach. This map, however, gives a generalized presentation of the soundings, which is not available for a close comparison with the survey made by me in 1874 and 1881. PLAN OF REOPENING "SOUTH BEACH" SUGGESTED BY THE INVESTI- GATIONS OF MESSRS. WHITING AND MITCHELL. Where to open.-It may be stated that at first the practicability of making an artificial opening through the beach, at any place along it, at moderate cost, sufficient to create a natural inlet such as may answer the physical demands required to restore the circulation through the harbor, was not doubted. The extreme west end of the beach was thought to be the most favorable point, for the following reasons: " 1st. The greater length of time that the inlet will probably remain open, assuming that it will move from west to east as fast, and close as soon after reaching its eastern limit as the former inlets have done." "2d. The fact that this contracted section of the bay, by confining the tidal currents between the main land of the island and the beach, as they flow to and from the actual inlet, favors the formation and maintenance of a channel through the shoal ground bordering the beach, into the 1" deeper waters of the bay." 3d. Economy in cutting through the beach, as the cross-section at 4" this point is about the minimum." 4th. That the opening must have less tidal currents, if made, move to the eastward, because the contrasts of tidal elevation within and with- out gradually diminish from west to east." (See page 111, last of third paragraph, Massachusetts Harbor Commissioners' Report, 1872.) How to open the beach.-It was stated by Mr. Whiting that- Although an opening through the beach sufficient to merely start the water running, if made at the time predicted by Professor Mitchell may, and probably will, create a natural inlet, t * * * still the uncertainty of a single tide doing the required work, and the contingency of an intervening storm or ocean swell preventing the continued action of the succeeding tide, render the scheme of depending upon the scouring power of the tide alone a questionable one, unless accompanied by a prepared pathway for it as far through the beach as practicable, and of such width as shall at once secure, when opened, a stream of considerable volume. For this purpose an excavation 300 feet wide "through the beach to the level of mean high-water only, which is probably all that will be needed, * * * will require the removal of about 14,000 cubic yards of sand." Navigable channel through the shoal inside of the beach.-Mr. Whiting says: Apart from the physical importance and effect of opening an inlet through the outer beach, there are difficulties of navigation which such an inlet only would not relieve. As seen on the map or sketch, which Professor Mitchell and myself jointly append to our reports, there is a range of shoal ground bordering the beach, and extending tMany of the most experienced men at Edgartown held this view.-G. K. W. 570 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from east to west along the entire south front of the bay. Professor Mitchell has stated in his report that this shoal ground has increased within the last fifteen years by the amount of about 1,000,000 of cubic yards. This coincides with the popular opinion of the constant accumulation of material upon this ground, which is now so extensive and so shoal that it is difficult for the peculiar class of boats required for the outside fishing and pilotage to cross it; in fact, they cannot do so, except by one or two tortuous and imperfect channels. If a channel way through this shoal ground were made in connection with a new inlet through the beach, it would of course give great relief to the boating interest, both for pilotage and fishing. Here again the western section of the bay, before alluded to, presents naturally favorable ground for such a channel, by improving what was once, probably, a natural channel leading to some former inlet. The dimensions of the natural channel for the class of boats in general use required a depth of 4 feet at mean low-water, and it was desirable for beating to have a width of 300 feet. This is mentioned as being about equal to the width of the natural passage-way between the harbor and the bay, and although it is the same width as was suggested for the width of the artificial cut through the beach, it was evidently not considered as furnishing any physical reason, as no consideration was given to the depth. "There are," the report says, "in this part of the bay, the traces of a, former channel through this shoal. By following the general course of this old channel, and removing such portions of the shoal as in places now block it up, a passage-way 300 feet wide and 4 'feet deep may be obtained by the excavation of about 41,000 cubic yards of the material of the shoal." No estimate of cost was made by Mr. Whiting. Opinions of Advisory Council.-This council was composed of Admiral C. H. Davis, Rear-Admiral, United States Navy; Prof. BenIjamin Peirce, United States Coast Survey, and Mr. Henry Mitchell, United States Coast Survey. The opinion was confidently asserted that the closing of the opening through the beach deprived Edgartown Harbor of that tidal circulation on which has depended the maintenance. of the fine channel leading from the outer roadstead . to the perfectly sheltered basin near the town. They believed that, on making the artificial open- ing, nature will at once respond and restore the former regimen of the currents. They. did not doubt that the new inlet would repeat the history of those that had before existed, shifting eastward and ultimately closing. They said "the remedy may always be repeated and will never be ex- pensive." Beginning of action of Congress.-The Commissioners then applied to Congress for an appropriation to do the work, and the House of Repre- sentatives, in April, 1872, directed a survey to be made with a view to ascertaining the feasibility of making such improvement and the prob- able cost thereof. SURVEY, PLAN, AND ESTIMATES BY GENERAL GEO. THOM, LIEUTENANT- COLONEL OF ENGINEERS. This survey was reported upon in May, 1872 (see Annual Report of Chief of Engineers, 1872, pages 976-981). General Thom had before him all the reports and papers to which reference is made in the foregoing summary, and he adopted the project for an opening as made by Mr. Whiting, at the west end of the bay, with some modifications which ob- viously tended to increase the prospect of success. His report says: In order to ascertain the character and quantity of the material to be excavated, and to determine the most advisable location of the proposed opening through the South Beach near its western extremity, as well as to ascertain what changes, if any, have taken place in the beach since the survey was made last season (changes which APPENDIX B. 571 were supposed to have been caused by the extraordinary storm of the 15th of Novem- ber last), a resurvey has been made with special reference to those points. Mr. Sophus Haagensen, civil engineer, was assigned by me to the immediate charge of this survey. His report of same, dated May 8, 1872, together with the map therein referred to, both made under my special instructions, are herewith submitted with my approval. By comparing this map (marked I) with the map accompanying the memorial of the Harbor Commissioners (marked II), it will be seen that the changes which have occurred along the South Beach, where resurveyed, have been unimportant. The channel which, in my opinion, is the most feasible and desirable to have opened, is shaded in red on the accompanying map I. This would guide the tidal currents in the shortest and most direct course from Cotamy Point to the ocean, and would not, like the crooked channel west of it, be liable to be closed by eddies formed by the ocean swells; and, as shown by the survey, the quantity of excavation required would be smaller than for a channel at any other place to the westward of it; more- over, on passing the South Beach it would sooner enter the deep water of the ocean, without encountering the breakers indicated on the Harbor Commissioners' map (map II). Estimates have been made for both the eastern and western channels (shown in the drawing), and for widths of 100, 200, and 300 feet (allowing for a side slope of 450), and to a depth of 4 feet at mean low-water, all that is required either for the scour of the tidal currents or for the passage of the small boats, such as are generally used by the fishermen and the pilots at that place. The exposure of this beach to the ocean's storms, and the consequent liability to dif- ficulties and interruptions in opening a channel through it, render it advisable, in my opinion, to open by excavation as much of the channel as is practicable, so as to favor as much as possible the action of the tidal currents in their completion of the work. The estimates have therefore been made to include the excavation by dredging of all the material (coarse sand) to a depth of 4 feet below mean low-water, southward to within 50 feet of the high-water line of the ocean, all above high-water (on the beach) to be removed (at a less expense) by barrows or carts. 1" Mr. Whiting's channel through the shoal inside. the beach is desig- nated as the S-curved line" in the report of Mr. Haagensen. The result of Mr. Haagensen's survey increased somewhat Mr. Whiting's estimate as to quantity, shown as follows: To make the cut through the beach 300 feet wide to the level of mean high- water, 19,470 cubic yards, at 30 cents...........- ........... .....-..... $5, 841 To make this cut 4 feet deep at mean low-water, 40,400 cubic yards, at 50 cents. 20,200 To make the S-curved channel 4 feet deep at mean low-water through the shoal, 46,530 cubic y:rds, at 50 cents..................................... 23,265 Total ..------.................. ........ -- --........... ...... ........ .... 49, 306 General Thom's direct line through the shoal, starting as the other did from the natural channel east of Cotamy Point, ran S. 31O0 W., thus coming out on the ocean 1,800 feet east of Mr. Whiting's proposed inlet. For this channel, 300 feet wide, 4 feet deep at mean low-water, the estimate was: 19,200 cubic yards above high-water, at 30 cents......-.... ............. $5, 760 71,300 cubic yards dredging, at 50 cents.......- -................. .....-.... _ 35, 650 Contingencies about 9 per cent ..-................ ..... . ..... .......... 3, 590 45, 000 General Thom, hile concurring in Mr. Whiting's opinion that a width of 300 feet would be required for navigation, thought it more than probable that if the channel he proposed was opened to the width of 150 feet, the natural forces would do the rest. As to the necessity of reopening the southern inlet for the preservation of the harbor, he thought there was no possible doubt, and that it should be made at once. He therefore recommended a channel and opening of about half the last one above, as follows: 572 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 34,000 cubic yards dredging, at 50 cents......-- ..--....- - ......--......- ...... $17, 000 10,000 cubic yards by carts and barrows, at 30 cents ..----..---................ 3, 000 Contingencies------........................--...---------..-.....-------...------..---.---....----.----....--....---- 2, 000 22, 000 In the appropriation act for rivers and harbors; approved June 10, 1872, Congress appropriated $20,000. WORK UNDER GENERAL WARREN, MAJOR OF ENGINEERS. In June, 1872, the prosecution of the work was transferred to the engineer office at Newport. The views that had been held were fully adopted, as shown by the Annual Report of 1873, pages 949, 950. A further modification of the estimates had, however, to be made. The depth of dredging had to be increased from 4 to 6 feet at mean low- water, because that much was required for the dredging-machine and scows to work in. This increased the quantity to be dredged. General Thom's channel was 2,300 feet long, 150 feet wide, and 4 feet deep. In- creased to 6 feet depth, the estimate would stand as follows: 34,000 yards, making 4 feet depth at mean low-water, at 50 cents ........... $17, 000 25,555 yards increase, making 6 feet depth, at 50 cents ........ ............ 12, 777 10,000 yards above high-water, at 30 cents ......-----.......... .......... ----.----- 3, 000 Contingencies of superintendence, 10 per cent ...- - - . -- - ----.---- -. 3, 977 36, 754 I immediately advertised for proposals to do the dredging and received but two, one at 75 cents and one at 40 cents per yard. It was thought that even the lowest was too high, although it was lower than the esti- mated price, because the quantity to be excavated had to be largely in- creased, and at 40 cents the 59,555 cubic yards would cost $23,822, an amount greater than the appropriation, besides not providing for super- intendence or removing the part of the beach above high-water. It was thought best not to accept this proposal and to let the work go over to the next season, so as to have more time to mature the plan of operations and have the benefit of the whole season, more than half of this one having passed. In 1873 authority was obtained to hire dredges and men, and carry on the work as seemed best, according to the circumstances which might develop, and which appeared too little known to enable us to draw up specifications definite enough to make a contract. There was difficulty in getting dredges at work as early in the season as we wished, so that for a while we had to employ two of them to make up for lost time, thus considerably increasing expense on that account. We changed the direction of the channel through the shoal so as to make the inlet through the beach about 600 feet east of that laid down by General Thom, in order to make it more direct. Its depth was made 6 feet, and its width was limited by the means available to 60 feet. Jetty.-We had anticipated putting a jetty on the west side of the inlet when we opened it, but the money appropriated was not sufficient. Temporary barrier.-Thiswe constructed at the sea end of the cut through the beach of eel-grass and sand. It was quite effective when of considerable thickness, but it was found not easy to remove. A lighter one which we tried at a more advanced stage, and which was all we could do, proved ineffectual. Opening through the beach.-This work, giving a channel 60 feet wide and 6 feet deep, was about finished on the 26th of October, a time of APPENDIX B. 573 predicted high bay-tides, and the intention was to let the water out of the bay at the next high-tide occurring in the night or in the day follow ing. At the time of this night-tide we were surprised with one of the lowest tides in the bay that we had witnessed, so that it was decided to wait for a better, one. The temporary barrier above referred to was then begun, but the wind changed to the southwest-the most unfavora- ble quarter--and developed great violence. The ocean-tide rose very high, and the waves rapidly undermined the barrier we were trying to maintain. At last the ocean-tide broke into the cut with great force. The result was, that in one tide the inlet through the beach which we had dug increased in width to 140 feet and filled up to the level of the high-water of the ocean tide. Attempts to open the beach by setting water to running out.-After this, on October 31, and again on November 6, with very favorable tides (the most favorable time of wind and tide, as suggested by Mr. Mitchell), we employed as many men as we could work, and dug a channel to set the water running out, and continued the efforts till all prospect of securing the opening in that way was gone. (See Annual Report of Chief of Engineers, 1874, Part 2, pages 198-200.) Effect of channel through the shoal.-At the time the water was flowing into Cotamy Bay, on October 27, the main volume did not flow through the channel we had made through the shoal, but turned more to the eastward, following an old crooked and obstructed channel winding through it, of larger dimensions than our cut. The artificial channel through the shoal still remained in the autumn of 1881. IW hat might have been done by a plan leaving out the channel through the shoal.-There was expended on making the channel through the shoal, which is 1,900 feet long, 60 feet wide, and 6 feet deep, about $12,000, and for cutting through the beach about $6,000. I believe that, by giving up the idea of locating the inlet at the west end of the bay, and select- ing a point where there was a natural waterway leading up to the beach and deep water between the shoal and the beach, the whole $20,000 might have been used in making an opening through the beach by dredg- ing, which is the cheapest way to handle the sand even above high. water. With a width of 200 feet and 6 feet of depth the dredge could have worked sidewise to the beach and done all the digging. Greater width through the beach would have given a much better chance of success, although it is a matter of almost certainty that, under the same conditions of winds and tides, the greatest width we could have made would not have succeeded. Map of work of 1873.-A copy of this is annexed, marked III. On it is laid down the excavations made that year, and also the routes pro- posed by Mr. Whiting and General Thorn. Conclusion.-Fromwhat had now been done it must be admitted that the difficulties of making an inlet through the South Beach had been underestimated; that all the simple methods, such as merely setting the water running out, must be given up; and that it was yet to be shown what plan would succeed. I suggested a plan (which I think a sure one) which makes the open- ing terminate on the Muskeget Channel and be permanent. It was esti- mated to cost about $220,000. (See Annual Report for 1874, Part 2, pages 207, 208.) In this plan no aid was expected from natural forces in making excavation, and all encroachments of the waves was to be stopped. On account of the expense the project has been modified and pre- sented at the end of the present report. In this form the estimate is 574 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $39,050; but much is left to the uncertain action of the natural forces, and it is therefore somewhat experimental. SURVEY OF EDGARTOWN HARBOR IN 1874. After the effort failed in 1873 there was enough money left to make a thorough survey of Edgartown Harbor, which was done in 1874. The result of this was to show no injurious filling to have taken place since the survey of 1871. (See Annual Report of Chief of Engineers, 1875, pages 268-277, Part 2.) Copy of this map hereto annexed, marked IV. SURVEY OF CURRENT YEAR 1881. A survey or examination of Edgartown Harbor and South Beach was authorized with many others at the last session of Congress. As no special object was stated, and as it was necessary to be very econom- ical with the small appropriation, I recommended that only $100 be used, to make merely an examination, and to consult with the people at Edgartown as to the object and extent of the survey desired, and report the result. This course was approved by the Chief of Engineers. At my request a representative of the Massachusetts Harbor and Land Commission was invited to a meeting of the people of Edgartown on September 8, to consider the matter. Mr. Mason, chairman of the commission, attended, and a very full exchange of views was publicly made. I found that the objects sought by the people were the same as when the inlet closed in 1869, namely, to make a new opening through the South Beach for the benefit of fishermen and pilots, and to restore the former regimen of the tides in the harbor, which was said to be silting up in places since the inlet closed. The almost unanimous opinion was that the former artificial opening of the beach was not made at the proper place, which place, they said, was at the eastern part of the bay, where the water was deep on both sides of the beach. They stated there was a channel for boats leading to this place which needed but little improvement. A committee of three experienced men was appointed to point this out and advise me, and this channel and the place on the beach (near the former opening of 1846, see ma,p No. II) were surveyed. I informed the meeting that the survey made under me in 1874 did not, in my opinion, show any injurious shoaling in the harbor during the five years the inlet had been closed, and as far as the harbor was concerned there appeared to be no reason for opening the beach. Mr. Mason spoke of the great interest his commission took in the matter of the preservation of their harbors, and of their desire to have the effort to open the beach renewed. He deemed it of very great im- portance to the consideration of this subject that a new survey should be made to determine whether the harbor was being injured since the survey of 1874. Subsequently he offered me an allotment of $300 from the State appropriations to aid in making it. As the survey which I had to make in Buzzard's Bay for the approach to the proposed Cape Cod Canal required me to fit up a surveying party, I determined to also use it here and resurvey Edgartown Harbor at once. Consideration of the question of injury to Edgartown Harbor by silting up.-The first comparison was made by Mr. Mitchell in his report pub- lished in the United States Coast Survey Report for 1869. The result he reports as follows: APPENDIX B. 575 The soundings in the harbor of Edgartown given upon the accompanying chart exe- cuted by Marindin differ from those which appear upon the chart of Lieut. Charles H. Davis (dated 1846) in three localities of limited extent: 1st. One foot more water can now be brought into the town basin over the bar. 2d. The apron of sand within Chappaquiddick Point has extended so as to reduce the depth all the way across the channel and impair the holding ground. The cross-sec- tion most encroached upon has lost about 25 per centum of its area. Mr. Mitchell ascribed the first, a change of 1 foot on the bar, to the work of years, as it had not been noticed by the people at Edgartown. The second, a loss of 25 per centum in section inside of Chappaquid- dick Point, he inferred was recent and due to the absence of an opening through the South Beach, which had closed in October, 1869, a little more than a year before, because it had attracted their attention since. The absence of any data as to the condition of the harbor just prior to the closing of the beach makes the determination of the causes which produced the change of section noted by Mr. Mitchell uncertain. Whatever changes occurred in the eighteen months prior to the sur- vey of 1871, it is probable that they have continued, the natural condi- tions remaining the same, so that they can better be measured by the results of subsequent surveys. The map of the survey of the harbor made by Mr. Van Ingen. the assistant on this work in 1874, is very thorough and elaborate, insomuch that the one of 1871 is too general for reliable comparison at special points to determine the changes front 1871 to 1874. A comparison, however, was made by Mr. Van Ingen, reported as follows: A more rational comparison of these maps leads us to the conclusion that the only changes that have taken place between 1846 and 1871 are such as have been occurring for years, and consist of the slow extension of Chappaquiddick Point and the tilling in south of it. That there is not sufficient evidence of any change having taken place between 1871 and 1874; that if there was any it was one of improvement rather than a detriment. The differences reported between 1846 and 1871, outside of Chappa- quiddick Point, Mr. Van Ingen thought might be ascribed to omissions or error in survey. The decrease of area inside of the point since 1846 was the only certain change, and that had not continued from 1.871 to 1874. The survey of 1874 gives the condition of the harbor after the open- ing in South Beach has been closed four and a half years. The survey of 1881 enables us to measure the chaniges of the last seven years. Comparisons.-Itis discovered in following the line of deepest water in the maps of the surveys of 1871, 1874, and 1881 that there has been no decrease in the depth. In comparing the map of the survey of 1871 with that of the survey of 1881, the first point of difference is found in the shoal near the light-house. The 12-foot curve on the north side of this shoal has on the easterly end moved northward about 100 feet for a distance of 300 feet. Northeast of the light this curve has moved in or deepened for about 200 feet. These changes, however, are not to ex- ceed a foot in depth in either case. South of the light and for a distance of 600 feet in towards the shore there has been considerable scour. Where in 1871 there was 6 feet depth there is now 15 feet, and where there was 12 feet there is now - nearly 18 feet. The bank where this scour has taken place is steep, so that this increase of depth is over but a limited area. In the angle of the causeway or bridge leading to the light and the shore there is less depth than in 1871, the 6 and 12 foot curves having moved out about 100 feet. 576 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In the outer or northerly end of the pool of deep water along the wharf fronts there has apparently been some filling, amounting in one place to 2- feet. Off the northwest part of Chappaquiddick Point there has been a marked increase of depth; the 18-foot curve is now fully 75 feet nearer the high-water line than in 1871. Where there was 9 feet depth there is now 18 to 20 feet. After passing inside of the point there has been a double change, the area of deep water (18 feet) has increased, and that of shoal water (less than 6 eet) has increased. The next change is found in an increase of depth on the west side of the channel opposite the northerly part of the " Middle Ground." Here for a distance of from 400 to 500 foot the 18-foot channel has increased in width from 100 to 200 feet. On the " Middle Ground" there seems to be an increased depth, but not enough soundings were taken this year to make this conclusive. Before reviewing the changes above noted let us compare the map of 1874 with that of this year, 1881. The first difference noted between the map of survey of 1871 and 1881-the increase in width of the Light- house Shoal at its easterly end-does not appear in these maps. The same deepening northeast of the light may be seen on the map of 1874. The increased width of the deep water south of the light is evident on this map of 1874, also the filling in the angle between the causeway and the shore. The increased depth to the northwest of Chappaquiddick Point, and the increased width of the deep water inside of the harbor are apparent. The increase of the shoal-water area is shown, but it is not so evident as it is on the map of 1881. The area inside of the 6-foot line on the 1"Middle Ground" is less than in 1871, while the 12-foot line includes nearly the same area. These differences are mostly of small extent, and some of them are within the limit of the error in sounding. The unmistakable changes are: 1st. An increase in the width of the 15-foot channel from the light for 600 feet towards the wharf. 2d. A decrease of depth in the angle made by the causeway to the light and the shore. 3d. An increase in width of the 18 foot channel opposite Chappaquid- dick Point. 4th. An increase of the width of the 18-foot channel inside the point. 5th. An increase of the shoal-water area inside or under Chappaquid- dick Point. The increase in depth, while considerable, is over a limited area, and not likely to be noticed except by comparing the results of surveys made at intervals of several years. The shoaling at the angle of the causeway and shore, and under Chappaquiddick Point, covers consid- erable area, there being but little depth of water there, and its progress has been evident to those frequenting the locality in small boats. Cross-sections of the harbor measured on the maps of 1816, 1871, 1874, and 1881 are given below. No. 1 is from the Light House to Chappa- quiddick Point. No. 2 is from the causeway at a point 485 feet from the light and at a right angle thence to Chappaquiddick Point. No. 3 is from the angle of the causeway and parallel to Nos. 1 and 2. No. 4 from the northeast corner of the wharf nearest the light to Chappaquid- dick Point. No. 5 is from Darrow's Wharf to Chappaquiddick Point and' APPENDIX B. 577 No. 6 from the point in a southwesterly direction. This last is the sec- tion used by Mr. Mitchell in the comparisons in his report. Cross-section number. Area, 1846. Area, 1871. Area, 1874. Area,1881. 1Squarefeet. Squarefeet. Square feet. Squarefeet. 1......... ....... ......................... . ....... 13, 200 14, 415 14, 070 2... ..... ..... ............ ..... .. . 12, 400 12, 895 13, 110 3....................................................---------------------------------------------------. ----------............ 13, 515 13, 295 13, 220 4 -.....................................-. ......... ............ 10, 500 10, 655 11, 175 5...............................................-------.---------------------- 10,270 10,500 6.- ...............................-. --............. 19, 785 14, 575 15, 855 16, 210 The cross-sections of 1871 are taken from the published chart; the small scale of this map and the limited number of soundings on it make the calculations of areas less reliable than those on the maps of 1874 and 1881. On section No. 1 the area seems to have been greater in 1874 than in either 1871 or 1881. On section 2 there has been a small increase from 1871 to 1874 and also from 1874 to 1881. On section 3 the area has diminished slightly since 1871. On section 4 there was a slight increase from 1871 to 1874 and a greater increase from 1874 to 1881. On section 5 there is a slight increase from 1874 to 1881. On section 6 there has been an increase from 187 1 to 1874 and a smaller increase from 1874 to 1881. These changes are not large, and might be attributed to errors in making or platting soundings, if they did not show the same changes going on between 1874 and 1881 as between 1871 and 1874, save in the case of the first section. From the foregoing study of the maps of 1871,1874, and 1881 the fol- lowing conclusions are reached: 1st. That the ruling depth into the harbor of Edgartown has not changed since the closing of the southern entrance to the harbor, nor the section of tidal flow diminished. 2d. That the width of the 15-foot channel has increased in the nar- rower portions of the channel. 3d. That there has been a decrease in depth in the sheltered angles southwest of the light near the shore and under Chappaquiddick Point, where there is little current and such siltings are unavoidable. 4th. That the changes have not been of such extent as to make us apprehend by their continuance serious injury to the harbor. The data upon which these conclusions are based have been submit- ted to the Massachusetts Land and Harbor Commission. While there is no specific difference in our opinion and theirs as to actual changes in the harbor, they are still apprehensive that the clos- ing of the beach has destroyed certain beneficial influences, which may result in injury to the harbor. As it is best to be on the safe side in such matters, I give their opinion, that due weight may be given to their view of the situation. NEW PROJECT FOR OPENING THE BEACH. The opening that was made in 1873 was made at the western end of the beadh, under the belief that if it enlarged so as to become an inlet it would gradually move eastward and close as the last one had done. The western location thus promised a longer existence for the inlet. The present location near the eastern end would allow of but a com- paratively short period if the inlet formed and moved as the natural ones 37 E 578 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY. bad done. It is therefore proposed to hold it in position by means of a jetty on the west side of the opening.- The width of the channel through the inside shoal, to allow the ves- sels in use to beat, need not exceed 200 feet. This is the greatest width of the existing channel. It will have to be widened in places, and con- siderably deepened in other places by dredging, to make 4 feet at mean low-water. To work the scows and tug we shall have to make a depth of 6 feet, for a width of 60 feet, at mean low-water. It does not now appear that the width of the beating channel need be any greater than 200'feet for the permanence of an inlet. The wider, however, we can make the opening in the beach the better the chances of its becoming an inlet, and a cut 300 feet wide, 6 feet deep at mean low-water, is what is proposed, all to be done by dredging. The place on the beach selected by the committee is shown on tie map near the former opening of 1846. It will be so marked off that the west side, or west chop (if it becomes an inlet), shall not be less than 500 feet from Chappaquiddick Island. This is the width of the narrowest natural inlet described by Mr. Whiting. That one we know succumbed in its battle with the waves and sands, but it sustained the contest alone, and it is proposed in the future to aid it in resisting encroachment in the' best way we can. The line of the channel and the new opening are shownn on the map. ESTIMATE. Dredging channel through the shoal, 200 feet wide and 4 feet deep at mean low-water..................... 30, 000 cub. yds. Dredging channel through shoal, 60 feet wide and 6 feet deep at mean low-water . --......................... 7, 000 37, 000 cub. yds.,at 25 c. $9, 250 Excavation through beach, 300 feet wide to a depth of 6 feet at mean low-water........-..... ...... ..... 60,000 cub. yds., at25c. 15,000 For pile jetty, 200 feet long, with apron of brush and stone-.................. 10, 500 For landing at beach road across beach and buildings ......-.......-.....- . 800 For transportation of men and materials from Edgartown to beach-----------........... 1,000 For superintendence and engineering____ ......................... .... __ ..... _ . 2, 500 Total----................--..------------------..---------------..................------....---....------.... 39, 050 This work should all be done in one season, so that it is of great im- portance to have the whole amount of the estimate before beginning the work. INCREASE OF ANCHORAGE. There are two wrecks of lime-laden vessels lying in the harbor, which disfigureit and diminish the anchorage somewhat. The complete removal of these will probably cost $750 each, or $1,500 for both. They have lain there for over ten years, and the opening of the beach should have preference over any improvement of this kind for increas- ing anchorage. Under this head may be included dredging away the "Middle Ground," which is not now urgent. IMPORTANCE OF AN INLET THROUGH SOUTH BEACH. This is a question that cannot easily be answered. Over one thousand vessels a year anchor in the harbor, which has well accommodated them so far, and there does not appear a present demand for more space. The harbor maintains its good character without the inlet, and the bene- fit of the latter must be mainly confined to the fishing interest and to APPENDIX B. 579 piloting off the south shores. The desirability of preserving all inter- ests and channels for the making and support of seamen is important to the nation. The closing of the inlet was a great local injury to these people, which they cannot repair, and it deserves a liberal action on the part of the government to aid them by restoring it. The value can- not well be estimated in money, but it has been well said that the serv- ices of one pilot using the inlet may readily prevent loss of property and life that would be more than a return for the whole outlay. Edgartown is in the Edgartown collection district, and is a port of entry. The amount of revenue collected there during the fiscal year ending June 30, 1881, was $1,618.64. The surveys and maps have been made by and under the direction of Assistant J. P. Cotton, whose energy and experience enabled him to do this work at much less than usual cost. Foggy weather prevented the surveys being made as complete as they would otherwise have been. Accompanying this report are the following maps, viz : (1.) A tracing of the United States Coast Survey Map of Edgartown Harbor and Cotamy Bay, Massachusetts, by H. L. Whiting, H. Mitch- ell, and H. L. Marindin, in 1871, with a few additional notes. This is marked II. Scale, - 0oo. (2.) A tracing of map, made in 1873, of Edgartown Harbor, Massa- chusetts, by H. S. Van Ingen, assistant engineer, under direction of Bvt. Maj. Gen. G. K. Warren, U. S. Army, with additional notes. Scale, 200 feet to 1 inch. This is marked and referred to as III. (3.) A tracing of map, made in 1874, of Edgartown Harbor, Massa- chusetts, by H. S. Van Igen, assistant engineer, under direction of Bvt. Maj. Gen. G. K. Warren, U. S. Army. Scale, 200 feet to 1 inch. This map is marked and referred to as IV. (4.) A tracing of the map of the survey made of Edgartown Harbor and South Beach, Massachusetts, in 1881, by Joseph P. Cotton, assist- ant engineer, under direction of Bvt. Maj. Gen. G. K. Warren, U. S. Army. Scale, 200 feet to 1 inch. This map is marked V. No. 1 of this series was made under direction of Gen. George Thom, U. S. Engineers, in 1872. It is on file in the Engineer Department at Washington, D. C. Respectfully submitted. G. K. W ARREN, Lieutenant-Colonel of Engineers, Bvt. lIMaj. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S.A. B 15. EXAMINATIONS AND SURVEYS OF BUZZARD'S BAY AND BARNSTABLE BAY, MASSACHUSETTS, AT THE ENTRANCES OF THE PROPOSED CAPE COD CANAL. ENGINEER OFFICE, U. S. ARMY, Newport, R. I., February 3, 1882. GENERAL: I submit herewith my report upon the examinations and surveys, with estimates of cost of improvements proper to be made at the entrances of the proposed Cape Cod Canal between Buzzard's Bay and Barnstable Bay, Massachusetts. This was authorized at the close 580 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the Forty-sixth Congress, for which $1,000 was allotted to me from the general appropriation for such purposes. On being assigned to this work, I applied myself to acquiring a knowledge of previous surveys and investigations, so as to confine my- self to what was now required. The field had been quite thoroughly gone over before, and the published data (so far as I have learned) is to be found in the following publications: (1.) The report of "the joint special committee" of the legislature of Massachusetts, printed by joint order of March 28 and 29, 1860, public document No. 34. This contains an engraved map of the survey made in the season of 1824 by Maj. P. H. Perrault, United States Topograph- ical Engineers, and his report dated February 25, 1825. Also, a report of General Bernard, member of the Board of Internal Improvements, dated November 13, 1829, assisted by Maj. William T. Poussin, Topo- graphical Engineers, assistant to Board; also, a report of Col. J. J. Abert. (2.) Public document No. 41, report of joint committee of 1860 of legislature of Massachusetts, printed in 1864. This gives a thorough history to date and the results of very complete surveys and investiga- tions made in 1860 and 1861, but does not contain the maps and reports printed in 1860 in public document No. 34. An abstract of the report of General Bernard is given. (3.) Report of Gen. J. G. Foster, lieutenant-colonel Engineers (An- nual Report Chief of Engineers, 1870, pp. 477-495). This gives a brief history of former operations, taken from document No. 41, and appends a copy of the report of the Board of Internal Improvements, made in February, 1825, before Major Perrault's report of surveys. This does not appear in the previous reports. General Foster made examination without survey. His report goes into a thorough consideration of the whole subject of the canal and its approaches, giving plans and estimates. (4.) " Hearing before the joint committee on harbors and public lands upon the petition of H. M. Whitney and others for an act of incorpora- tion for the Cape Cod Canal Company, March 6, 1880." I am indebted to'Mr. H. M. Whitney, president of the new canal company, for copies of all of the foregoing reports except that of Gen- eral Foster. I have conferred with Mr. Whitney and the engineers employed by him during the past year to make some additional surveys for location of the canal termini not included in the surveys of 1860, to make obser- vations on extreme tides, and to make a thorough line of borings along the proposed location. All of this data, Mr. Whitney placed at my dis- posal, and at my request two borings were made along the approach in Buzzard's Bay. Canal proper and locks.-Mr. Whitney and his engineers have taken up all the questions as to the construction of the canal and the necessity or not of having locks, and of their location, so that I only have to con- sider them so far as not to interfere with the carrying out of the canal company's projects. The report will be in two parts: I. The Buzzard's Bay approach. II. The Barnstable Bay approach. THE BUZZARDS'S BAY APPROACH. In taking up this we first obtained a copy of the early United States Coast Survey Chart of this portion, that surveyed by Lieutenant-Com- APPENDIX B. 581 manding G. S. Blake, U. S. N., made in 1844. Next we obtained a copy of the soundings made in 1860 under G. R. Baldwin, engineer of the joint committee. The first was too remote in time and not in sufficient detail for the purpose of making estimates for present projects, although very useful for general purposes. The second was of soundings of 1860 made along a projected line and limited to a width of 400 feet. Nothing, of course, could be determined from them outside of their range in regard to the contiguous parts of the channel. This map did not, therefore, furnish information to enable a change or choice to be made for the im- provement. We therefore made a new hydrographic survey of the fair- way from Wing Neck upwards. The results are shown on the map we have prepared, on a scale of 200 feet to an inch. Some differences between our survey and the one of 1845 are notice able, particularly south of Wing Neck Flats. Where the channel depth was shown to be less than 18 feet, it is found to be not less than 20 feet. This probably does not indicate any changes, but results from the last soundings being more in detail. Mr. Whitney, the president of the Cape Cod Canal Company, employed Mr. Savary to make borings for us at the shore on Toby's Island and at Mashnee Island. These were made opposite points in the channel where the most exca- vation will be required, and they indicate that the material we shall have to deal with is mainly sand. The uniformity of the materials found in all the borings made across the isthmus makes this inference quite reliable. On the new map we have laid down what appears to be the best chan- nel route. The calculation we have made of the quantity of material to be re- moved in making a channel 20 to 21 feet deep at mean low-water, or 24 to 25 feet at mean high-water; is as follows: For width of 200 feet, 530,000 cubic yards, at 20 cents..........-- ........ $-106,000 For additional width of 150 feet, 400,000 cubic yards, at 20 cents...... . _. 80, 000 For additional width of 150 feet, 820,000 cubic yards, at 20 cents _......... 164, 000 Making the total cost of a channel 500 feet wide.................. ...... 350, 000 TIHE BARNSTABLE APPROACH. The first thing done here was to make a personal examination of the shore in the neighborhood of the canal terminus, under circumstances favorable to observation, to see what would be the probable effect of a pier or jetty from the shore. I found no conditions existing here that I did not anticipate from having met with them generally elsewhere on exposed shores susceptible of being undermined by the waves. First, the beach.-The material composing this has a preponderating movement southward and eastward, being derived from cliffs of sand and bowlders forming headlands to the west and north. This drifted material is, by the trituration of its parts by the waves, reduced in size (as shown by the stones along the beach, diminishing in size as they go from the cliff from which they are derived), so that any stone that the waves can move is reduced eventually to the fineness of sand. The movement along the shore makes a beach and a sand-dune from one headland to the next, inclosing the Sagamore Marshes. Almost all such shore-beach lines (long ago formed) maintain a con- stancy of appearance, because the movement of the beach material is constant, and supplies are received at every part as fast as worn away. But it would be a very grave error to conclude that, because of this permanency of general trend of the shore, there was no great move- 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment of the shore material. Its permanence rather proves the reverse, because it results from the supply equaling the loss from wear. The undermining of the headlands, however, does slowly cause a recession of the beach so that in places we have the salt marsh, which could only have been formed inside the beach, now exposed on the ocean side. In general, when a pier is built directly seaward from the beach, we arrest this motion along the shore, and the material accnmulatea in the windward angle until this is filled, and( tlen the movement con- tinues around its end. When the filling-in assumes a concave form, the motion around the end is soon resumed. This occurs in two ways: First, when the shore ends of the waves run outward toward the end of the pier or jetty. Second, when there is a strong littoral current, which, obstructed by the jetty, flows outward around the end, carrying the sand with it. Neither of these two influences is likely to operate off Scusset Beach. The first is thus treated of by Mr. G. R. Baldwin, page 153, Massachu- setts public document No. 41, 1864: At any rate we think it would never reach the end of the breakwater and be driven into the harbor; for the more powerful and effective storms from the north to the northeast would all tend to drive in the deposit towards the shore. In this case the formation of beach material in the angle takes a con- vex form (as it does at the Block Island Breakwater), and causes an increase along the beach to windward. This latter effect should be aided, if desirable, by short spurs or sand-catchers along the shore, and by stopping the undermining of the nearer cliffs. The tide-wave here advances and recedes almost directly to and from the shore, and there is ordinarily but little current. Mr. Mitchell, of the United States Coast Survey, found here during flood-tide a maximum set of two-tenths mile per hour to the northwest, and scarce any movement during the ebb. It is probably greater at times, as these measurements were made at a halcyon period, but ordi- narily it cannot amount to much in transporting material from the side of the jetty or pier to the end of it. Simultaneous with the accumulation of beach-drift on the windward side of the pier, there must always be an opposite effect on the leeward side at a point on the beach far enough from the jetty to lose its shelter from the prevailing winds and waves. Here the waves resume their power to transport and triturate the beach material, and the concourse being broken by the jetty a wearing away of the beach is begun. When- ever this latter point is between a jetty and a headland there is danger of the ocean storms breaking in and impairing a harbor formed within, unless the beach is protected. But in the present case the outlet of the proposed canal is so near the headland called Town Neck that the portion of the beach between it and the jetties will require but little protection. The material of the beach at the proposed outlet is sand and bowlders; sand where formed by the wind, pebbles and sand from high-water down to low-water, the size of the pebbles increasing as you descend the beach and forming a layer of paving stones at and below low-water. As stated before, the size of the stones increases as you go westward towards the cliffs. The natural conditions seem very favorable to the use of jetties or piers to arrest the littoral movement of the sand and shingle at the pro- posed outlet, and prevent its being filled up, but the quantity of mate. rial moving is probably very great. APPENDIX B. 583 New surveys at the outlet of Scus.et River.--There had evidently been considerable changes of this outlet since the survey of 1860, so we made a shore survey to determine themn down to low-water mark. Our means did not permit a hydrographic survey in the contiguous part of the bay, and there was good reason to believe that the one made in 1860 could be relied upon for present conditions. The new survey extended from Town Neck westward about 8,000 feet, covering all the portion of the shore where changes were to be determined, or where the Scusset River outlet had been. The map is platted on a scale of 200 feet to the inch. On it are also marked the positions of the outlets of 1824 and 1860. The hydrography of 1860 is also shown, a direct connection having been made with the surveys of that year. No direct connection could be made with points of Perrault's survey of 1824, and comparisons are only such as can be made by reduction to the same scale and by super- position, adopting the nearest approach to coincidence at unchangeable places, among which are the gravelly point on the east side of Scusset River, just inside of the beach and Town Neck. These places are not fixed with certainty, so that only general conclusions may be drawn. It may be noticed here that the true meridian on the Perrault maps (both original copies and published ones) has always been laid off on the wrong side of the magnetic meridian, which latter was probably used in making surveys and plotting the map. Corrected for this, his true me- ridian makes an angle of 40 45' with that of other surveys when the maps are adjusted to nearest coincidence in general features. Consid- erable local magnetic variation is to be found here. Hydrography adjacent to the beach.-- e have this partly shown on the map of Major Perrault's survey of 1824, and thoroughly by the survey of Lieutenant Wilkinson, U. S. N., in 1860. At these two periods the outlet of Scusset River and the shore lines differ considerably. The effect of the current from an outlet is always to carry the beach mate- rial seaward and cause a bar and accumulation about it, acting, in this respect, like a submerged jetty, and carrying the shoaler contour lines seaward of their general direction. When the outlet moves, this de- posit moves with it, and the direction of the general contours, by the action of the waves, is resumed at places left behind. The report of the Board of 1825 says the outlet in the previous twenty- two years had shifted 900 feet, or about 41 feet per year. The outlet of 1860 was about 1,800 feet eastward of where it was in 1824, having moved at an average rate of 50 feet per year. In the in- termediate space (which includes the location of the proposed canal) there was but slight recession of the shore-lines of high or low water of 1824. In both years the low-water line at the outlet was about 500 feet outside the general line of the shore. The contours of 6, 12, and 24 feet, however, are nearly the same as shown by the maps. The outlet in 1881 is 3,600 feet from where it was in 1860, showing in the last twenty-one years an average rate of 171 feet a year. The shore lines over this intermediate space and westward have receded to the general trend as it was in 1824. It is possible that the line of 6 feet depth has come nearer the shore, too, but as it remained nearly station- ary from 1824 to 1860 (thirty-six years) it is probable that it has not changed much in the last twenty-one years. The motion of the outlet of Scusset River being so much more rapid between 1860 and 1881 than between 1824 and 1860 shows that its bar acted more effectually as a jetty when the water flowed more directly out from the shore. The movement eastward has now about reached 584 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. its limit and may atiany time close on Town Neck and open again some- where where it was in former years. It will be noticed from Wilkinson's survey that the contours all ap- proach nearer the shore in the neighborhood of the canal terminus than they do elsewhere. This is probably due to the extension out into the bay of the depression of the valley, along which the axis of the canal is located. The depth of blue clay found by boring in Sagamore Marshes is about 10 feet below low-water ; near the beach this clay is about 20 feet below mean low-water. It is stated by Captain Wilkinson that it forms the bottom of the bay in 7 fathoms, or 42 feet below mean low-water. At the end of Town Neck a similar clay crops out above high-water line, so it is not improbable that this layer of material belonging to an older formation than the Sagamore Marshes and beaches underlies them, form- ing a valley, or basin, extending into the bay. The agarmore Marshes.--Every necessary determination about these has been made by the survey of 1860 for the joint Commission, and those of 1881 of location and boring, under Mr. Whitney, president of the new canal company. The level of these salt marshes is that of mean high- water. The borings show them to be composed of marsh mud, beach sand, and gravel down to about from 15 to 18 feet, then clear blue clay indefinitely. Their area is 24,000,000 square feet. They overflow to a depth of 3 feet at ordinary storm-tides, and are liable to overflow 8 feet at extreme storm-tides. Through them exist winding irregular sloughs, called Scusset River. Bass River, Tupper River, &c., which at present are maintained at low-tide at a level from 1 to 3 feet below mean high- water by the natural obstructions at the outlet. The depth of these sloughs is not known, but it is not improbable that a free outlet down to the level of low-water will essentially drain them dry. The surface area occupied by these marsh sloughs may be taken at about 2,300,000 square feet. Allowing them to have their beds as low as mean low- water, it will require 21,500,000 cubic feet to empty and fill them at each tide. The above does not include what may be introduced into the canal entrance or for uses connected with the canal, but the amnount of flow will ordinarily not produce much scouring effect. The highest storm-tides, rising 8 feet above the marshes, will require 192,000,000 cubic feet to fill them. Allowing four hours for the tide to rise up to the level of the marsh and two hours for the next 8 feet, and giving the opening a width of 300 feet and depth of 30 feet at mean high- water, there will not be a current to exceed 3 feet per second in velocity. If the opening were 200 feet wide and 22 feet deep at mean high-water, the velocity would not exceed 6 feet per second, from neither of which is anything to be feared. The material of which this beach is formed will stand a velocity of 10 feet per second, as is shown at Port Jefferson Harbor, New York. Scusset Harbor.-This is the name given to the part of Scusset River in the salt-marsh near the beach, its entrance being maintained by the outflow of the fresh water from a drainage area of about 6 square miles, and by the inflow and outflow of the strong tides of the adjacent bay. The harbor was very important to the early Plymouth settlers. Their shallops entered it and they trafficked across the isthmus and so avoided the dangerous voyage around Cape Cod. At present it is not deserving the name of harbor, as it would not admit at low-water of the entrance of anything but a flat-bottomed dory, and does not affobrd a draft* exceeding 2 feet at high-water. APPENDIX B. 585 At the time of the survey of 1860, it is spoken of by the Advisory Council (see report of joint Commission, document No. 4, pages 102, 103) thus : The mouth continually works to the southeast until it reaches the firm land near Sandwich [Town Neck] (where a point of rocks projects a short distance into the sea), and there closes; the marsh becomes flooded and the river bursts out again through the sand-ridge, some distance above where it empties at present, and the process of working down the coast is renewed. Its depth at the mouth varies materially with the tides and winds; it is often fordable at low-water. On page 96 the Advisory Council say: This shifting process is said to occupy about fifty years; that the last time the river broke through the sand-ridge was in the year 1823. We then have the position, of this last breakout quite well established by Major Perrault's survey of 1824. Fifty-nine years have elapsed, and the operation now seems liable to be repeated at any time. In the report of the Board of Internal Improvements [see Annual Report Chief of Engineers 1870, page 495], from investigations made in 1824, it is said: In twenty-two years, it was said its mouth had shifted 300 yards. We may conclude from the foregoing that the closure of the beach results from storms outside, and the outbreak comes from accumulated fresh water inside. This suggests that we may make now an artificial closure, and prepare the beach so that the opening shall form where we desire the entrance of the canal to be. If we can, we should take ad- vantage of these conditions at the outset, but the uncertainty of being able to much reduce the expense of excavation in this way has caused us to disregard it in our estimates. Other evidence and opinions in regard to the motion of the beach material, and the source of it.-Regarding as I do as the greatest difficulty in securing an outlet and entrance to a canal (independent of that of mnak- ing an outside harbor) to be this moving beach material, I make the following extracts from previous reports relating to it. The facts stated therein confirm me in my observations about the large amount of ma- terial moved, although the writers do not give as much weight to this difficulty as I do. From the nature of the case the amount must always remain a matter of judgment till the actual construction determines it. How far out the action extends is not known, but the greatest amount is between extreme low-water and extreme high-water. There is probably some motion out as far as sand is found in the bay, say at a depth of 6 fathoms. EXTRACTS FROM THE REPORT ON THE TIDES, ETC., TO THE SUPER- INTENDENT OF THE UNITED STATES COAST SURVEY, BY HENRY MITCHELL, A. M., PUBLISHED IN REPORT OF COMMITTEE OF THE LEGISLATURE OF MASSACHUSETTS, PUB. DOC. NO. 41, 1864, PAGES 105-112. Page 111: Action of waves.-The action of the waves on the shore of Barnstable Bay is much less than that upon the outside coast. The sea is very tranquil in all winds which blow off shore from southeast round to west, there being at such times little or no breaker upon the beach. It is with winds from north round to east that the greatest action is observed. At such times the sea gradually becomes lashed into great fury, and the beach is much torn by the breakers. The waves drive on diagonally, rolling the shingle along shore to southeast, and cutting away the sand from one point to heap it higher up at another. We traced the effects of several easterly storms of no great violence by previously depositing in lines bricks and articles of pottery. These 586 REPORT OF THE CIIEF OF ENGINEERS, U. S. ARMY. remained almost motionless on the shore while westerly winds prevailed, but were removed by the waves during the storms, the larger portion being buried in the sands near high-water line, but others borne along to the southwestward, distances varying from 50 to 1,200 feet in the course of twenty-four hours. On one occasion some saucers of earthenware were wholly buried by one storm, and no trace of them could be found until a succeeding storm washed one of them out at the distance of 2,100 feet from the place of first deposit. It was observed that heavy articles placed near the low-water line traveled along to the eastward in courses nearly parallel to the shore line, while light and floating articles were soon cast high up on the beach. Professor Mitchell made special measurements of the effects on the beach of one easterly storm, of which he says, page 112 of same report: It will be seen that this storm affected the beach at an elevation of about 4 feet above mean high-water, or about 3 feet above hligh-water of spring tides, but that the violent action was not confined to anly special height within the reach of the sea. The changes of elevation are, at most, not above 2 feet at any point. Several other lines were run to observe the effects of other storms, but the changes as a general thing were too small to be noticed here. The general conclusion is that ordinary storms are not violent in their action on this beach. I ought, however, to mention that Captain Gibbs informs nme that changes of elevation of 10 feet have been noticed after gales of very great violence. EXTRACTS FROM REPORT OF FEBRUARY, 1825, OF BOARD OF INTER- NAL IMPROVEMENTS, FROM EXAMINATIONS MADE IN 1824-J. G. TOTTEN, S. BERNARD, J. L. SULLIVAN. At the eastern extremity of the canal the harbor of Barnstable Bay offers 3 fathoms of water at a short distance from the shore. The bank to its west, of which we have spoken above," shields it from northwest winds, but it remains much exposed to those from north to east round by the west, for the isthmus of Cape Cod is too low and dis- tant to shelter it. A jetty would be required to fulfill this object, and the materials to erect it would be found on the shore itself. An inner harbor could easily be dug in the salt-marshes through which the canal runs before its termination. * * Some apprehension has been entertained that sand might accumulate at the entrance of Barnstable Bay. It appears on inquiry that there is a constant progress of some sand from west to cast from Monument Point, * and by this cause Scusset Creek had been gradually gaining east. In twenty-two years, it was said, its mouth had shifted 300 yards (.41 feet a year), but there can be nothing to apprehend from this cause, since, by allowing the canal to drain off occasionally, its entrance would be cleared, but the operation of the lock would alone keep it so.-(Copied from Annual Report Chief of Engineers. 1870, page 493 and page 495.) EXTRACT FROM REPORT OF BOARD OF INTERNAL IMPROVEMENTS, NOVEMBER, 1829-GENERAL S. BERNARD, MEMBER, W. T. POUSSIN, ASSISTANT. With regard to the termination into Barnstable Bay, the necessity of avoiding the salt-marshes at the mouth of Scusset River has determined the location of the eastern end of the canal at a point about one mile north of the mouth of the river; at this place the bay offers, at low-tide, a depth of 8 feet at 120 yards from the shore. * * Two wharves are projecting in advance of the eastern lock; the western has a length of 110 yards, the other is but 57 yards long. They will assist to take vessels in or out of the lock, and the northern will, besides, afford a shelter against the northerly winds, whilst the peninsula of Cape Cod will be a protection against other winds.-(Copied from Massachusetts Document No. 34.) EXTRACTS FROM THE REPORT OF THE ADVISORY COUNCIL TO THE CHAIRMAN OF THE MASSACHUSETTS JOINT COMMISSION, OCTOBER, 1.863-TOTTEN, BACHE, DAVIS. Page 96: The face of Peaked Cliff, which abuts directly upon the shore about three miles above the mouth of Scusset River, and also Long Cliff, still farther off, both suffer more or less degradation under the influence of tIe northeast storms. The progress * This bank was the high land west of the marshes, the canal terminus being sup- posed to be located there. APPENDIX B. 587 of these ravages issmarked by the falling into the sea of trees from the summit of Long Cliff, and by the removal inland of the shore boundaries of wood lots. The shingle strewn along the bay shore is set in motion by the same storms; and since on these occasions the sea impinges obliquely upon the beach, the stones and sand are driven southward. In this fact, we have an explanation of that movement of the mouth of Scusset River, of which we have elsewhere spoken; and concerning which, we may add, that this shifting process is said to occupy about fifty years; that the last time the river broke through the sand-ridge was in the year 1823, and that it is now work- ing to the southeast. * * Page 102: The river [Scusset River] empties into Cape Cod Bay [Barnstable Bay] through a narrow ridge of sand-hills-ldunes-which separate the bay from the marsh.- The mouth continually works to the southeast until it reaches the firm land near Sand- wich (where a point of rocks projects a short distance into the sea), and then closes; the narsh becomes flooded and the river bursts out again through the sand-ridge some distance above where it empties at present, and the process of working down the coast is renewed. Its depth at the mouth varies materially with the tides and winds; it is often fordable at low-water. ** * Page 98: These last [the locks on the Barnstable side], moreover, must be protected on the north side by a jetty, if for no other reason, to prevent the filling up of the canal by sand-drift. By carrying this jetty out eastward for something like a mile, not only will the locks be covered, but a considerable lee will be afforded to vessels in north- east gales. If a still further covering to the anchorage should prove to be necessary, a separate breakwater might be built southeastward of the jetty. The jetty itself must be as near'the tide-lock as practicable. * * * ;IMPROVEMENTS PROPER TO BE MADE" (WORDS OF ACT) AT THE ENTRANCE O BARNSTABLE BAY. Having presented now the physical conditions influencing the subject, the plan of improvement will be given. There are two somewhat related but distinct objects to be attained: First. The formation of a deep, permanent navigable entrance through "the beach and shoal water outside of it. Second. To make a large harbor for safe anchorage for vessels delayed by, or seeking refuge in, storms. FIRST.-THE FORMATION OF A DEEP PERMANENT ENTRANCE THROUGH THE BEACH. This can only be done by building two piers out from the shore to arrest the material moving along it, and dredging out to the required depth between them. This can be done, and the entrance used by ves- sels propelled by steam without regard to harbor or anchorage capacity. At the same time sailing vessels, by furling sails outside and signaling for a steam-tug, as the practice is on our great lakes, can also make the entrance available. There being at the outset no harbor whatever at this place for the shelter of dredges, scows, steam-tugs, and other vessels needed in doing the work, it is a necessity that the plan should include the earliest pro- vision for securing such shelter and at the same time make this prelimi- nary work, as far as practicable, a part of the final improvement for canal purposes. This has been kept in view all the time. Conditions.-The design of the canal being for 20 feet depth at mean low-water, we must make provision for a vessel of this draught to enter when the stage of the tide may be 4 feet below this (extreme low-water), also for the stern sinking in the hollow of the wave, say 6 feet below her average water-line. This will require the outer end of the jetty to be in 588 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5 fathoms depth at mean low-water, which, building perpendicular to the shore, is a distance of 2,400 feet from low-water shore-line. In stating this as the distance, we have adopted a generalized posi- tion of the 5-fathom curve of depth, and also of those of the other con- tours nearer the shore. It may not be necessary to extend so far, in which case there will be a saving. The following gives the natural section at mean low-water: From shore to 6 feet, distance 600 feet; from 6 feet to 12 feet distance is 700 feet; from 12 to 18 feet distance is 150 feet; from 18 to 24 feet distance is 450 feet; from 24 to 30 feet distance is 500 feet; total, 2,400 feet. It is proposed to build the jetties of riprap granite. This will not prevent small stones or pebbles being driven through them by the waves to form a shoal on the inside. For this effect we allow of 100 feet inside of the center line of the jetty. If this allowance is not enough, it may be better to arrest it by piling or fascinage or by dredging than to make a greater allowance for it. The head of the west jetty is turned to the eastward so as to shelter a width of an additional 100 feet in the line of the shore-end of the jetty. The end of the east jetty is fixed on a line 400 feet from a line drawn through the outer end of the east jetty p)arallel to the axis of the en- trance. It is also placed inshore of the end of the other at a distance of 600 feet. The outer end of the east jetty inclines toward the other 50 feet from its course from the beach, and 50 feet is allowed for the accumulation of material driven through it from the eastward. This places the piers about 800 feet apart at the shore. This arrangement allows a space of 20Q feet each side of a vessel pass- ing along the axis of the entrance (less half her width of beam) between her and the pier-heads. In designing an artificial harbor we are at all times to deal with two incompatible things-a, narrow and difficult entrance for the sake of quiet within; and an easy entrance, which also admits the waves with- in. The best we can do is to adopt a compromise. I believe the part of the wave that enters between the jetties will be more retarded than the part outside, and owing to this, as the water surges through the breakwater, there will be an interference of the wave inside, which will soon reduce it materially. The outer end of the west jetty when completed is to be of laid-up stone of large size and proper dimensions to sustain the shock of any waves or floating bodies, and to support a light-house and fog-bells, and is to be provided with suitable wooden fenders so that vessels can approach it closely with safety in dark nights and thick weather. It may be found advisable to diminish the width between the piers on the line of the direct entrance to 300 feet. The shape given to the ends of the piers and their relative lengths have been determined with regard to keeping free from the sand lodging at the entrance. If the entrance should be found not well enough pro- tected from easterly storms, it will be necessary to add a small detached breakwater to the northeastward. There will be ample opportunity to rearrange this part from experience gained as the work progresses. The direction of the axes of the piers is northeast. The line of great- est width between the piers is about 550 feet, and with any wind from N. 100 E. (true) around by west the shelter is complete. Winds from N. 100 E. around by the east to S. 500 E. blow into the entrance at the outer ends of the piers. Dimnensions.-It is proposed to have the top of the jetties 18 feet above mean low-water. This height is necessary, as storm tides frequently APPENDIX B. 589 rise to 15 feet above mean low-water, and the jetties should be at least 3 feet higher. The length from the high-water line will be 2,600 feet. From the high-water line shore out to the 12-foot contour the cross- section is to be triangular, with side slopes of 1 on 1J. From the 12-foot curve out to the 5-fathom curve the width at mean high-water is to be made equal to the depth with same side slopes that the inner portion has. This will give a width on top of 4 feet at 18 feet depth and a width of 16 feet at 5 fathoms depth. This gives a width at the base of the outer portion four times the depth at mean high-water. QUANTITY OF RIPRAP OF COMPLETED WORK. Tons. For west jetty, 2,600 feet long - --- -- ---------------------- -- ------- 237,000 For east jetty, 2,150 feet long- - -..........- ....- ----------------.................--...------......----. 154, 000 ------ 391, 000 EXCAVATION REQUIRED. The depth for the completed work at mean low-water in sheltered places we make 24 feet at mean low-water, so as to avoid getting aground, with 20 feet draught at extreme low-water, and we divide it into three parts, which are calculated as follows: Cubic yards. From the 24-foot curve shoreward to the low-water line, to make 24 feet depth for a width of 500 feet......-- .... --------------...... .... ......- .........-- -----.... ..-. - . 460, 000 From the low-water line to the marsh, 800 feet, 24 feet deep and 500 feet wide. 600, 000 For a basin inside the beach, 24 feet deep, 500 feet wide, and 1,000 feet long.- 148, 000 PRELIMINARY WORK. Before estimating the cost of the completed work we must provide a practical method of making a harbor for the immediate necessities of construction of the entrance to the canal and of the canal itself. If we can secure a low-water depth of entrance of 9 feet at first, it will probably be ample for this purpose. It would enable us to dredge out and make use of the Scusset River within the beach in time of storms. To reach the 9-foot curve will require a jetty to be built out about 1,000 feet on the west side, and about 700 feet on the east side. At this stage we may gain some additional protection from the north and east by means of piling, so as to protect a dredge and scows employed in opening the bank. The excavation through the beach and shoal outside need not exceed a depth of 9 feet at mean low-water on a width of 200 feet. QUANTITIES AND ESTIMATED COST OF PRELIMINARY WORK. West jetty... - -. 46, 800 tons. East jetty .... 30, 000 tons. 76, 800 tons, at $1.50....-...... ............... ... . $115, 200 Piling and other temporary work.... ----------- 20, 000 Dredging from the 9-foot curve to the beach, 200 feet wide by 9 feet deep, 33,500 cubic yards, at 20 cents ........-..- .. .----......------ - 6,700 Excavating through the beach, 140,000 cubic yards, at 20 cents ....- - -. - 28, 000 Excavating in the channel of Scusset River basin, 160,000 cubic yards, at 15 cents .-- ------------ --....--..........--................----- --.... 24,000 For engineering and superintendence ............ _ ..................... 19, 100 Total .......... ...... ... .... ..-.. ..... ....- -.... .... ...... . .... 213, 000 590 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. QUANTITIES AND ESTIMATED COST OF COMPLETED WORK. For the west jetty, 2,600 feet long at high-water, 237,000 tons; for east jetty, 2,150 feet long, 154,000 tons; total, 391,000 tons of riprap granite, less 76,800 tons in estimate for preliminary work, 314,200 tons, at $1.25. $392, 750 00 For the head of west jetty and light-house ........... ................ 75, 000 00 For dredging from the 24-foot curve inshore to the beach a channel 500 feet wide and 24 feet deep, 460,000 cubic yards, less amount inlcluded in preliminary work, 460,000, less 33,500 cubic yards, 426,500 cubic yards, at 12 cents ....----------......------...... ------............--..--....-----...... .----..----. 53, 312 50 For excavating through the beach from low-water to the marsh, 800 feet, 24 feet deep and 500 feet wide, 600,000 cubic yards, less 140,000 cubic yards included in preliminary work, 460,000 cubic yards, at 121 cents.. 57, 500 00 For dredging a basin 500 feet wide, 1,000 feet long, 24 feet deep at low- water, 740,000 cubic yards, at 121 cents ....---.... _........ ---..--..--....-- 92, 500 00 For engineering and superintendence ........ ................--- ..--.... 33, 937 50 705,000 00 To this add the estimated cost of the preliminary work ....- -- -.... - -.... .... . 213, 000 00 -- Cost of completed work in making the Barnstable entrance......... -- 918, 000 00 SECOND.-TO MAKE A LARGE HARBOR FOR SAFE ANCHORAGE FOR VESSELS DELAYED BY OR SEEKING REFUGE IN STORMS. Having secured a deep and safe entrance to the canal, the question of harbor capacity may be considered by itself. The provision already made for an interior basin is believed to be ample for the operations of the canal. The location of the locks, if any, is to be made, not as in former projects near the beach, but at least a mile from it on the firm land. This intervening part of the canal also furnishes a basin for vessels during any temporary interruption in the working of the canal. The exterior anchorage area protected by the I)lan of Mr. G. R. Bald- win, giving depth at mean low-water of not less than 12 feet, is about 275 acres. This is mainly secured by a detached seaward breakwater of riprap (independent of jetties for the protection of the canal en- trance), at a cost of $2,690,000. A similar work designed by General Foster, whose extent and area protected does not appear in his report (I have been unable to procure a diagram of this), but to be a wall built of compact ashlar granite, was estimated to cost $1,923,400. This does not include any provisions for protecting the entrance' to the canal by stopping the motion of the beach material. The great expense attending both these projects is largely due to the fact that to get area we must go seaward into 6 fathoms water with all the work, while we really need but 4 fathoms at most. Something, too (of General Foster's figures), is due to the expensive kind of work pro- posed. An estimate of the cost of these exterior breakwaters of a suitable form can be made from the following data: Draw the line on the map to protect the area thought to be needed ; add to the depth at mean low- water 18 feet to carry it 3 feet above extreme high-water; make the base four times this vertical height; make the width at the level of mean high-water (10 feet above mean low-water) equal to the mean hgh-water depth; make the slopes 1 upon 1 ; from this the top width will be 15 feet. From these figures the cubical contents may be readily calculated. Make the work entirely of large riprap granite at the rate (allowing for interstices) of 20 cubic feet pe ton. Assume that this can be (lone for $1.25 per ton. At this rate, Baldwin's Breakwater, exclusive of light-houses, would APPENDIX B. 591 be $1,700,000. I have not data for applying these figures to General Foster's plan. I do not propose to recommend either of these plans as of immediate necessity. First alternative.-We may build the jetties as estimated already at $918,000. For every yard we separate them, keeping the opening the same as already provided between them, we have practically to build a yard more of the western jetty at its outer end, which Will require 630 tons of stone, costing $787.50, and dredging out the additional yard, 2,220 cubic yards, at 12- cents, costing $277.75. This rate will cost anchorage area per acre, $6,445; or, for 175 acres, $1,127,875. Second.-In the marshes, to gain 20 feet depth at mean low-water, we have easy dredging of 30 feet, and each acre will cost per acre $6,050 or, for 175 acres, $1,058,750. It appears from the foregoing that we can form the necessary harbor within the beach by dredging at less expense than any other method, and we can make, this of any capacity desired, and do it gradually as fast as we need it, without neglecting anything essential in the progress of constructing and using the canal. IMPORTANCE OF THE WORK. There are so many elements of a financial and commercial character involved in this question that I cannot well )resent them. The statistics of former times are of little value now in such considerations. The completed canal will effect changes, such that the condition of the present navigation cannot be used to measure this importance by. It issof the less consequence that I should attempt it, because it will be done much better by the representatives of the proposed canal com- pany, whose interests will make their statements as exact and reliable as the best experience and foresight can enable them to make. DEFENSE IN TIME OF WAR. I have considered this question far enough to be able to say that both approaches are susceptible of easy defense. No engineer will find diffi- culty in meeting this question when it practically arises. SPECIAL ACKNOWLEDGMENTS. 1Mir. H. M. Whitney, president of the canal company, has given me free access to the information in his possession. By his direction Mr. A. Savary accompanied me over all the ground, with which he possesses complete personal knowledge, as well as that derived from instrumental surveys. Mr. Savary has been of invaluable service in enabling me to confine my operations to their proper field and work in harmony with plans for the canal. Mr. J. G. Chase, another engineer employed by Mr. Whitney, has also been of much service in furnishing copies of his accurate sur- veys near the termini. I will mention also Captain Gibbs, of East Wareham, who took me over all the waters at the head of Buzzard's Bay and pointed out its features respecting navigation, with which he is perfectly acquainted. ACCOMPANYING PAPERS. This report is accompanied by- (1.) A map of the area of Buzzard's Bay, surveyed by us, f'rom Wing 592 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Neck to Back River and Agawam Point, on a scale of 200 feet to an inch, showing proposed channel for improvement. (2.) A map of our survey of the Scusset Beach and plan of proposed entrance to the canal, on a scale of 200 feet to an inch. Upon this the hydrography of the survey of 1860 is shown. (3.) A portion of Perrault's map of Scusset Harbor, reduced to a scale of 200 feet to an inch, for comparison with ours. All these new surveys were made by Assistant J. P. Cotton, and by and under him the maps were constructed and the calculations of quantities made. Credit for the services of other assistants is given on the map. SUMMARY OF ESTIMATES OF COST. I. Buzzard's Bay approach. For making channel 21 feet deep at mean low-water: For a width of 200 feet, 530,000 cubic yards, at 20 cents .......- $106,000 For additional width of 150 feet, 400,000 cubic yards, at 20 cents..... . 80,000 For additional width of 150 feet, 820,OO0 cubic yards, at 20 cents......- 164,000 500 feet, 1,750,000 cubic yards ................ Totals ............. 350,000 II. Barnstable Bay approach. For completed jetties, dredging between them, cutting through the beach, and forming a basin inside, 20 feet deep at.mean low-water, 1,000 feet by 500 feet.... -................................................. $918,000 For preliminary work to get an entrance 9 feet deep at mean low-water, be- ing part of the completed work .--.........--..............----------------..--------... ...... 213,000 It is recommended that the money to make the channel 200 feet wide ifl the Buzzard's Bay approach, $106,000, and the preliminary entrance on the other, $213,000-together, $319,000-be made in the first appro- priation for the improvement. Very respectfully, G. K. WARREN, Lieut. Col. Engineers, Bet. Maj. Gen., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. B 16. PROTECTION OF VINEYARD HAVEN HARBOR, MASSACHUSETTS. ENGINEER OFFICE, U. S. ARMY, Newport, R. I. February 23, 1882. GENERAL: I have the honor to transmit the following report in obedience to your communication of January 26, 1882, concernilg " the condition of Vineyard Haven Harbor, Massachusetts, and whether any action is necessary for its protection," as required by resolution of the House of Representatives dated January 24, 1882. Vineyard Haven, or Holmes' Hole, Massachusetts, is about 17 miles from the western entrance of Vineyard Sound, and about 30 miles from Cape Monomoy, the southern extremity of Cape Cod. The Coast Pilot describes it as "a wide and deep indentation in the north shore of Martha's Vineyard affording good shelter from southerly or westerly winds, in from 3 to 5 fathoms water-soft bottom." APPENDIX B. 593 The harbor is about 1. miles long in a northeast and southwest direc- tion by about li miles wide at its entrance, gradually contracting towards its head. Its area, bounded by a line joining East and West Chop Lights and the curve of 18 feet depth, is about 540 acres. It is exposed in storms from the southeast, around by the north to west, and in storms from this quarter vessels are often driven ashore. Its position so near the pathway of coastwise vessels, and its easy access, give it a value that it would not otherwise possess. The fears of the harbor's deterioration are not new. As early as 1871 the citizens of Vineyard Haven memorialized the Massachusetts Board of Harbor Commissioners, calling its attention to the want of proper shelter, the filling up of the harbor, and the wearing away of the prom- ontories known as "East Chop" and " West Chop." To ascertain the facts, the Board applied to Professor Peirce, Super- intendent of the United States Coast Survey, who immediately directed a re-examination. This was made by Profs. Henry Mitchell and Henry L. Whiting. The results are given in the seventh annual report of the Board of Harbor Commissioners. Professor Mitchell reported that instead of a decline having taken place in the harbor from 1845, a real improve- ment had been in progress, amounting to a gain of 29 acres as bounded by the 18 foot curve. The Board, in extracting from Professor Mitchell's report, said these extracts " serve to illustrate the intrinsic difficulties of the improvement problem, as well as to dispel any fears of a natural decline in the capacity of the port." Mr. Whiting reported that the bluff on the eastern shore of " East Chop" had wasted considerably since the survey of 1845, the summit line being about 75 feet back of where it was then. Along the southern shore in the harbor he reported an increase and advancement of the beach amounting to 300,000 square feet. He reported some changes as having taken place along the shores of "West Chop," by the wearing away of the beach opposite the light- house. Changes here, however, were much less than at the "East Chop." Again in 1881 the Board, at the request of citizens of Vineyard Haven, made a resurvey of the harbor, "as a means of comparison with former observations, and to show what changes, if any, had taken place in the harbor." They say: The results did not show the changes which local observers had anticipated in the general condition of the harbor. It would appear from the above that no action is necessary for the preservation of the present harbor. THE NEED OF A BREAKWATER TO MAKE THE HARBOR A SAFE ONE. With protection against northeast gales this roadstead would become one of the safest harbors on our coast. In its present condition, open- ing. as it does direct to the northeast, vessels caught here with a storm from that direction have no protection, and dragging and fouling are of common occurrence. Professor Mitchell says (pp. 55, 56 of seventh annual report Massa- chusetts Harbor Commissioners): Vessels have had their masts cut away to prevent dragging, and one vessel is reported by Captain West, the light-keeper, as having foundered. The largest numn- ber of vessels driven on shore in a single storm is stated by Captain West at sixteen,, and by Rev. D. W. Stevens at fourteen. "8 E 594 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In the report of Massachusetts Harbor and Land Commissioners for 1881 they say of this harbor, on page 25: It is excellent in all the conditions of a roadstead save one, that of exposure to the northeast. The correction of this defect, which is a practicable one, is the improve- ment and protection needed to make it one of the most useful harbors in the world. That something is necessary to secure the desired protection is evi- dent. How it can be done best and cheapest and at the same time not to impair its usefulness is a question upon which there are different opinions. Professor Mitchell holds that the great depth and strong current make it impracticable, while others think that these should not cause the project to be abandoned, but that a breakwater should be built out- side of the present harbor, so as to make a harbor of at least three times the capacity of the present one, and at the same time secure the " East Chop " from further scour by having a breakwater outside of it. To build a breakwater of sufficient dimensions to make the present harbor safe in northwest storms wduld probably require the expendi- ture of $1,250,000. To build one of the length necessary to make the large harbor, and to protect " East Chop," it must be placed in water from 30 to 50 feet deep, in a strong current, and be 3 miles in length. Such a work would probably cost from $6,000,000 to $8,000,000. Even were the larger one built, it would give no protection against winds, and vessels would be liable to be driven ashore when not provided with the best means for holding at anchor. To determine the proper location and extent of a breakwater at this place, careful and complete surveys and observations should be made. These can be made in calm weather only, and should therefore be made in summer. The breakwater question involves so large an expenditure that it should be considered with other projects to avoid the dangers of this coast navigation. It may be for general purposes of coast navigation, that a breakwater at Cape Poge or Great Point, Nantucket, would better meet the require- ments, or even the building of the proposed Cape Cod Ship Canal. The question is, therefore, a large one, involving not only a survey at this place, but a consideration and perhaps surveys of all the others men- tioned. The wearing away of the headland of "East Chop," noted by Mr. Whiting, is said to have continued since that time. The people who live in the vicinity have done a great deal to protect the bluff, and their efforts should undoubtedly be seconded by the general government. If the action is allowed to go on, it will not be long before the light- house will have to be removed. To protect this headland will probably require that it be riprapped to above the highest waves. As a preliminary, I submit the following ESTIMATE : For protecting 5,000 feet of bluff would probably require 40,000 tons of rip- rap, at $1.50 .....------......---------......------.....--......-----------......---......------.....-----............ ------ $60, 000 The foregoing report is made from study of published reports, by correspondence with Prof. H. L. Whiting, of the Massachusetts Har- bor Commissioners, and others interested, and from imibrmation in this office, and is mainly lrepared by Assistant J. P. Cotton. APPENDIX B. 595 I append a communication from the citizens of the vicinity of Vine- yard Haven, in which they call attention to changes going on, and the consequent dangers, and urge the necessity of protecting the bluff of "East Chop." Very respectfully, G. K. WARREN, Lieut. Col. Engineers, Bvt. Maj. Gen. U.S. A. Brig. Gen. IH. G. WRIGHT, Chief of Engineers, U. S. A. APPENDIX C. IMPROVEMENT OF HARBORS AND RIVERS ON LONG ISLAND SOUND. REPORT OF MAJOR J. W. BARLOW, CORPS OF ENGINEERS, B VT. LIEUT. COL., U. S. A., OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1882, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Stonington Harbor, Connecticut. 6. Milford Harbor, Connecticut. 2. New London Harbor, Connecticut. 7. Housatonic River, Connecticut. 3. Thames River, Connecticut. 8. Bridgeport Harbor, Connecticut. 4. New Haven Harbor, Connecticut. 9. Southport Harbor, Connecticut. 5. Breakwater at New Haven, Connecti- 10. Norwalk Harbor, Connecticut. cut. 11. Port Jefferson Harbor, New York. EXAMINATIONS AND SURVEYS. 12. Harbors of Madison and Clinton, Con- 14. Greenport Harbor, New York. necticut. 15. Harbor of Mamaroneck, New York. 13. Survey for breakwater and harbor of refuge at Milford, Connecticut. ENGINEER OFFICE, UNITED STATES ARMY, New London, Conn., July 27, 1882. GENERAL: I have the honor to transmit herewith the annual reports upon the river and harbor improvements in my charge for the fiscal year ending June 30, 1882. I am, general, very respectfully, your obedient servant, J. W. BARLOW, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. C I. IMPROVEMENT OF STONINGTON HARBOR, CONNECTICUT. The east breakwater, begun upon the recommendation of the Board of Engineers for Fortifications and for River and Harbor Improvement in their report dated August 24, 1880, was designed to complete a com- prehensive harbor of refuge at Stonington. The delivery of stone in this work was begun December 11, 1880, under a contract which was completed June 16, 1881; 24,750 tons of stone being employed in build- ing 500 feet length of the breakwater. At the close of the last fiscal year a new contract had been made, under an appropriation of $30,000 made by act of Congress, approved 10-~ 598 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. March 3, 1881, and 1,641 tons of granite had been placed in the work, increasing the length by 35 feet, and making the total length at that date 535 feet. Mr. F. K. Ballon, of Boston, Mass., the contractor, continued work during the summer and fall months, and completed his contract Novem- ber 22, 1881, having delivered, since July 1, 22,268 tons of stone and built 535 feet additional length of breakwater. The total amount of stone de- livered in the east breakwater to the present date, is 48,659 tons, and the total completed length of the work is 1,070 feet. It was thought at the time the plan was drawn up by the Board of Engineers that if the breakwater were carried no farther east than 1,000 feet from Bartlett's Reef, this 1,000 foot opening would be suffi- ciently sheltered by Napatree Point. Observations since this part of the breakwater has been built show that the heavy seas swing around the point and roll in past the breakwater with scarcely diminished force. It will probably be found necessary to continue the work fully across the space between the " Middle Ground" and Bartlett's Reef, making the total length 2,600 feet, and increasing the estimate of the Board of Engineers from $100,000 to $130,000. It should be stated that the eastern end of the part constructed is a little farther east than the original design contemplated. Any work that may be done during the present year can very properly be done to the westward of the completed portion, and therefore no change is made in the estimates in this annual report. Appropriations for the improvement of Stonington Harbor have been made and expended as follows, viz: Date. Amount. Application. 2 127------------------ Marh -------- ---------- $200 uvy March 2, 1827 .......... ............... . . ........ .. $200 00 Survey. May 23, 1828 ........--------------------------------------- 20, 000 00 Old breakwater. April 23, 1830 .....----.........................-- ...... 16, 491 67 Do. June 27, 1834 ...--.......... .... ... ..--.... ........... ........ 262 16 Superintendence. March 3,1871... .... . ............. -........ ......... ....... *1,166 66 Survey. March 3,1873......................................... 25, 000 00 Dredging. June 23, 1874............ .................... .... 20, 000 00 Do. March 3, 1875........................................ 25, 000 00 Wamphassuck breakwater. June 18,1878.. .... ........................................ 40, 000 00 Do. March 3,1879................................ ..... ....... 37, 500 00 Do. June 14,1880..................................... .. . 25, 000 00 East breakwater. March 3, 1881........................ ..................... 30, 000 00 Do. Total...................................... 240, 620 49 * Allotment from general appropriation for surveys. Stonington is the port of entry for the Stonington collection district; the amount of revenue collected there for the fiscal year ending June 30, 1882, was $3,390. 86. There is a light-house on Stonington Point and a light-ship 2 miles southwest of Wamphassuck Point. Fort Trumbull, the nearest work of defense, is 12 miles dis- tant. Money statement. July 1, 1881, amount available -..... ................. ---.. .......... .... $30, 026 32 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............ .... .. ... ...... ........... .... .... 29, 345 88 July 1, 1882, amount available ...................------------------ ...............------------..--..----. ---- 680 44 Amount appropriated by act passed August 2, 1882 ......--- .... ......----- --.....---. 25, 000 00 Amount available for fiscal year ending June 30, 183---.... -- .... ---- ....---........ 25, 680 44 Amount (estimated) required for completion of existing project .----......... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 L- I 1 K l\ 1' // r ...- /i N '1 \ j I (iS8) 'N ' .\ -' I-,~ .\ ., . l \t - -- -- I / 1IJ ( I' j§v/ 1 1 W h Z Q rI \\ \ N Q II 'f y! 'e '-B - a /I" (,. r 1 \ 7.'i' \ / 7- ~ ~~ , 6t Rdd R'Co *0i ~7 // / Kr /eiPy I' S' D N N D H1A i Sf, S N " JUNE 307 1882 Scc.e'L of Feet -o - - , ,I .,.I 0 ... --- !. . . ,io Mroi ris e of Ticr 2.71 ft Contouwvo are ab follows 3 foot corvve -- .-. SQ 9 . . .. . .. .t9).. ISf - ..-- -- ._. 2 ,.. Th4 part of' the- East- *.6 $Brt ter compt etea to &cte is 1070 ft, tong, cc-r is so'rrv1 0.6 a erwy black hno.e i7espct eece l dui7tt't edwiCt te A7na e-epot fr b/88z A11fauor of Thvgiivcaers, tS.. -- -- APPENDIX C. 599 Abstract of contract for the improvement of Stonington Harbor, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of Date of con- Subject of con- Price Remarks. contractor. tract. tract. per ton. F. K. Ballon, Boston, Mass. June 21, 1881.. Riprap granite.. $1 14t Contract completed Novem- ber 22, 1881. COMMERCIAL STATISTICS Through the courtesy of the collector of the port, I have received the following statement of revenue collections and commercial statistics for the fiscal year ending June 30, 1882: Number of vessels entered from foreign ports ..---....... .... ............... 10 Number of vessels cleared for foreign ports.................................. . 8 Value of merchandise imported... ----..-----....---...-.......... .............. $6, 398 66 Value of merchandise exported ..................-- --............ ---- --.......... 300 62 Amount of duties collected ............ ...... ...----............ .......... 861 55 Tonnage dues collected .........................----- ----...... ................- 16 80 Hospital dues collected ................- --------.................................. 1, 003 37 Miscellaneous items ......................... ........................... 1,509 14 Total collections----------------...........---------...........................--------------.... 3,390 86 Entries and clearances, coastwise steamers ........ .................... 726 Entries and clearances, coastwise sailing vessels .......................... 84 Estimated value of cargoes of vessels entered and cleared coastwise, as follows: -----....--.... ...---------....---.--... Received.---..----.--............--..-..--....------....---.. --.... $27,640, 450 00 Shipped........---.---..-....--......--..--....-........................----------.. 24,720, 240 00 Value of product of fisheries.... ........-- ............................. 180, 158 00 Number of vessels seeking harbor for refuge...... ....-- .... .......... ..... 2, 140 Number of vessels registered in Stonington district .... .... .... .... .... .... 111 Tonnage of vessels registered in Stonington district ........... _ _......... 8, 328.59 Number and class of vessels which passed by or in the vicinity of Eel Grass Shoal Light Ves- sel, No. 17, for each quarter of the year ending December 31, 1881. Quarter ending- , March 31, 1881..----.......----....--.--....----..................------------.....--.......------.. 1 3 7 1, 280 144 714 June 30, 1881--................................-----------------------------..---- 6 10 3, 678 708 1, 224 September 30, 1881 ----------. ------------------------- 1 7 15 4, 366 1, 239 1, 566 December 31, 1881 ...........---....--.................. 2 3 10 3, 624 709 1, 190 Total -- --...................---............ 4 19 42 12, 948 2,800 4,694 Aggregate number for the year, 20,507. Very respectfully, CHARLES E. P. NOYES, Keeper. Col. J. W. BARLOW, Major oJ Engineers, U. S. A. The following is the estimated tonnage of freight received and forwarded from the wharf of the Stonington Steamboat Company for the year ending December 31, 1881 : Tons. By regular boats of Stonington line ............. ........ ............ .... 343,200 By extra boats of Stonington line - -........... ...... .... ................. 31,200 By occasional boats loading and discharging at this wharf.................. 40, 000 Total--.......---------- . ....---------- ------....--......--....--...... ---......---......-- ....----....-----.......... 414, 400 600 REPORT OF THE 'CHIEF OF ENGINEERS, U. S. ARMY. The freights of this company are stated to be constantly on the increase. They have increased largely since the above report was made up. The estimated number of vessels seeking anchorage in Stonington Harbor for the year of 1881 is 2,200. C 2. IMPROVEMENT OF NEW LONDON HARBOR, CONNECTICUT. The project for improving this harbor consists of the removal of a large shoal lying east of the New London Northern Railroad Wharf. An act of Congress, approved March 3, 1881, appropriated $4,300 for this purpose, and a contract was entered into with Mr. J. H. Fenner, of Jersey City, N. J., to do the work at the rate of $4.40 per ton for bowld- ers of over 1 ton weight, and 491 cents per cubic yard for all smaller material, he being the lowest bidder. Work was begun November 4, 1881, and completed January 4, 1882, 139 0 tons of bowlders, and 6,619 cubic yards of stones and sand being removed. Six cuts of 24 feet width, and of lengths from 260 to 300 feet, were made to a depth of 14 feet at mean low-water. Within this area three or four bowlders were left with a little less than the required depth of water on them, on account of the exhaustion of the available funds. The original estimate for the removal of this shoal, submitted in the an- nual report of 1878, provides for the removal of 125 cubic yards of bowld- ers, and 37,000 cubic yards of gravel. Up to the present time 140 tons (about 70 cubic yards) of bowlders, and 7,841 cubic yards of smaller material has been removed. It still appears that the original estimate of gravel was large enough to accomplish all the work desired, but the amount of bowlders will probably prove to be greater than was provided for in that estimate. The removal of the bowlders is a matter that is attended with some difficulty, and necessitates changes in the hoisting apparatus, if done by an ordinary dredging machine. Under the last contract, the smaller ones of from 1 to 2 tons weight were frequently hoisted on the dip- per, larger ones were raised by a chain put in place by a diver, while three of the largest were pushed along in front of the dredge to shore, where they were rolled up, to be used as wharf filling; blasting was contemplated at one time, but was not resorted to. On account of these difficulties it will be much more economical to do the remainder of the work under one contract; it is believed that the estimate submitted in the last Annual Report of $17,200 for the remainder of the work was based on such prices as are likely to be obtained, and if the whole amount were appropriated at one time the desired work could be com- pleted within one year. Appropriations for the improvement of New London Harbor have been made and expended as follows, viz: Date. Amount. Application. June 14, 1880................................ ... $2, 500 Dredging shoal east of railroad wharf. M arch 3, 1881.............................. ....... 4, 300 Do. Total.................. ..................... -- , 800 New London is the port of entry for the collection district of that name ; the amount of revenue collected there during the fiscal year ending June 30, 1882, was $33, 824.48. New London light-house is situated at the entrance to the harbor, on the west shore. Forts Trumbull and Griswold, near the month of the Thames River, command the harbor. APPENDIX C. 601 Money statement. July 1, 1881, amount available..........------- $4,300 00 ......----..........-..--..--.....----.... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .......---.. -----. ---- ---- ,-- ....-----..----. 4,141 11 --- July 1,1882, amount available.......... ........ ..... ............... 158 89 - Amount appropriated by act passed August 2, 1882.........- . 9, 000 00 ..--....-.....- Amount available for fiscal year ending June 30, 1883......-- ... ..... . 9,158 89 Amount (estimated) required for completion of existing project......... 8,200 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 8,200 00 Abstract of contract for the improvement of New London Harbor, Connecicutt, in force dur- ing the fiscal year ending June 30, 1882. Name and address of contractor. Date of Date con- of con- Subject Subect of W Remarks. tract, contract. ,.d p Per ton. Percu. yd. J.H. Fenner, Jersey City, N. J. July 18, 1881 Dredging.. $4 40 $0 494 Contract completed January 4, 1882. COMMERCIAL STATISTICS. Through the courtesy of the collector of the port I have received the following state- ment of revenue collections and commercial statistics for the fiscal year ending June 30, 1882: Number of vessels entered from foreign ports ............................ 25 Number of vessels cleared for foreign ports.. ............................ ...... 8. Value of merchandise imported. .................. .... ..... ........ $296, 392 53 Value of merchandise exported...--........----.........----................--. 26,904 00 Amount of duties collected ...... ................... ................ 26.374 80 Tonnage dues collected-......-..................................... ... 466 50 Hospital dues collected......-....."...-................................ 2, 825 03 Miscellaneous items ....... .... .... ............. ... ...... .... ...... .... 4, 158 15 Total collections .... .... .... ...... ...... ... ....... .......... 33, 824 48 Number of vessels owned in the district ......... .... ................. 184 Tonnage of vessels owned in the district ................ .............. 24, 872.94 Number of vessels built in the district during the past year .......... 2 Tonnage of vessels built in the district during the past year ...... ...... 422. 90 C 3. IMPROVEMENT OF THAMES RIVER, CONNECTICUT. At the time of writing the last annual report, dredging was in prog- ress under a contract dated October 5, 1880, with Mr. William Flann- ery, of New York, N. Y., to remove about 88,000 cubic yards of sand and mud from the channel at the rate of 23 cents per yard. This contract, which was to expire June 30, 1881, was extended to September 30, and then again extended to December 31, 1881. On the contractor's repre- sentations of his ability and intention to prosecute his work on hand with vigor, and to complete it promptly, a second contract for the re- moval of 75,000 cubic yards of material at the rate of 27 cents per cubic yard was awarded him, the date of contract being August 1, 1881. Not- 602 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. withstanding his promises, work on the first contract proceeded very slowly, and with frequent delays from imperfect machinery and scows; in addition, the bottom and sides of the channel were left irregular, the dredge frequently running off range, and making too great a depth in some places, and leaving ridges in others; finally, the contractor aban- doned the work November 25, alleging the very evident reason that the boiler of the dredge was unsafe. After some attempts to arrange for the completion of the work by one of the contractor's bondsmen under a third extension (to be asked for), the contract of October 5, 1880, was declared expired by limitation, and the contract of August 1, 1881, was annulled. An estimate based on a careful examination of the channel showed that the excessive amount of material removed by reason of dredging too deep, and of working off range would almost exactly counterbalance the reserved percentages and other dues which were for- feited by non-fulfillment of contract. Dredging was not resumed on the river during the fiscal year. June 7, 1882, proposals for dredging were received, and a contract will be entered into with the Hartford Dredg- ing Company, of Hartford, Conn., to do the work required at the rate of 143 cents per cubic yard. The opportunity now afforded of dumping material behind the Trading Cove dike is the occasion of the reduction below the prices offered last year. In the last annual report, I stated that a contract for a dike of piles and stone on Trading Cove Flats would be entered into with Mr. John C. Feltman, of Albany, N. Y. It proved very difficult to reach Mr. Feltman by correspondence; after endeavoring for over six months to get the contract signed, it be- came apparent that Mr. Feltman did not purpose doing the work and his proposal was abandoned. On the 17th February, proposals for the dike were again received and a contract for doing the work with riprap stone (about 6,000 tons) was entered into with Mr. F. K. Ballou, of Boston, Mass., at the rate of $1.19 per ton. In a letter to the Chief of Engineers, dated February 16, 1882, I sub- mitted a plan (with map) for longitudinal training walls over the upper course of the river, which, after being referred to the Board of Engi- neers for Fortifications and for River and Harbor Improvement, was approved by the honorable Secretary of War. The stone delivered by Mr. Ballou was applied to the construction of one of these walls in front of Trading Cove Flats. The contractor began work April 15, and finished June 16, 1882, having delivered 6,595 tons of riprap stone and con- structed 750 linear feet of wall; this wall, when completed, will be 2,400 feet long. The work already built has required nearly 9 tons of stone to the linear foot; this is much larger than the average will be, for the completed part crosses a small " blind channel" the bottom of which is soft for a depth of 3 feet. I am informed that already an improvement of some value to navigation is felt in the changed direction of the flood current which formerly set vessels over towards the blind channel men- tioned above. On the 7th June, 1882, proposals to continue this training wall were received and a contract will be entered into with Mr. F. K. Balloun, of Boston, Mass., at the rate of $1.25 per ton of riprap granite delivered in the wall. Work under this contract will begin early in July. It is very desirable that this system of training walls be pushed to completion as fast as possible' The original estimate, submitted in nmy letter of February 16, 1882, was about $4 per linear foot; this contem- plated building the walls to about half-tide; upon recommendation of the APPENDIX C. 603 Board of Engineers the plan was modified so as to raise the walls to full tide; this will make the cost about 50 per cent. greater, or for a total length of 13,800 feet, about $82,800; of this amount about $20,000 has already been expended or contracted for, leaving a balance of $62,800. The location of the training walls (see map accompanying my letter on the same) was such as to leave a width of possible channel increas- ing from 300 feet at the Rolling Mill Wharf to 450 or 480 feet at the lower end; the natural width of the river at the Rolling Mill will not admit of greater channel space there. The project for dredging originally contemplated a width of 100 feet and depth of 14 feet at mean low-water, the width to be increased when the commercial interests seemed 'to demand it; owing to the difficulty of keeping within a narrow channel, particularly when vessels are pass- ing in different directions, the necessity is almost imperative that a width not less than 200 feet should be made as soon as practicable. By making the dhannel to follow the outer sides of the curves close to the training walls, the effect of these walls in maintaining such a channel will be fully realized. The following estimate of the amount of material necessary to be re- moved by dredging in order to give the required depth and width is based upon a recent examination: To make a channel 200 feet wide and 14 feet deep at mean low-water, from Norwich and Worcester Railroad Wharf to Indian Point, requires removal of 696,000 cubic yards, sand, &c., at 18 cents..------...------------ ...----......... ---.... $125,280 --..............----....----. This will make the total cost of the project for making and maintain- ing such a channel as follows: Training walls ($82,800 less $20,000).--...------..-..-----......--......---.......---.......--------. $62, 800 125,280 Dredging--...--------............................................------------ ------------------.....-----....---..... Total........----...----.....----..-------------................. 188,080 A considerable saving in the cost of dumping the dredged material will be effected by building the training walls first; the above estimate pre-supposes the reduction from that cause. It would be economy to build the entire system of training walls in one year, and it is therefore recommended that the estimated amount necessary for its completion be appropriated at the next session of Con- gress. Attached is my letter to the Chief of Engineers on the subject of train- ing walls, with the report of the Board of Engineers. Appropriations for the improvement of Thames River have been made and expended as follows, viz: Date. Amount. Application March 3, 1821..------.. --.........----------------.....----..----...... $150 Removing obstructions placed during war of 1812. March 2, 1829--...--------------..-------------- 150 Survey. July 4, 1836 .................................... 10, 000 Piers and dredging. March 3, 1837--...--..--...--..... ..--..... ............ 20, 000 Do. July 7, 1838 ..................................... 10, 000 Do. June 23, 1866-------- ......------------.......................... 10, 000 Dredging and survey. March 3, 1867....................... .............. 72, 000 Dredging. March 3, 1871......... .......... ................. 15, 000 Do. June 10, 1872 .................................... 10, 000 Do. June 18, 1878 .................................... 10, 000 Do. March 3, 1879............................. ........ 12, 000 Do. June 14, 1880 .................................... 22, 500 Dredging and training walls. March 3, 1881............................... ..... 30, 000 Do. Total .............................. ..... 221, 800 604 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. New London, near the mouth of Thames River, is a port of entry. The amount of revenue collected during the fiscal year ending June 30, 1882, was $33,824.48. New London light-house is situated on the west shore of the river, at its mouth; Forts Trumbull and Griswold, near the mouth of the river, command the harbor of New London. Money statement. July 1, 1881, amount available. ...... ........................... .... $49, 395 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...--- ................ .. _.... .................... 20, 421 19 July 1, 1882, amount available ... - - - ... ................................ 28,974 72 Amount appropriated by act passed August 2, 1882.................... 35,000 00 Amount available for fiscal year ending June 30, 1883 .......... .......... 63,974 72 Amount (estimated) required for completion of existing project.......... 153, 080 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 Abstract of proposals opened February 15, 1882, for construction of a dike in Thames River, Connecticut. Stone Pile dike. Name and address of bidder. To commence. To complete. dike. Per ton. !Perlinear foot. Charles F. Stoll, New London, Conn.-.............. $1 63 .. ... No date ..... June 30, 1882. Frank Pidgeon, jr., New York, N. Y.. .............. ... . $7 49 .do ..... June 30, 1882. Frederick K. Ballou, Boston, Mass ................ 1 19 . .... do ....... June 30, 1882. T. D. and W. H. Holmes, New York, N. Y ............ *6 50 1. 900 .... do .... . June 30, 1882. James DuBois, New York, N. Y ........................... 6 50 .... do ....... June 30,1882. Luce and Haskins, Niantic, Conn .................... 1 59. .... do ....... June 30,1882. Ingerson & Moulthrop, Gales Ferry, Conn ...... .... 1 72 5 45 .... do ....... June 30, 1882. Charles H. Edwards, Quincy. Mass ................. 1 50 7 73 - do ...... June 30, 1882. Wm. R. Burdick, Preston, Conn................... 1 57 ...... .. do ....... June 30,1882. Geo. C. Raymond, Nowrich, Conn...---...............----.......... 7 72 .. do ....... June 30, 1882. Stephen A. Kelly, Brooklyn, N. Y............................ 5 40 .... do ..... _ June 30, 1882. Stephen S. Sylvester, Norwich, Conn .......-----.... ......... 7 75 ... do ....... June 30, 1882. * Per linear foot. Abstract of proposals opened June 7, 1882, for construction of dike in Thames River, Con- necticut. Stone Pile dike. Tocommence. Name and address of bidder. To complete. Per ton. Per linear foot. Charles H. Edwards, Quincy, Mass................... $1 45 .. No date... Dec.31, 1882. James Du Bois, New York, N. Y...........- ...... ..... $8 00 I....do.......Dec.31, 1882. Richardson & Rice, Brooklyn, N. Y.................. 1 50 9 00 ... do ....... Dec.31, 1882. Frank Pidgeon, jr., New York, N. Y---................ .......... 9 72 ...do ....... Dec. 31, 1882. Frederick K. Ballou, Boston, Mass.................. 1 25 ........ ....do..--.. Dec.31, 1882. D. V. Howell, New York, N.Y .................... 1 41 9 87 -....do .... Dec.31, 1882. Gunn & Ingerson, Woonsocket, R.I., and Brattle- 7 74 ....do.... Dec.31, 1882. borough, Vt. Stephen A. Kelly, Brooklyn, N. Y ................. 7 80 .... do ...... Dec.31, 1882. Abstract of proposals opened June 7, 1882, for the improvement (by dredging) of Thames River, Connecticut. Name and address of bidder. Price. Tocommence. To complete. Per cubic yard. Edgar M. Payn, Albany, N. Y........................ $016 July 15, 1882 June 1, 1883. Frank Pidgeon, jr., New York, N. Y ................ ....... 14 ? No date .. . June 1, 1883. Richardson & Rice, New York, N. Y......... ............. 24 . _do....... June 1, 1883. Hartford Dredging Company, Hartford, Conn................ 14 At once... June 1,1883. James Caler & Son, Norfolk, Va ......... ...... ...... .... 24 July 1, 1882 June 30, 1883. John McDermott, Cohoes, N. Y..................... ......... 14 1 No date ... June 1,1883. APPENDIX C. 603 Abstract of contracts for the improvement of Thames River, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of contractor. Date of con- Name and address of contract. Subject of contract. Price. Remarks. Peryard. William Flannery, New York, Oct. 5, 1880 Dredging- ....-- - $0 23 Expired by limita- N. Y. tion. Do ............ ............ Aug. 1, 1881 ..... do ............... 0 27 Annulled. Per ton. Frederick K. Ballou, Boston, Apr. 10, 1882 Delivery of stone ..... 1 19 Completed June 16, Mass. 1882. COMMERCIAL STATISTICS. The following statement of tonnage of vessels towed up the Thames River for the three years ending June 30, 1882, was obtained from the records of the Thames Towing Company. It is estimated to represent about 90 per cent. of the commerce of the river to Norwich, exclusive of the business done by the regular line of steamers: Months. 1879-'80. 1880-'81. 1881-'82. Tons. Tons. Tons. July ......----..--.--................-----------............----- 14,135 15, 326 20, 764 August ..............--------------------------------------------- 8, 402 12, 718 18, 628 September ....---...----..----.--.......--....---...---......---------------- 11,917 12, 413 13, 833 October ..... ......... . . .....................-- 9, 047 16, 206 16, 813 November.---.....-----...--..---............------............................. 15, 477 16, 084 15, 183 .December..-----..-...--..............--------.---....--.............................. 15, 847 14, 643 19, 521 January-....................... ....... ....................... 8, 291 5, 994 5, 731 February...-----.-----. -----. ----- ------------------ 3, 604 4, 689 7, 208 March----... • _-. * ------------ -------..... ---- -------- 13, 642 17, 426 7, 270 A pril............................................... ......... ... 17, z17098 20, 18, 305 M ay. --.................. -.-.....--.-...--.-.. ..- ...- .-...-.... 17, 849 16, 499 18, 351 June .---..--..--..--..............----------------...---..........----. ---..---.........--..--..... ------ 13, 074 26, 712 18, 080 Total...............---------------------------............-----------------149,102 178,808 179,687 Total number for three years (including 37,710 tons, not recorded), 545,307 tons. LETTER FROM THE SUPERINTENDENT OF THE NORWICH AND NEW YORK TRANSPOR- TATION COMPANY. NEW LONDON, CONN., July 27, 1882. DEAR SIR: Referring to yours of July 21, which I have just received, respecting the amount of business done by our line, I will say that we transport daily from Nor- wich and Allyn's Point to New York certainly not less than 400 tons, making an aggre- gate of 120,000 tons per year. This is mostly manufactured goods, coming from the States of Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, and Con- necticut, our route being the natural outlet for a large part of the manufacturing dis- tricts of these States. From New York to the above-named points we transport a large part of the raw material, although a great part of the cotton comes direct by rail from the South. We also do a large merchandise business between Worcester and New York; and, as we are one of the largest, if not the largest, of the freight lines between New York and Norwich, will average 300 tons a day, or 90,000 tons a year, making a total aggregate of over 200,000 tons. Trusting that this will give you the data which you require for your report, I remain, yours, truly, S. A. GARDNER, Superintendent. Col. J. W. BARLOW. 606 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. PLAN OF MAJOR J. W. BARLOW, CORPS OF ENGINEERS, FOR IMPROVE- MENT OF UPPER THAMES RIVER, CONNECTICUT. ENGINEER OFFICE, UNITED STATES ARMY, New London, Conn., February16, 1881. GENERAL: I have, respectfully, to submit, for your consideration and advice, the accompanying plan of the Upper Thames River, illustrating the application of training walls to that improvement. The plan presented herewith has been the subject of considerable study, and is based upon the principles advocated in the improvement of the Tyne, and is also similar to those now in progress on several of our rivers. The object of the walls is, of course, to direct or train the ebb and flood currents through one channel, and at the same time to offer no obstructions to the free movement of the tides through the whole ex- tent of the natural river. Commencing at the first shoal, which is immediately below Indian Point, it is proposed to have the channel 480 feet wide, thence gradu- ally diminishing in width, to extend by a series of gentle curves to the city of Norwich, the minimum width being at the rolling-mill wharf, where it will be 300 feet. The intention is to cause the current to fol- low these curves by building walls rising to about half tide, along the concave sides of the natural bends, and use the spaces behind them, when practicable, for dumping dredged material. It is believed that it will be necessary to carry the walls but a short distance along the convex portions of the curves, as the current in general will seek the concave shore. I am, general, very respectfully, your obedient servant, J. W. BARLOW, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. [Fiist indorsement.] OFFICE CHIEF OF ENGINEERS, UNITED STATES ARMY, March 7, 1882. Respectfully referred to the Board of Engineers for Fortifications and for River and Harbor Improvements, for consideration and report. Should the presence of Major Barlow before the Board be considered important, the president of the Board will give him the necessary orders. As early action as practicable is desired. By command of Brigadier General Wright. JOHN G. PARKE, Lieutenant-Colonel of Engineers, Bvt. Mj. Gen., U. S. A. [Second indorsement.] OFFICE BOARD OF ENGINEERS FOR RIVER AND HARBOR IMPROVEMENTS, &C., New York, Respectfully returned to the Chief of Engineers. fMarch14, 1882. The Board'of Engineers having examined the within report of Maj. froi .owicli to Confederc, Pt,. SHEET / ttt tiou LnEof cosci ,SCoA Fte Tru-e riIs /529 cti- 166. It 1000 Quo SCALE OF FEET Jooo 0/e onDr FROMA SUR'VEY OF 1829. 6 Jettz cas oi-tiJeGp ZaGe I- 'ijudnot ,yei! uzIt Ucie .ihoni- N J N N / -I, N N ~ \ -~~c:, re. - // '7 / - 1 r4~ *~cP-~rli- 7J~-~ - - - - - - - - '737 f'O) / / 1~ / -7 3.l1 (541 -. -. .'.. .elie4i--,--gat urta. / L2. 4 Lcniu'i irctec'!ti .. 'ice f ) '" / Mc Tw7 A5 of U: is3fooC7'3 7-o t COle~-~ wc .Lvevl.5\ ck N .r -- -- ---- -- rr I~ -- -- - ----- - --- -I --------- ifh c NOV 1-\ '. r, f .J jam ' . + , N fro "- Norwich to Confederccy lt, FR U SUVEY OF 82, SHEET I 0 -- ftt..Scltrc7a u e b- 7,ty j64t,. a 7 Sh "m , 5 the eoncaition, of the itri'r i- /d629 c,, 6-66 4 1i. 70cc a 1. x's s ; .. - " ,CA LE o 0 FE T terrt \ ~ ~ ~ ":.....------. ~ ~ ~ ~~ - - - ~N% -r' eflGs "--. "' . .- " -__ -.. r • \ '.. k-" Q L.< ,. -v - - . ._.:.,- ...... :r . ... .. . . / / cet 1 ,7 '- , - \ -' - . - . _ -t - - . . - -. .-- I, '-4- _ . - - -. . - . . v ... .i . . .-- . . ' - + \ -- --- ' 7,,'."--- . -.-. -/ . . -- :.-,~~~e . ..... I,.- : . ... ... ........ ., \, "e.rr..1... ..... --- _:---1- >.;;"5 '3-" -- t .." ,: - --. - -. . . . . . : -L - - - . . - - .- , /.., '\.. , - t - _. _. - -- . .. lu~ rL :<.-- ,E . /. \ . I! - - ....- -. ---. '0 (-v Ggtt r;,-o.t at. e 5- - G ea n . . 1vM- Wi ...tL e . . .1 -- '- I .1074' rater 34 m. LE a~omn- t7jua -. W.t.-- folo Crn .. - .. 9 *. .. - .Jflz /2 - .. -. -,. ~ . '8- ..I - F(~ Oft SusQV yU i or 166 N~ ~3 N I I1 -- IS Aro is.wis- jri rz ct . e . r - N -' , ". -. •.' - ' "# --: "- - N--.-...-. N p N ---. . .. -__.'.r --- -a---. - - -- - - -- f_- - ..... - -- o.. , .,'-no..aS.-n .. -.\ NN \ A5. -..\,.......\"-....... :"" \ -, f 'r ,...1 "-.. t . ---. _ ..le --. . . .... love Z-n" ------. . .... /- r .... N 5 - ll~ : "-"-,.- "..- ' ... .. " " , .. . . -a-- - .. . ... - "C. ... ~ --- t- a-- fy; , .. . .- 7- ' r 1 r \ n N ' Repccftul& '0*nit. ric- teke A .no.nat Report 15 in : ofXngj'cwa ~/ Ma~C ~~1 -- - -- --~~- -- -- --- ---- --- -- ----- --- -- --- - --- I -- r -- APPENDIX C. 607 J. W. Barlow for improving the navigation of the Thames River from Norwich to Easter's Point, a distance of about 3- miles, with accompa- nying drawings illustrating the same, are of the opinion that the project is a suitable one, and will effect its purpose so far as dikes can do so. But to obtain the depth of 14 feet asked for will require dredging be- tween the dikes, and further to maintain that depth dredging to some extent will be needed from time to time, and especially in the vicinity of Norwich. The dikes, however, seem to be the best means for amelior- ating the condition of the river. They should, in the opinion of the Board, be raised to mean high-water level. On behalf of the Board. Z. B. TOWER, Colonel of Engineers and Bvt. Maj. Gen., Presidentof Board. LETTER OF THE CHIEF OF ENGINEERS TO THE HON. THE SECRETARY OF WAR. OFFICE OF THE CHIEF OF INGINEERS, UNITED STATES ARMY, Washington, D. C., March 18, 1882. SIR: I have the honor to submit for consideration the inclosed project of Maj. J. W. Barlow, Corps of Engineers, for further improvement of Upper Thames River, Connecticut, which is a modification of that now before Congress, as shown in the Annual Report from this office. This plan is the result of further study of the question of improve- ment, and, as will appear from the indorsement thereon of the Board of Engineers for Fortifications and for River and Harbor Improvements, to whom it was referred, meets with its approval, excepting that the proposed dikes should be raised to mean high-water level. I concur in the views of the Board, and beg to recommend the project for approval accordingly. Very respectfully, your obedient servant, H. G. WRIGHT, Chief of Engineers, Brig. and Bvt. 1Major-General. Hon. ROBERT T. LINCOLN, Secretary of rWar. [First indorsement.] The recommendation of the Chief of Engineers is approved. By order of the Secretary of War. JOHN TWEEDALE, Acting Chief Clerk. WAR DEPARTMENT, March 22, 1882. C 4. IMPROVEMENT OF NEW HAVEN HARBOR, CONNECTICUT. A contract, dated July 20, 1881, was entered into with Messrs. H. N. and A. J. Beardsley, of Bridgeport, Conn., to do dredging as required 608 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. under the appropriation of $15,000 made for this purpose by act of Con- gress approved March 3, 1881. By the terms of this contract, the chan- nel between Canal Wharf and Black Buoy No. 5 was to be widened, making the depth 16 feet at mean low-water. Work was begun August 4, and completed October 20, 1881, by the removal of 117,400 cubic yards of mud. Three cuts were made on the west side of the channel below Long Wharf and two cuts across the southeast side of the bend opposite that wharf. In August, shortly after the commencement of the dredging, an ex- amination of the channel was made; the 16-foot channel was found to be 320 feet wide below Long Wharf, 400 feet wide above the wharf, with a maximum width of 520 feet at the bend. On the east side of the channel were two shoals, one of about 800 feet length, 1,500 feet below Long Wharf, and a quite small one about 1,000 feet above the wharf. These shoals have formed since the survey of 1878, and were partially removed in 1880; they were carefully and completely removed during the past year. Their formation is mainly due to subsidence or to wash- ing in from the east bank where the material is soft, and the course of the tide not truly in the channel; it is not improbable that they will form again in two or three years. The present condition of the channel, 16 feet deep at mean low-water, is- Feet. Below Long Wharf, an available width of ..................................... 440 Above Long Wharf, an available width of .............. .................--- ...... 400 At the bend opposite Long Wharf, a maximum width of ... ................ 600 The material removed during the past year was wholly mud; it was deposited in deep water in Long Island Sound, 2 miles east-southeast of Southwest Ledge. The map of the last examination, compared with the map of 1878, shows a uniformly less depth on the bar below Fort Hale by about .3 foot. The amount is small and is within the limit of accuracy of sound- ings taken in rough water, but its uniformity indicates that a slight filling has taken place within the past three years. The work of last year completes the improvement of this harbor above Fort Hale as far as at present projected, giving a 400-foot channel 16 feet deep all the way to the Steamboat Wharf. I am informed that the channel above Long Wharf is too narrow for convenience at many times on account of the number of barges tied up to the ends of the wharves; that in the near future an effort will be made to have this part of the channel widened considerably, with a depth of 12 or perhaps 16 feet at mean low-water. Vessels waiting to unload, if they come up the harbor at all, must anchor in the channel, for the low-water depth on either side is but 7 feet. In 1872 and 1873 a channel 16 feet deep and 200 feet wide was cut through the bar below Fort Hale. This bar is composed of very soft mud, in some places known to be 30 feet deep. The material has so little consistency that the channel began to fill up before the dredging was completed, and in course of a few months had shoaled about 2 feet, the present available depth being 13.5 feet; it is probable that this material in places is soft enough to be pressed up from the bottom of a deep chan- nel by the weight of the greater height of mud on either side. Since that time no attempt has been made to improve the condition of this bar, which is now the greatest obstacle to the navigation of the harbor. The plan of contracting the channel there by means of a dike was first mentioned in my letter to the Chief of Engineers, of February 4, 1879. Experiments and observations on the currents and character of bot- APPENDIX C. 609 tom have convinced me of the importance of beginning this work before attempting dredging, with the probability that it will materially reduce the amount of excavation required if it does not remove the necessity of dredging altogether. As stated in the last annual report, such a dike ought to be at least 4,400 feet long; if this prove not enough the length could be afterward increased. The estimated cost of a dike of this length is about $60,000; it would be better as well as cheaper if the whole length were built in one season. It is recommended that this work be begun whenever funds are available for the purpose. Appropriation for the improvement of New Haven Harbor, not in- cluding the construction of the breakwater, have been made and ex- pended as follows, viz: Date. Amount. Application. August 30, 1852....---......--------.......-------..--. $6, 000 Removal of Middle Rock-not expended until 1867. July 11, 1870 ..... .. ..... 15, 000 Removal of rocks. March 3, 1871 ..-......... .. .. 40, 000 Dredging (13 feet) above Fort Hale. Dredging (16 feet) below Fort Hale. June 10, 1872...............--........ 35, 000 Removal of rocks. March 3, 1873 .. ......------......... 25, 000 Dredging (16 feet) below Fort Hale March 3, 1875 ..-----.....-------.. 10, 000 Dredging (13 feet) above Long Wharf. June 18, 1878...----..-----...................---. --- 25, 000 Dredging (16 feet) Long Wharf to Fort Hale. March 3, 1879 --------------................... .. 15, 000 Dredging (16 feet) above Long Wharf. June 14, 1880 ..................... 15, 000 Dredging (16 feet) above Fort Hale. March 3,1881...................... 15, 000 Dredging (16 feet) Long Wharf to Fort Hale. Total ......-.........-...-- - 201, 000 New Haven is the port of entry for the collection district of New Haven. The amount of revenue collected there during the fiscal year ending June 30, 1882, was $339,593.71. There is a light-house on Southwest Ledge, at the mouth of the harbor. Fort Hale, 2 miles below the city, on the east shore, commands the channel. Money statement. July 1, 1881, amount available.-.....-- --............. ...............---- .... $18,124 73 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .................. ........ .......... .......... 14,659 77 July 1, 1882, amount available....-----................. ........ .......... 3, 464 96 Amount appropriated by act passed August 2, 1882 ...................... 30, 000 00 Amount available for fiscal year ending June 30, 1883- .................. 33, 464 96 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 Abstract of contractfor the improvement of New Haven Harbor, Connecticut, in force during the fiscal year ending June 30, 1882. 4 Name and address of contractor. tract,con- Dateof Subject of contract. Price Remarks. --- ------ ; Per cu. yd. H.N. &J. A.Beardsley, Bridgeport, Conn. July 20, 1881 Dredging'. $0 11 Contract completed October 20, 1881. 39 E 610 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Through the courtesy of the collector of the port, I have received the following statement of revenue collections and commercial statistics for the fiscal year ending June 30, 1882. Value of merchandise imported ...-...... _ _.-.... ....-- ..-.-.- .. $950, 718 03 Value of merchandise exported - -.-..-.. -......- .......... ---- . 170,993 20 Amount of duties collected ----------.-------------------.---. - . 331, 053 03 Tonnage dues collected--.. -- --............. - ---- -----......------------- --------. 1,371 82 Hospital dues collected..-------------- ---- ----------......... -- ...----....--....--------.... 3,206 54 Miscellaneous items __............--__.......-- ...... ..... ....... ....... 3,962 32 Total collections ....... _......_...._.......................... 339,593 71 Number of vessels entered from foreign ports ..-................................ 88 Number of vessels cleared for foreign ports ................. .... .. ......_ .. 41 Entries and clearances, coastwise, steamers..................------------------------.. --.... -----........1, 440 Entries and clearances, coastwise, sailing vessels ...-............. ............ 921 Estimated value of cargoes of vessels entered and cleared coastwise, as follows: Received. ...-...-.. ......... ................................... $89, 365, 880 Shipped ....................................------------------------------------....... 71,250,000 Approximate amount of materials received in and shipped from New Haven Harbor, Connec- ticut, during the five years ending June 30, 1882. i For the year ending June 30- Articles. 1878. 1879. 1880. 1881. 1882. Domestic receipts: Coal........--..............- .. tons.. 458, 800 650, 200 675, 000 700, 000 730, 000 Iron .....- ...... .................. do.... 29, 000 31, 000 32, 500 44, 000 49, 000 Lumber.........---............1,000 feet.. 49, 700 51, 000 52, 500 60, 000 67, 000 General merchandise ............. tons.. 735, 000 760, 000 800, 000 910, 000 1, 000, 000 Foreign receipts: Rags........................ tons.. 2, 245 2, 108 1, 535 2, 851, 2, 240 Sugar and molasses ... _.............hhds.. 16, 277 16, 013 14, 278 10, 874 14, 081 General merchandise ....... total value.. ---- ...........$825, 521 00 $950, 718 03 -....- Domestic shipments : General merchandise.............. tons.. 530, 000 564, 000 615, 000 672, 000 700, 000 Foreign shipments: Meat ............................ .. tons.. 14, 000 14, 500 15, 000 17, 000 19, 200 General merchandise......... total value.. ... ........... $96, 434 00 $170,993 20 Number of vessels arriving and departing: Steamers............................. 4, 206 4, 310 4,750 5, 250 6, 000 Sailing vessels ......................... 6, 972 6, 980 9, 420 10, 000 11, 500 Barges .................................. 2, 520 4, 080 4, 675 5.100 5, 760 NUMBER OF VESSELS OWNED IN AND HAILING FROM NEW HAVEN, CONN. Steamers...-..-----------------------............................---....---------......----...................... 42 Sailing vessels .--......----------------------------............................-----...----..............--------........------. 162 Barges .............-----------------.........----------......--......-------....---....-----.... ----...................... 142 Total-------------...................-----......................------------------...................--...-----. 346 NUMBER OF VESSELS BUILT IN NEW HAVEN, CONN., DURING THE YEAR ENDING JUNE 3, 1882. Steamers .................. --- ------.............. --- ---.................... 6 Sailing vessels .........- - ---.........................- - - -......................... 4 Barges......----..---------------............... -----------..........---...----............----- , .............----------- 67 Total .................. .................. ............................... 77 SH A VN iJ N NEW IAVEU KA1BR, CONN. JUNE 3O, 1882. SCALE OF FE ~ - Meat rises oF.tlil* 6.Olft Contoul-s are Frml 8 Oesu-1vt1 of 1871, a iomoiNI .the col10tio- oft8 e itulrbor before any ar01q- rlry ,rcrs .ao~te. Lur nat0rhe ------------- 6 foot crve S . -- --- . (g~j x 8 ... '-C. --- Thle lllcltnlel: e1110881 bh lll,18blk iis las bto dr~aedgto a a pt~l of 16 ft. belowl', 8188 lone Wauter.. That par1t of tho de llllt below Tt. lote vro, 1 r&110.98 200 'Ft wide- 8111 $72 .118.1 ,2 71 -c. The brccal~*raztccr roam Sot1~-west IeZdgg to R, nixes I-- 3 pu~t , 125 eet L'olly , ib ;7noa 27?M c .till Thre shccae part of ti~e claw" etle n aLs 2ieayle 1uri11 01put t118 721 21,7111. <. I / / 1 18' .Respeetfxoollj lllbhootted n'8t 1-th e )1.1-0-1 / • Xrpa7')t j'ur 6', I 7- / :f1; ) -. 1 \ /; I / i./ / / 2X ( /:. / , t, . 7' . 1- /. ,- I i /' / .l .- . . .-. A Im 7 / /" ! / f' K1 \11 ~ " , rcuzres 1 eaye P I ' e - \O .o 16 01, 801 16 '7 7-1 8 "'r 7 N (./ 83 87. 9 J / ) 7 ---- p- g _- - - ,~ -;s- 1 111-3111 - 1 ~~-~ Ir-----~---- ----- C- ~ -- Li~ll Y--u_--- ~---a~-~ -- ~---^I--- ~-I-'-----~ --U)~)~-i -- 11111~ - ----------_ IE~B---- -4 APPENDIX C. 611 The following summary gives a comparative statement of the domestic and foreign commerce for the last two fiscal years : Ending June Ending June 30, 1881. 30, 1882. Value of merchandise imported ...................................... $825, 521 00 $950, 718 03 Value of merchandise coastwise receipts ......................... 72, 465, 200 00 89, 365, 888 00 Total received .... ........ ........ . ..................... . 73, 290, 721 00 90, 316, 606 03 Value of merchandise exported........................................ .. 96, 434 00 170, 993 20 Value of merchandise coastwise shipment........... ..... .......... 66, 150, 000 00 71, 250, 000 00 Total shipped ........................... ... ............. ..66, 246, 434 00 71, 420, 993 20 Value of all merchandise received and shipped.....................19, 537,155 00 161, 737, 599 23 C 5. CONSTRUCTION OF BREAKWATER AT NEW HAVEN, CONNECTICUT. Under an appropriation made by act of Congress approved March 3;i 1881, proposals were opened for delivery of stone on this breakwater June 15. All the bids received and rejected as being higher than the nature of the work would justify, and after advertising a second time proposals were opened July 19, 1881, and a contract dated July 25, 1881, was made with Mr. Joseph P. Stanton, of New York, N. Y., to, deliver about 49,500 tons of riprap granite at the rate of $1.13 per ton.. Mr. Stanton began placing stone in the work August 29, 1881, and completed his contract April 29, 1882. Two thousand tons of stone were used in the previous year's work in filling it out to the required dimen- sions, and 49,500 tons were used in building 535 feet additional length of breakwater. In the mouth of January the breakwater was built across Middle Rock, thus effectually covering a rock which has for a long time been regarded as a serious obstacle to the entrance of the harbor, and to the removal of which considerable effort and money have been devoted. The length of completed work at the time of the last annual report was 690 feet; during the past year an additional length of 535 feet was constructed, making the total length 1,225 feet; the total amount of stone delivered is 113,892 tons. Already the shelter afforded is used to some extent by vessels engaged in local trade, particularly in the oyster business; the length, however, is not yet enough for the utility of the breakwater to be fairly demonstrated. The same reasons that existed for beginning the construction apply with equal or greater force to its rapid prosecution. In view of the magnitude and importance of this improvement, it seemed especially desirable that much larger appropriations than those of the past two years should have been granted, in order to make such progress as would have insured its availability for use by this time. Since the construction has already been so much delayed, it is now deemed proper to recommend that the balance necessary for the com- pletion of the east breakwater be asked for at the next session of Con- gress. According to the original estimate of the Board of Engineers, this balance would be $537,800; it is found, however, that the cost of construction is considerably less than was estimated, mainly on account of the prevailing price of stone, which has been unexpectedly low, and 612 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. it is now believed that $300,000 will complete the east breakwater; this sum could be expended to advantage in one year, and it is earnestly re- commended that it be appropriated for the next fiscal year. The total estimated cost of the present project for breakwater at New Haven Harbor submitted with the report of the Board of Engineers for Fortifications and for River and Harbor Improvements, dated Novem- ber 24, 1879, was $1,311,134. Appropriations for the work have been made and expended as fol- lows, viz: Date. Amount. Application. March 3, 1879.................. $30, 000 ......... Building 348 feet of breakwater. June 14, 1880......... . ........ ... 30, 000 Building 342 feet of breakwater. March 3, 1881......................... 60, 000 Building 535 feet of breakwater. Total............................ $120,000 New Haven is the port of entry for the collection district of New Haven. The amount of revenue collected there for the fiscal year ending June 30, 1682, was $339,593.71. There is a light-house on Southwest Ledge, the west terminus of the breakwater. Fort Hale, 2 miles from the breakwater, commands New Haven Harbor. Money statement. July 1, 1881, amount available...........------- ......-- ....--------.......------...----. .....---- 60, 293 85 July 1, 1882, amount expended during fiscal year, exclusive of outstand- ing liabilities July 1, 1881 ..................................... 59,571 51 July 1, 1882, amount available.... ..........--........ ..... ..-........ 722 34 Amount appropriated by act passed August 2, 1882 .................... 60, 000 00 Amount available for fiscal year ending June 30, 1883... ... ............ 60, 722 34 Amount (estimated) required for completion of existing project-......... 1, 131,134 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 300, 000 00 Abstract of proposals opened July 19, 1881, for construction of breakwater at New Haren, Conn. Name and address of bidder. Price. To commence. To complete. Per ton. TYlsaac A. Sylvester, Boston, Mass.............................. $1 29 hNodate........June 30, 1882. "Charles F. Stoll, New London, Conn ........................ 1 26 ... do ........ June 30, 1882. Arnold & Stephens, New York, N. Y................ ..... 1 44 ... do.. .... June 30, 1882. Frederick K. Ballou, Boston, Mass....... ...... .. ... .... 1 49 ... do....... June 30, 1882. John Beattie, Leete's Island, Conn............................. 1 37* ...do........ June 30, 1882. Joseph P. Stanton, New York, N. Y....................... 1 13 do ....... ... June 30, 1882. Chauncey D. Allen, Westfield, Mass.. .... .............. . 1 411 ..-do........... June 30, 1882. Abstract of contractfor construction of breakwater at New Haven, Conn., in force during the fiscal year ending June 30, 1882. Name and address of contractor. Date of con- Subject of Price. Remarks. tract. contract. SI Per ton. I Y..... Joseph P. Stanton, New York, N.T July25,1881. R i p rap $1 13 Completed April 29, granite... 1882. APPENDIX C. 613 COMMERCIAL STATISTICS. I am indebted to the keeper of the Southwest Ledge light-house for the following statement of vessels passing from July 1, 1881, to December 9, 1881: Vessels. During month of July..---..-..---......--- ---..........---....--------.....--------...--....---...-----. 1,675 During month of August...--...----...--..--.......------------........------------....---.......--..--..--------. 1,475 During month of September------...-------........- - ----....-------....--.... -......------...... ---....- 1, 549 .....------. During month of October...... .......................-.... ......-..-...... 1,620 During month of November----....----.. -........-------.....--...... ---............------------------....---.... 1, 598 First nine days of December--.. -------------------- ----------------..---... 361 Total-----...-----------......----...... ......---.......------------------------------...--.............----... 8,278 No journal of passing vessels was kept after December 9. The total number passing during the previous year, ending June 30, 1881, was 14,121. REPORT OF AMR. H. B. GORHAM, INSPECTOR. NEW HAVEN, CONN., June 1, 1882. COLONEL: I have the honor to make the following report of operations on the con- struction of the breakwater at New Haven Harbor. Connecticut, for the fiscal year ending June 30, 1882. At the close of last year's work, May 20, 1881, 64,392 tons of stone had been received at the breakwater, and the length of the work completed was 690 feet. The contractor for delivery of stone during the past year, Mr. Joseph P. Stanton, of New York City, began his preparations for work about the middle of August. Three quarries were opened on Branford Harbor, two of them on the west side near " Double Beach," and the other on the east side, on " Indian Neck." The latter quarry proved unprofitable to work, and was therefore abandoned. The other quarries worked well, and the stone ob- tained was good. These quarries are about 5 miles distant from the breakwater. The delivery of stone at the breakwater was commenced on August 29. For this purpose two scows were used, carrying 150 tons each, and were towed by a tug-boat to and from the work. Up to the 1st of December the rate of progress was too slow. In order to increase the delivery of stone, Mr. Stanton employed Mr. John Beattie, of Leete's Island, to assist him during the remainder of the contract. Mr. Beattie at once began to freight stone from his quarries at Leete's Island, using for the purpose six sailing vessels with a combined carrying capacity of 832 tons, and a tug-boat for towing them. Under this arrangement the amount of work done was about doubled. The total amount of stone obtained from Mr. Stanton's quarries was 31,015 tons, and that from Mr. Beattie's quarries, 18,485 tons. During the month of January the work crossed "Middle Rock," which is about 940 feet from the light-house, and on which the depth of water was 10 feet at low-tide. With this exception the average depth of water throughout the work was 22 feet at mean low-tide, and the bottom soft mud 4 feet deep, resting on hard sand. The daily average delivery of stone was 235.7 tons. The weather was good most of the time, and the work was carried on without special interruption from the beginning to the end. The contract was finished on April 29, 1882, Mr. Stanton having delivered 49,500 tons of stone and built 535 feet of breakwater; 2,000 tons of the stone were used in trimming work previously built, it having settled in many places. Summary. Date. ' Delivered. Length. Remarks. 1881. Tons. Feet. August .... ...........-..... 295 3 Mr. Stanton delivered 2,000 tons on old work, September ...-.--...-------.. 2, 865 30 which was used in trimming. This is equiva- October......... ......... .... 4, 735 42 lent to about 20 feet of new work, but was not November. ..................... 4, 825 51 counted as such in determining the length December... ................. 7,330 86 built. 1882. January -........ ... 7, 121 88 February ........ ......... 7, 347 80 March ............. .......... 9, 352 90 April......................... 5, 630 65 Total........... .... 49, 500 535 ,614 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total length of the breakwater is now 1,225 feet, and the total amount of stone used in building it has been 113,892 tons. There has not yet been any perceptible scouring of the bottom, off the east end of the work, although it was thought that the contraction of the current caused by the increasing length of the breakwater might produce that effect. Respectfully submitted. Very respectfully, your obedient servant, HENRY B. GORHAM. J. W. BARLOW, Major of Engineers, Bvt. Lieut. Col., U. S. A. C 6. IMPROVEMENT OF MILFORD HARBOR, CONNECTICUT. In the report on a survey of Milford Harbor, submitted by Lieut. Col. (then Major) G. K. Warren, Corps of Engineers, United States Army, December 24, 1872, plans for the improvement of this harbor were presented involving an estimated expenditure of $85,000. All the work contemplated in these plans has been done, with the exception of constructing a breakwater at W elch's Point; the dredged channel, planned 4 feet deep at mean low-water, was carried further up the We- panwog River than was originally designed, and a channel 8 feet deep and 25 feet wide was cut through the bar at the mouth of the river, this channel lying within and on the west side of the 4-foot channel at that place. The 8-foot cut was regarded at the time as partly experimental, its permanence being a matter of some doubt; it has now lasted over a year, I am informed, without any apparent filling, and is considerably used by steamers engaged in the local oyster and fish-oil business. It is very much desired by Milford citizens that this 8-foot channel should be made 100 feet wide, or so wide as to be convenient for the passing in and out of their vessels. Last year I made an estimate of $11,000 as the cost of such a chan- nel. It seems the most desirable improvement to the harbor that can- now be made, and it is advised that the first money applicable to dredg- ing be devoted to this object. Milford people engaged in fisheries and in the oyster business deem it important to have a small basin excavated in the upper harbor, prob- ably behind the long jetty at the mouth of Indian River, the object being to afford a convenient shelter to their craft in stormy weather. A basin 300 by 400 feet and 7 feet deep at mean low-water would probably answer all requirements; it would involve the removal of about 50,000 cubic yards of gravel and stones, at a cost of about 28 cents per cubic yard, being a total cost of $14,000. If it be decided to build a break- water off Welch's Point the necessity for such a basin would be greatly diminished. During the past fiscal year a special survey, ordered by act of Con- gress, was made with reference to the feasibility and expense of con- structing a breakwater off Welch's Point, with a view to making a har- bor of refuge. In the the report on that survey I submitted estimates of cost for a single breakwater off Welch's Point, which would afford a small shelter suitable for local commerce, and for a longer breakwater from the same point, with an additional one from Charles' Island, which would make a harbor large enough to be of use to the general commerce of Long Island Sound. The estimated cost of the single breakwater was $87,000, and for the T--~ -- .----- O 0 JUNE SO'? 1e8 ea t oqTac Mcol n. rie o ti8e ut Mtr'wins tlo.tk- s5segt: Con~ours c SolLow a ,foot ,.vv W ,,, 42 .. . Ther coltou~ sltrr tile cooition of tkc hacrbor in Sept., 181$, Charnel i'ew-9 sd i~~ari-m yea-- '$8i , crs Coi~oova 4 t 411;. 4n 40 &. . r 't - outlin~d. 8 - 2 25 - - blae lwwoA wets a s g te a.6.ll tle p . t iisckl year. I1 I' Lespe.t/ttlZy sul >Octcd rtd, s tl t n4&A41 I I! h c yore fur 5 L76A.i6. I / .,\ d/ 1," - I I I / I I. / .e .c~l 16)o- "- - - - - APPENDIX C. 615 large harbor, protected by two breakwaters, about $425,000. For de- tails, &c., of these plans I beg leave to refer to my report of that sur- vey, dated January 20, 1882. Appropriations for the improvement of Milford Harbor have been made and expended as follows, viz : Date. Amount. Application. June 10, 1872 .................. . *$1, 500 Survey. June 23, 1874-................... 5, 000 Jetties on east shore. March 3, 1875 .................. 13, 000 Long jetty and dredging mouth of river. June 18, 1878 ................... 10, 000 Dredging to Town Wharf. June 14, 1880................... 5, 000 Dredging above Town Wharf and below Merwin's wharf. March 3, 1881 .................. *100 Survey for breakwater. Total ......... ........... 34, 600 * Allotment from general appropriation for surveys. Milford is in the New Haven collection district, of which New Haven is the port of entry. The amoont of revenue collected there during the fiscal year ending June 30, 1882, was $339,593,71. The nearest light-house is on Stratford Point 4 miles distant. Fort Hale, New Haven Harbor, nearest work of defense, is 9 miles distant. Money statement. July 1, 1881, amount available...... ...... .......... _....... ......... $76 19 July 1, 1882, amount available-....-- ........... ........ ........ _...... 76 19 Amount appropriated by act passed August 2, 1882 ....................... 5, 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 5, 076 19 Amount (estimated) required for completion of existing project ........... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 C 7. IMPROVEMENT OF HOUSATONIC RIVER, CONNECTICUT. An appropriation of $2,000 was made for the improvement of this river by act of Congress approved March 3, 1881. After the usual ad- vertising and receiving of proposals, a contract, dated July 2, 1881, was entered into with Mr. John McDermott, of Cohoes, N. Y., for dredging, at the rate of 23 cents per cubic yard. Previous inquiry had shown that the chief obstacles to the navigation of the river were two shoals, one a short distance above Drew's Rock, and the other at the Milford camp-meeting ground. In both places the shoaling was on the side of the channel; the water was deep enough, but the channel was very narrow, and at the camp-meeting ground there was a sudden bend where the channel meets the east bank of the river. Work was begun July 5 on the shoal above Drew's Rock; the width of the 7-foot channel was increased from 20 to 60 feet by making two cuts, each 20 feet wide and, respectively, 480 and 683 feet long, removing 3,676 cubic yards of sand. On the 14th July the dredge was transferred to the bend at the camp-meeting ground, where the 7-foot channel, the previous width of which had been very small, was made 75 feet wide by dredging out four cuts of lengths of 120, 300, 400, and 500 feet, re- 616 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. spectively; this involved the removal of 4,142 cubic yards of sand, and exhausted the money available for the work. The total amount of material removed under the contract was 7,818 cubic yards; the work was completed July 22, 1881. Since that time I have heard no complaints of the condition of the channel. The winter and spring freshets usually reproduce one or more of the bars on this river, to prevent which there seems to be no means within reasonable cost; it is therefore believed to be necessary to keep up a small annual appropriation for their removal. The sum appropriated for each of the two previous years was not sufficient to do this satisfactorily, and it is recommended that the amount be increased to $5,000. The navigable condition of the river is now, as it has been for several years, better along its whole length than over the bar at its mouth. The available depth on the crest of this bar is about 4 feet at mean low-water; there is no known way of deepening this permanently with- out the construction of a breakwater. This was first proposed in 1871, to be built of carefully laid stone, and an estimate of cost of $368,475 was submitted. I have since suggested that a riprap jetty built to low- water level would, perhaps, concentrate the currents enough to give all the depth that is required at present. Such a jetty would require about 8,100 tons of stone, which, delivered in place, at present ruling prices (about $2.50 per ton), would cost $20,250. Appropriations for the improvement of the Housatonic River have been made and expended as follows, viz: Date. Amount. Application. July 11, 1870.....--.- .....- ........ .--- ..-- ........- $2, 700 *..- Survey. March 3, 1871 .-..- - .. .-... ......... -- . ......... 1 15, 000 Sow and Pigs jetty, dredging. June 10, 1872..........-- ..... ........ .... .. ............ 15, 000 Drew's Rock jetty, dredging. March 3, 1873..................- ....................... 10, 000 Dredging. June 23, 1874 ................... ......... -.. ....... . 10, 000 Do. March 3, 1875 ............................................ 5, 000 Dredging by hired labor. June 18, 1878. ....... ...... ................----- .--- ..--5, . 000 Dredging. June 14,1880............. .......................... ............... 2, 000 Do. March 3, 1881 .....--...... .. .......... ......... ....... 2, 000 Do. Total ......................... ............... .. 66, 700 *Allotment from general appropriation for surveys. Housatonic River is the dividing line between the New Haven and Fairfield collec- tion districts. There is a light-house on Stratford Point, at the mouth of the river, and on Stratford Shoal, about one-half way across Long Island Sound. The nearest defensive work is Fort Hale, New Haven Harbor, 13 miles distant. Money statement. July 1, 1881, amount available........---------..---....--------------------------........................ $2,052 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 . -... ----..-..........-. . - .. --........ 1, 937 20 .... ...... .....----................... July 1, 1882, amount available.....----...----. 115 40 Amount appropriated by act passed August 2, 1882 ....................... 2, 000 00 Amount available for fiscal year ending June 30, 1883.-_- .... .... - .---.. 2, 115 40 Amount that can be profitably expended in fiscal year ending June 30,1884. 5, 000 00 HOUSATONtC RVsR, ONK. JUNE 3D',". 1882 SCALE Or FEET R ir ,11 Iiit tIC1 .Dr uy D)tvb 7 to Dc '8T3 1) 'S3 , j-o t5 2614o Y"L3lBe-' Be o tt- 13 .-R -R 'o> C7 3 A I Il' E 872 4. 4 3 foot cr-sr.. L- 9 -. - - . - - . 0R [wb $,o S 4 ... . ... sa- y ee n -d 7 . .. (,kec t... ;... e-e. , ras, +Z+ - e2 rl-0ant -e- ia 7 r. 7,-h fe e t i t ee , >av eep rc yed ot /88 , o7 .o ., 7 & ; x 7ur r it rTwo 7W"Me o sceeooco - /'Sit 117., /B Ce-e it As.,- l~2- 1194, t140 7 7,.s o c-etxn Me eting Qerosaee Leenop co-e7- regd ezc.ring fthf As? 7year' endingt se .Tine Jo, /82, 4scol-es 7reo Beoe t~iat of c-Ac pre 075350 aye or es oaei ed ien-~zs %ee, ~ DC.. d?rs sp c' ct/ll-UtZ u o±1,, tc-oia re t Fs-4Ge Lip?4 4 q 23 Q/ APPENDIX C. 617 Abstract of contract for the improvement of the Housatonic River, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of con- Date of Subject of Price per Remarks. tractor. contract. contract, cubic yard. John McDermott, Cohoes, N. Y. July 2, 1881 Dredging, $0 23 Contract completed July 22, 1881. COMMERCIAL STATISTICS. Approximate amounts of materials received by water at Birmingham, Conn., and other points on the Housatonic River for the five years ending June 30, 1882. For the year ending June 30- Articles. 1878. 1879. 1880. 1881. 1882. Coal .................... ....................... tons. 20, 000 20, 000 20, 165 21, 921 24,443 Iron ..... ..- ........ .................. do .. 1,600 1,600 1, 400 1, 550 1,500 Brick---...---... ...... ............... number.. .--- ...-----------1, 590, 000 2, 067, 000 3, 407, 000 Lumber ..........................-.... feet.. 1, 900, 000 1, 950, 000 3, 085, 000 2, 100, 000 3, 160, 000 General merchandise- ..-............ tons.. 3, 300 3, 500 3, 000 1, 830 7, 060 ARRIVALS AND DEPARTURES OF VESSELS FROM DERBY AND SHELTON FROM JULY 1, 1881, TO JUNE 30, 1882. 120 vessels with coal, 24,433 tons, valued at ........------..---................--- .. $122, 165 10 vessels with iron, 1,500 tons, valued at.....--..-- --........................ 37, 500 ----- 70 vessels with brick, 3,407,000, valued at ......---------..........------------...... -...-..----. 23, 849 17 vessels with lumber, 3,160,000 feet valued at ---..........................-- 75, 000 50 vessels with miscellaneous cargoes, 7,060 tons, valued at.... .... .... ... 50, 000 167 vessels with cargoes valued at ..--..........---.....--...---------------......----.....--------.... 308, 514 Vessels owned in or hailing from Birmingham, Derby, or Shelton............ 2 C 8. IMPROVEMENT OF BRIDGEPORT HARBOR, CONNECTICUT. The condition of the 12-foot channel in this harbor was stated in the last annual report to be 240 feet in width from Long Island Sound to the outer beacon, 300 feet wide between the two beacons, and, with the exception of a section 500 feet long, which was 250 feet wide, the same width of 300 feet was carried up to the steamboat wharf. The contract of the previous year was completed June 30, 1881, and no examination of the channel could be made before preparing the report. An examinination made in August, 1881, showed that below the outer beacon the 12-foot channel was 200 feet wide, having filled somewhat on the east side, and the additional 40 feet width, which had been dredged to 12 feet or over, was then between 11 and 12 feet deep. The channel between the beacons was found to be from 300 to 340 feet wide, and above the inner beacon the width was about 270 feet. By act of Congress approved March 3, 1881, $10,000 was appropri- ated for this improvement, and, after receiving proposals in the usual manner, a contract for dredging above the inner harbor was entered into with Messrs. H. N. & A. J. Beardsley, of Bridgeport, Conn., at the rate of 10 cents per cubic yard. 618 REPORT OF TIIE CHIEF OF ENGINEERS, U. S. ARMY. Work was begun November 9, and the contract completed December 30, 1881, 90,000 cubic yards of mud having been removed. A single cut of 25 to 40 feet was made from the steamboat wharf nearly to the inner beacon, straightening the west side of the channel and making it the full width of 300 feet. A single cut was also made on the east side of the channel in front of the steel works wharf, making the width there from 250 to 275 feet; the distance from this wharf across to the steamboat wharf is but 360 feet, and, allowing for berths along the front of both wharves, the effective width of channel cannot be increased here. Above the steel works five cuts were made on the east side of the chan- nel nearly to the lower bridge; this increases the width of channel at that place by from 200 to 225 feet, making the maximum width 425 feet, and forming a basin which is freely used as a harbor of refuge, as, in- deed, is the dredged channel everywhere above the inner beacon. On several different occasions the available channel way in the har- bor has been so completely taken up by vessels at anchor that the reg- ular steamers could make their way in and out with difficulty; on the 14th of December last there were 150 vessels, including tug-boats, barges, &c., in the basin above the steel works wharf. The most evident way to relieve this crowding of the channel and to provide available anchorage for vessels caught in bad weather in the vicinityis to widen the channel above the inner beacon sufficiently to allow room for vessels to lie at anchor without interfering with the regular business of the harbor. An estimate presented in the last annual report shows that this part of the channel could be widened to 600 feet at a probable cost of about $60,000; it will be desirable to begin working on this plan as soon as an appropriation is made which can properly be applied to it. Appropriations for the improvement of Bridgeport Harbor have been made and expended as follows, viz: Date. Amount. Application: July 4, 1836 ............................... $10, 000 Dredging outer bar. August 30, 1852 ...... ................... 10, 000 Dredging outer and inner bar. June 23, 1866.....--... ...--.......... ..... *Unknown.. Survey. July 11, 1870 ............ ........... ...... *Unknown.. Do. March 3,1871 ..................- .... ..-. . 20, 000 Dredging 521 feet of jetty. June 10, 1872........................... 40, 000 Dredging 859 feet of jetty. March 3, 1873 .... .............. .......... 30, 000 Dredging inner bar and upper harbor. June 23, 1874............... ....... ..... 20, 000 Dredging, bridge to sound (9 feet). March 3, 1875............................. 15, 000 Dredging, bridge to sound (12 feet). August 14,1876 ..... ........... .......... 10, 000 Dredging upper harbor (9 feet). June 18, 1878.... ---....................... .- 10, 000 Dredging above lower bridge and outer bar. March 3, 1879..-........ ................. 10, 000 Dredging, bridge to sound (12 feet). June 14, 1880............................. 10, 000 Do. March 3, 1881............................ 10, 000 Dredging above inner beacon (12 feet). Total ................... .......... 195, 000 *Allotment from general appropriation for surveys. Since 1860, $140,000 has been expended in excavating and removing 816,093 cubic yards of sand and mud, and $35,000 for 13,447 tons of riprap stone for the jetty. Bridgeport is the port of entry for the Fairfield collection district. The amount of revenue collected there during the fiscal year ending June 30, 1882, was $5,747.77. The nearest light-house is at the entrance to the harbor, and the nearest work of defense is Fort Hale, New Haven Harbor, 18 miles east. - T;- .- '. .--.- JUNE 30, , 1882. SCALE OF FEET ~ rra -~.a Itc-~ar~--nc----~~~~ - -I---lla -~- --..-~ --h---rrnnrr~-n -4 - ,--- -- ~--~n*-) - auo o su0 ese ISO. z0 o 250 a~clb 3 Mean ris% and a1c\1. of Oi4r C clitour :, are as fellow::: --- _._ - X 31 - 5- 5-8- Low watt!:\ L 'i e -- ------- - LQ~ 3 oet ur e --- ._L' - 4L L... ~/ . 'l'ht r vltcrL~la sltuw trL co;:ddiLao t j of t~k I .- u.,U c' ".L.- i$$0. 1"h e cllA-1,+c Lk V-C k\sv-l - t c e-pt, u i 2 Feeti d u rir tli c past Frscuu L jI.Cr. is , 3), iuae TlhA~t bet-w &.cn the i2 t unl curve cntoi th¢ rtcuy 'Iil-nM has Ltrn Jvo dl3 ua a"i IcC 3U12 1880. iti. o; 0. 1 -RE~rpCcfflly subr+.ttct e trrtl . 91crAiawusl 4ep -efb, 18Y2 i/ /2k? ~~S- ~y,,-~'gicr, U t ,- .S (6 q' LK 1 i: - ,\ '-' t '/ 1 /1 1 ' 2, Ztr, ya - J - ,I /1 r I, -I /\ I - ,/ I - . - - APPENDIX C. 619 Money statement. July 1, 1881, amount available ..............-------.. ----.......---........-----....---------.. $10, 084 11 July 1, 1882, amount extended during fiscal year, exclusive of outstanding liabilities July 1, 1881...........-- -- ----..--....-..--..---....-.... 9, 723 37 July 1, 1882, amount available..----.... ........--...... --...--...--...-......--.. 360 74 Amount appropriated by act passed August 2, 1882 ..................... 10, 000 00 Amount available for fiscal year ending June 30, 1883 ......--.... ....... 10,360 74 Amount (estimated) required for completion of existing project ....--.....- . 50, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 Abstract of contract for the improvement of Bridgeport Harbor, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of con- Date of con- Subject of con- Price per Remarks. tractor. tract. tract. cubic yard. H. N. & A. J. Beardsley, July 20, 1881.. Dredging ....... $0 10 Contract completed De- Bridgeport, Conn. cember 30, 1881. COMMERCIAL STATISTICS. Through the courtesy of the collector of the port, I have received the following statement of revenue collections forthe fiscal year ending June 30, 1882: Number of vessels entered from foreign ports .................-.......... 26 Number of vessels cleared for foreign ports .-...-........................ 15 Value of merchandise imported .... .................... ............... $9, 840 69 Value of merchandise exported ...-............ ......... ...... .... ... 6, 450 00 Amount of duties collected .. ........... .......... .................... 2,002 40 Tonnage dues collected ................. ...... ......................... 293 10 Hospital dues collected ......... . __........................................ 1, 616 98 Miscellaneous items ...... ...... .......... ........ .. ... 1, 835 29 Total collections ... .... ......... . ................... .... 5,747 77 Entries and clearances coastwise, steamers .............................. 4, 722 Entries and clearances coastwise, sailing vessels ......................... 5, 220 Estimated value of cargoes of vessels entered and cleared coastwise, as follows: Received .................................... ...................... $37, 200, 000 Shipped .............................................................. 38, 130, 000 I am indebted to the harbor-master of the port of Bridgeport for collecting the fol- lowing statistics: STATEMENT OF THIE AGGREGATE AMOUNTS OF MATERIALS RECEIVED AND SHIPPED BY TWO REGULAR STEAMBOAT LINES AND AT THE WHARVES OF THE HOUSATONIC AND NAUGATUCK RAILROADS FOR THE YEAR ENDING JUNE 30, 1882. Coal ..............................-- --- ........ ................... .... tons.. 119, 786 Iron ---.. --..... ......----......... .......... ........... ...... ........... do... 17,435 Cotton ........................ ----............-- .... ...... .............. do... 1,850 Rags . ....---.......----........ .............. .. ...--......... .......... do... 22, 800 Lumber .----....--------.........- .................. ................ ..... feet.. 4, 684, 000 M arble. . ---......................... ---...... ................. ...... ons.. 8,732 Rubber ----------.............. ---- --............................ ............ do ... 1,455 Copper .......... -...... ...... ............ .... ...... .......... ...... do... 10,900 General merchandise not otherwise included ....................... do... 153,990 [From the harbor-master's report for three months ending June 12, 1882. J 620 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. MATERIALS RECEIVED. Lumber ----..---------............. feet.. 7, 107, 000 Brick ............----------------......--- ---- 689.000 Plaster..-... .....--- .... tons.. 1, 825 Water and gas pipe.....tons.. 330j Salt ..------ ......... -----........do.-..- 57 Gravel ................---------------... do_.. 50 Coal ...-------..-----. -...... do... ....---- 62, 864 Sand ..........-----------------..........do... 1, 824 Staves and headings........- 254, 000 Ground corn -.......... ..do... 303 Slating---......-----...----.......tons.. 134 Railroad iron.............do----------------... 464 Iron ----------------- do , 211 Spokes and logs ------.. dot - - 427 Cement .............. _ barrels.. 2,320 Guano ................... do... 85 Whiting ......----------.......... do... 225 Hay ..---..........-------------.. -....---- do. 22 Corn ................------ bushels.. 633,000 Furniture --......------......----.. loads. 2 Flagstone ..............------------ tons.. 940 Brownstone ......-----......-- tons.. 150. Black-walnut logs ......do... 300 Powder .............. cargoes.. 8 Carboys-....... -....-...... . 4,293 Miscellaneous, by three regular Nails ................ tons.. 115 lines of steamers. ...... tons.. 49, 325 Oyster-shells, for Gas Co.tons.. 130 Number of arrivals : Steamers-- ------.................................................................. 233 Schooners -------------------------......................----...--------------------- 121 Sloops ------..----------.........----..........----------.....-- ----........................-------------........ 29 Foreign vessels..............- ----.......-----..........--..---.... ..------.............---... 5 Total---------- ------ ..........---.. -------....--- ---..--------..---..---...-----........---- 388 The above enumeration does not include those vessels or their cargoes which anchor in our harbor of refuge. JOHN McNEILS, Ha rbor-Mastecr. BRIDGEPORT, June 19, 1882. C 9. IMPROVEMENT OF SOUTHPORT HARBOR, CONNECTICUT. Southport Harbor is a small indentation in the north shore of Long Island Sound, about 7 miles west of Bridgeport, Conn. It receives the waters of Mill River, a small stream of not more than 20 miles length, and nowhere navigable except at the mouth when the tide is up. The rise of tide is 6.6 feet, so that at full high-water the Southport wharves have always been accessible to vessels of moderate size. The mouth of Mill River is all the harbor that Southport has, the bay out- side being completely exposed to storms from every quarter except the north. The report on the first survey of Southport Harbor, made by Colonel Anderson in 1827, states that the depth on the bar was 2 feet, and inside the beacons 8 to 10 inches, except at two deep holes, where it was from 6 to 8 feet. Some excavation was done by horse-scrapers and hand shoveling between 1830 and 1840. There is no record of the d(late or amount; probably the latter was quite small. The next survey, made in 1875, shows a depth of 2 feet or over all the way from the sound to the wharves, though in places above the beacons the 2-foot channel was very narrow. From that time to June 30, 1881, a channel 4 feet deep at mean low-water had been made to within 400 feet of the wharves, being 60 feet wide outside the end of the break- water, and 50 feet wide inside. In August, 1881, an examination of the channel was made; the channel inside the breakwater was in the con- dition in which it was left by the dredging machine four months before; the outside channel was dredged in 1878; after three years' exposure to the force of southerly and easterly storms it was in much better condi- tion than was to be expected. The full depth of 4 feet existed all the length of the channel in widths of from 25 to 60 feet, and where the .I'1'c1: clwterar: s Jto ek h cr',rajt t _-" ltrtr ;r n_ 1:7J, bt ire ur y drealgly, ; lkr uua~jmuci Charan cZ A'aa besle r9rcri~c F *I . deer at rawie i1a'l-. ??*.tr.-e r 1"eC Jjsita.d. : s 4p 43cr d eirine t e aa J~ri Qea- _ 0 Sec,,leof Feet .JUNE Fallo4.)id )8'%N. 3OC, S--C%1.-~1 .- Ms.. R.c~ FU~t A I'i' (67' - A s . ... U '7 ,:- -_ c . ; :. : ". to " ,. ... S -- -77 ;I-- An,' crpvt ual fat, 1882 .'0 . -00 - 12: A. Meoe ~ for 1168to\.sucs. ~c~ ~ - -- ~~ -J7,,,7? LiG .o Ec-.. e. 13 Z; 9 ., N.,. ' 12 ~ ~ -- 1 - '---- -. - (, / I ~~~ -~lI-(; I.--- -__ ~ t ; IL ~-... .0' " '~ " '' .. '' '' / -- f . -' - (9i ., ', -- - .. --L - - '~ ,._(,2) c (Isl-- '~ LONG ISLAND SOUND APPENDIX C. 621 channel had filled the filling was in general less than one-half a foot; the channel banks were well defined. This rather unusual degree of permanenice in an artificial channel so exposed leads to the hope that the advantage already gained may be durable. By act of Congress approved March 3, 1881, $2,500 was appropriated for the continuance of this improvement. At the opening of proposals, June 15, 1881, the only bid received was from Mr. John McDermott, of Cohoes, N. Y., with whom a contract, dated July 2, 1881, was entered into to do dredging as required at the rate of 33 cents per cubic yard. The appropriation, as proposed in a previous report, was devoted to widening the channel below the breakwater to 100 feet, the depth being 4 feet. The contractor began work July 25, and completed it August 17, 1881, having made two cuts 25 and 10 feet wide, respectively, and 1,800 feet long, on the west side of the previously dredged channel, from the 4-foot curve outside the south beacon to the bend at the end of the breakwater; a small ridge between the new and old work was taken out so that the west edge of the channel might be straight. No examination has since been made, but this last work ought to leave the width of dredged channel 95 feet, which is practically near enough to the 100 feet projected. A cut 25 feet wide was also taken off the corner of the bend. The total amount of material removed was 6,768 yards; it was all sand, and was deposited in deep water in the sound. In my last annual report I stated that the sum of $3,000, if appro- priated at one time, would be sufficient to complete the improvement of this harbor as far as the commerce of the place seems to require. It is therefore to be desired that this sum be appropriated and the work completed as soon as possible. Appropriations for the improvement of Southport Harbor have been made and expended as follows, viz: Date. Amount. Application. March 2, 1829 ................ $6, 097 00 Breakwater dike, dredging. July 3,1832 ------------------ 4,490 23 July 3,1836 .---...-...... 1, 500 00 Completing breakwater and dike, building beacons, and March 3, 1837 .... .......... 1, 000 00 a small amount of dredging. July 11, 1870 ....-..--....--. * Unknown. Examination and report. March 3, 1875 .---............... 5, 000 00 Repairs on breakwater. August 14, 1876--............ 5, 000 00 Repairs on dike and dredging. June 14, 1880 ............... 2, 500 00 Dredging upper harbor. March 3, 1881 .............. 2, 500 00 Dredging on bar. Total .................. 28, 087 23 * Allotment from general appropriation for surveys. Southport is in the Fairfield collection district, of which Bridgeport is the port of entry. The amount of revenue collected there during the fiscal year ending June 30, 1882, was $5,747.77. The nearest light-house is on Penfield Reef, 3 miles from the harbor. Fort Hale, New Haven Harbor, the nearest work of defense, is 24 miles distant. Money statement. July 1, 1881, amount available---.....------....---...-----------.....--...........--..---- $2,511 42 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....................... .......... .............--- 2, 355 7 July 1, 1882, amount available .......... -----..---.. 155 85 .-----......--...-------....-------...----.....------ Amount appropriated by act passed August 2, 1882 .--......... . .... ...--. 3, 000 00 Amount available for fiscal year ending June 30, 1883 ........... ...... 3, 155 85 Amount that can be profitably expendecl in fiscal year ending June 30, 1884. 3, 000 00 622 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of contract for the improvement of Southport Harbor, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of contractor. Date of con- tract. Subject of contract. Price per cu- bic yard. Remrks. Remarks. John McDermott, Cohoes, N. Y............ July 2, 1881. Dredging. $0 33 Contract completed August 17, 1881. C 10. IMPROVEMENT OF NORWALK HARBOR, CONNECTICUT. At the writing of the last annual report proposals had been received and opened for dredging under an appropriation of $5,000 made for this purpose by act of Congress approved March 3, 1881. A contract, dated July 21, 1881, was entered into with Mr. Frank Pidgeon, jr., of Phila- delphia, Pa., to do the work required at the rate of 17 cents per cubic yard. Work was begun October 26, and completed December 21, 1881, the contractor having removed 26,159 cubic yards of material, principally mud, with result as follows: The channel at and just above Ferry's Point, which had filled in on the side, was widened 50 feet by making two cuts on the west side; the channel around Jennings' Point was widened 50 feet by making two cuts on the east side, the depth made in both places being 6 feet at mean low-water; the bend at the lower end of the cross over opposite and above Gregory's Point was widened 100 feet by making four cuts, the depth made being 8 feet at mean low- water. The amounts of materials removed from each locality were- Cubic yards. ......----......------......--............------ From Ferry's Point------ ----------........-----------...........----------- ----.... 5, 138 From Jennings' From Point -------------------------------------------------- Jenis'-ve Point ................................ ....................... 6,206 6,206 From Cross-over Point.......... ......................-- -....................-- .. -14, 815 ------ Total ...----........................---------- -------....--.... ......----......---------....-- ....--..-------.. 26, 159 The project adopted in 1872 for making a channel the entire length of the river, which should be 100 feet wide and 6 feet deep at mean low- water, has been so far carried out that the channel exists of the required depth and of 60 feet width above the railroad bridge, with a somewhat greater width :,t the bends, while below the bridge the width is 75 feet and the depth has been made 8 feet. The navigable width of channel has not been materially increased since the annual report of 1880, ex- cept at the bends mentioned above and at the cross-over near Gregory's Point; the two appropriations expended since that report have been sufficient only to make the increased depth below the railroad bridge and to repair the damage resulting from freshets and other causes. Con- sequently, the amount required to complete the project is the same now that was reported two years ago, i. e., $20,000. In a report on the survey of Norwalk Harbor, made in 1871, it is stated that " the depth at present at mean low-water on the bar before entering the river is not more than 5 feet." On a Coast Survey chart of 1835 the depth on the bar is given as 4 feet below mean low-water of spring tides, which would be about 4.5 feet below mean low-water. Ac- cording to the last examination, made in September, 1880, the least channel depth at the same place is 7.8 feet at mean low-water, showing a gain of 2.8 feet since 1871. Thus from 1835 to 1871, a period of thirty- six years, there was a gain of depth on the bar of 0.5 feet, and from : . 4 3. Moutril&# of todl. 7.12 x , 4 . w b~r ttt -- ,-...--------.1 ---- The contour, oummov of ohow the condaition .of 1871. Cte Oti1tr tle I The btceek lines oltithlt t CitL d ,unok t tot tot LO sbona-elty c.to o, &3ti0Ch.of feet oat 1neoao tore, oortor. thte &eptof e.- a Beltoo the won oo o , in9 ooxe.880 hos boen feet o ean-oo= Tilt .Oj-'t t ~ove1op0 -a.t'.o1.it 00tO11CiAllt~tj of ti~t een~I@~t el101.01.to loo ft.. \om .orweLo -Ato£ Tht o ."tltoe &ofiltxLcLWr r -t o6 otate .t "+n Lo-ore o-ot oreo OtL-,1othe f C~t Yoor ttg 9Jtot. 30 'h 682 .- ~ - 084red -7 7± 1JUNE - .4J 0) l 30", Cooke 01 r *er. SCALEOF FEET. .... d_ 6ao iooo a u rg ae7rstc rtt~~.X tero.- c Ltsca. 682, 1 1\ 11 114.,- j t. C. /' I i"* I i 1*I fo/ APPENDIX C. 623 1871 to 1880, a period of nine years, during which improvements have been made in the river, though no work has been done on this bar, there has been a gain of depth of 2.8 feet, which fairly points to the conclu- sion that the work done in the river above has itself had the effect of improving the bar at the mouth. This result is undoubtedly due to the increased volume of the tidal currents across the bar. According to an estimate submitted with the annual report for 1880, the amount yet required to complete the channel according to the project is $20,000. This sum could be profitably expended in a single year. Appropriations for the improvement of Norwalk Harbor have been made and expended as follows, viz: Date. Amount. Application. March 2, 1829.................. $80 00 Survey. March 3,1871................ *1, 166 66 Do. June 10, 1872 ................. 10, 000 00 Dredging (6 feet) above South Norwalk. March 3, 1873 .................. 10, 000 00 Do. June 23, 1874 ................... 10, 000 00 Do. March 3, 1875 ..................... 7, 000 00 Dredging (6 feet) below South Norwalk. June 18, 1878 ................... 6, 000 00 Dredging (6 feet) above South Norwalk. March 3, 1879................. 10, 000 00 Dredging (6feet) above and below South Norwalk. June 14,1880 .......... . 5, 000 00 Dredging (8 feet) below South Norwalk. March 3, 1881........................ 5, 000 00 Dredging (8 feet) below and (6 feet) above South Norwalk. Total ................. 64, 246 66 * Allotment from general appropriation for surveys. Norwalk is in the Fairfield collection district, of which Bridgeport is the port of entry. The amount of revenue collected there during the fiscal year ending June 30, 1882, was $5,747.77. Norwalk light, on Sheffield's Island, is at the mouth of the Norwalk River. The nearest works of defense are the fortifications at Throg's Neck, 29 miles distant. Money statement. July 1,1881, amount available.......................................... $5, 024 53 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.............................................4,714 34 July 1, 1882, amount available ...... .... ......................... 310 19 Amount appropriated by act passed August 2, 1882 .................... .... 5, 000 00 Amount available for fiscal year ending June 30, 1883 .................. 5,310 19 Amount (estimated) required for completion of existing project.. -..... ... 15, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 Avbstract of contractfor theimprovement of Norwalk Harbor, Connecticut, in force during the fiscal year ending June 30, 1882. Name and address of Date of con. Subject of con- Price per Remarks. contractor. tract. tract. cubic yrd. emarks. Frank Pidgeon, jr., Phil- July 21, 1881. Dredging...... $0 17 Contract completed Decem- adelphia, Pa. ber 21, 1881. 624 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. Approximate amounts of materials received and shipped by way of Norwalk River for the five years ending June 30, 1882. For the year ending June 30- Articles. 1878. 1879. 1880. 1881. 1882. Received: Coal........................tons.. 76, 000 76, 000 78, 000 81,999 90, 200 Iron .......................... do ... 3, 500 3,450 3, 600 4, 150 4, 400 Lumber ....................... feet.. 12, 000, 000 12, 000, 000 10, 000, 000 30, 000, 000 31, 559, 956 General merchandise..........tons.. 38, 760 36, 860 39, 100 48, 085 53, 565 Shipped: Lumber. ................... feet.. 100, 000 125, 000 140, 000 440, 000 540, 000 General merchandise........ tons.. 2, 965 2, 565 3, 095 38, 984 48, 775 Vessels arriving and departing : Steamers............................ 510 520 540 1, 119 1, 459 Sailing vessels ....................... 310 320 340 482 539 Barges ............................. 360 365 375 434 500 Vessels owned in or hailing from Norwalk and South Norwalk, Conn., 70; tonnage, 3,008. C II. IMPROVEMENT OF PORT JEFFERSON HARBOR, NEW YORK. On June 21, 1881, the close of the fiscal year, Mr. James Scully, of Gro- ton, Conn., had nearly completed a contract for delivery of granite in the jetties; under an extension to July 10 the contract was completed by the delivery of 100 tons on July 1, making the total amount of stone put in under that contract 1,500 tons. The sum of $4,000 being appropriated for the continuance of the work, on June 15, 1881, proposals were opened, but as all the prices named seemed too high, they were rejected, and new proposals were opened July 19, 1881. A contract was entered into with Mr. Charles F. Stoll, of New Lon- don, Conn., for the delivery of 1,700 tons of granite in the east jetty, at the rate of $2.10 per ton. It was regarded as especially desirable to complete the work before winter, and Mr. Stoll consented in his contract to begin the work by September 1, and to complete it on or before De- cember 1, 1881. He delayed commencing, although repeatedly reminded of the necessity of complying with the terms of his contract, and no arrangements were made for beginning the work by the 1st of Decem- ber, when the contract expired by limitation. Proposals were again opened on the 15th February, but as the lowest bid offered was not sat- isfactory, all the proposals were rejected, and authority being obtained to prosecute the work by hired labor, circulars containing a copy of the specifications were sent out to such parties as it was thought would com- pete for the work, asking them to name rates at which they would undertake it. The lowest offer was made by Mr. E. F. Morgan, of New London, Conn., at the rate of $1.75 per ton, and being assured of his responsi- bility an informal agreement was made with him. Mr. Morgan began the delivery of stone June 2, 1882, and completed the work June 27, APPENDIX C. 625 by placing 2,020. tons of stone on the end of the east jetty, increasing its length 120 feet. The addition was carried out in direction of mag- netic north, being a deflection of about 250 east from the line of the old part of the work; by making this angle the jetty reaches deep water sooner than on any other course, and better serves the purpose of hold- ing the drift material from passing around into the channel. The jetty now extends nearly to the 9-foot curve. The balance of previous estimates for carying both jetties to 9 feet depth is $8,000. Owing to the high prices paid in contracts for small amounts of stone, it is doubtful if this will be sufficient to complete them both, but if the sum were all made available at one time it would carry them out far enough for the present, that is, until the effect of the completed parts could be ascertained. The 8-foot channel at the en- trance, as mentioned in the last annual report, still keeps open and in good condition; taking into account the naturally exposed condition of the entrance to the harbor, this is considered a very good demonstra- tion of the efficiency of the jetties as far as completed. Many of the Port Jefferson people, while they cannot deny the necessity of the jet- ties, urge that future appropriations should be expended in dredging; it is, however, my carefully formed opinion that the permanent interests of the harbor will be better served by completing the jetties as designed befoing undertaking to deepen the channel by further dredging. Appropriations for the improvement of Port Jefferson Harbor have been made and expended as follows, viz: Date. Amount. Application. August 30, 1852 .-----------------------...---...--..--..---.......---.....------.. $1, 200 Survey. July 11, 1870--..--...--.......--...............................Unknown.* Examination and report. March 3, 1871 .......... ...... .... ............ ............---- . 15, 000 East jetty. June 10, 1872..- ..... ......................... ................. 15, 000 Do March 3, 1875 .............................................. 15, 000 East and west jetties. August 14, 1876 .....---.........--................ ............. 6, 000 East jetty and dredging. June 18, 1878......--......... ........... ..................... 8, 000 Both jetties. March 3. 1879----..--------------...................................------------------....------. 5, 000 Dredging. June 14, 1880.................................................. 3,000 Both jetties. March 3, 1881................................................. 4,000 East jetty. -------- Total ---......---....-----....--------...----------------.........---... 72, 200 * Allotment from general appropriation for surveys. Port Jefferson is a port of delivery in the New York collection district. The nearest light-house is on Old Field Point, immediately west of the harbor en- trance. Fort Hale, New Haven Harbor, 23 miles distant, is the nearest work of de- fense. Money statement. July 1, 1881, amount available.--_.. .. .----------------.. ---..----- ----- $4,289 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............ ............ ... ...... ...... ...... 3, 868 43 July 1, 1882, amount available......--............................... ...---. 421 31 Amount appropriated by act passed August 2, 1882 ....--................ 8, 000 00 Amount available for fiscal year ending June 30, 1883 --- -- ...............- ... 8,421 31 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 8, 000 00 40 E 626 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of proposals opened July 19, 1881, for the improvement of Port Jefferson Harbor, New York. per ton. To commence. To complete. Name and address of bidder. Joseph P. Stanton, New York, N. Y ......- ................. $2 30 No date. ...... June 30, 1882. Chauncey D. Allen, Westfield, Mass................... 2 47 .. .. do .......... June 30,1882. John Beattie, Leete's Island, Conn ...----........... ----- 2 60 ..-.. do ...- .. June 30, 1882. Isaac A. Sylvester, Boston, Mass .-........-- -................ 2 24! ... do ......... June 30, 1882. Frederick K. Ballou, Boston, Mass........................ 2 49 .... do -------- .. . June 30, 1882. Charles F. Stoll, New London, Conn ..................... 2 10 .... do ..-..... June 30, 1882. Abstract of proposals opened February 15, 1882, for the improvement of Port Jeferson Harbor, New York. Price To commence. To complete. Name and address of bidder. per ton. Ephraim E. Marston, New London, Conn ................... . $2 11 No date....... June 30,1882. John Beattie, Leete's Island, Conn......................... 2 29 ... do ... June 30,1882. Charles F. Stoll, New London, Conn........................ 2 10 .... do ......... June 30,1882. Abstract of contracts for the improvement of Port Jefferson Harbor, New York, sn force during the fiscal year ending June 30, 1882. Name and address of contractor. Dateof con- tract. Subject of con-. tract. Pre per ton. Remarks. --- ---- I-------- f -; ---- ------- - James Scully, Groton, Conn.......... Aug. 30, 1880 Riprap granite.. $1 69 Contract completed July 1, 1881. Charles F. Stoll, New London, Conn. Aug. 11, 1881 .... do .......- -..... 2 10 Contract expired by limitation Decem- ber 1, 1881. COMMERCIAL STATISTICS. Approximate amoun ts of materials received in and shipped from PortJefferson Harborforthe five years ending June 30, 1882. For the year ending June 30. Articles. 1878. 1879. 1880. 1881 1882. Received: Coal.................................................-..-.... tons.. 4, 100 2, 000 4, 500 3,729 4, 679 Lumber. ........... ........................ 1,000 feet.. 550 600 450 2, 050 2, 400 General merchandise .......--.. -- ........... tons.. 2, 775 4, 400 5, 220 50, 000 50, 000 Shipped : Wood......................... .......... - .......... cords.. 2, 000 2, 000 2, 205 8, 400 9, 100 General merchandi e........................tons.. 230 377 590 3, 250 3, 250 VESSELS ARRIVING AND DEPARTING. Steamers---..-------.....--.--..-..----------------------.................................. 430 450 410 275 275 Sailing vessels ..-- ............................... 990 1, 000 1, 000 125 175 Tonnage of vessels built ............... .......... 1, 800 4, 000 1, 500 1, 486 Number. Tonnage. Vessels owned in or hailing from Port Jefferson, N. Y .... .......... 115 15, 792 Vessels built in Port Jefferson during the year ending June 30, 1882. 5 1, 486 rr o ss, souNN" A N b P~&V8~ P#FMDbl~e@N~ #Aad~~h,~ AY~ saNc Jo '~ /882 6 CAL L OF FEE T 0 2.i 40" ia Ape hoe roo OUaGt1ua rl-e as jo2Lvr -a* 4 foot c urvr 8.. c .,~ i - .. !zL....... \\\: II !Vsi I the e/o74acita Z redl *d 14)4-d ew ./p*opriC iQ14 .".f/ 18a7: 9y .o 7te Tk- rc g o ar &7'ee oyc -e lt .a 20-2r-7-t the pzt ,4aeevr2yeooo is o 'r,* r in btrr s'\ N B £ A C.t " .C C7 \ \ t .K :. .. - ' . I, '\ \ \ I 1Ii \~ \\ K RcipebtfswoL j subime1ttird iit tet-r An tEeai i'/I, I Aeygn ~cgur~f /d.14 n~.~it;cr-a :~,:~~~ W- ,.cPt. '' A~ t II - - I APPENDIX C. 627 C 12. SURVEYS OF MADISON AND CLINTON HARBORS, CONNECTICUT. MADISON HARBOR. ENGINEER OFFICE, U. S. ARMY, New London, Conn., JTanuary 17, 1882. GENERAL: I have the honor to submit the report upon the examina- tion and survey, and estimates of cost of improvements proper to be made at Madison Harbor, Conn., authorized by act of Congress approved March 3, 1881. This work was placed in my charge by letter of the Chief of Engineers, dated March 21, 1881. The survey was made under my direction by Mr. HI. N. Babcock, assistant engineer. His report, together with a map of the locality, is presented herewith. The improvement desired is the formation of an artificial harbor to afford shelter to one of the landings of the village of Madison, and to serve as a harbor of refuge for general commerce, much stress being laid by those advocating the measure upon the latter consideration. The location of the works would be about 13 miles west of the mouth of the Connecticut River, and there being but little natural protection, a breakwater covering the position through an arc of nearly 180 degrees will be required. In locating the lines of breakwater, as shown upon the accompanying map, advantage was taken of the position of several sunken rocks, over which the lines are carried, eliminating these rocks as obstacles to navi- gation, and somewhat cheapening the cost of the breakwaters. It is believed that this plan, if carried into effect, will afford all local protection asked for, and serve the needs of such general commerce as may be likely to use it. In response to inquiries for statistics relating to the commerce of Madison, no information has been obtained. The total cost of the improvement, the details of which are given in Mr. Babcock's report, is $285,000. Respectfully submitted. J. W. BARLOW, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. HENRY N. BABCOCK, ASSISTANT ENGINEER. NEW LONDON, CONN., .January 17, 1882. COLONEL: I have the honor to submit the following report on the survey of the harbor at Madison, Conn. Between Sachem's Head on the west, and Hammonasset Point on the east, a stretch of 8 miles, the north shore of Long Island Sound curves in and runs about 2 miles back of a line joining the headlands. The village of Madison lies one mile back from the shore, a little east of the middle of this bay, which is all the harbor the town has. There are two wharves about a mile apart and quite disconnected, the westerly one known as the village wharf, and the easterly as the ship-yard wharf; both localities are protected by the mainland from northerly storms, but are wholly exposed to gales from any southerly quarter. The survey authorized by act of Congress was desired with a view to applying for governmental aid in the construction of a breakwater in front of the ship-yard wharf, which should serve the double purpose of providing a shelter for both local and passing vessels and of covering several rocks which make the approach to that wharf diffticult. 628 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The survey was made in July, 1881, and the map of the same is now completed and presented herewith. The harbor is so wholly exposed to southerly storms that there is no place where vessels can lie at anchor during a severe gale except in the lee of Three-Quarters Rock or behind Tuxis Island. Both of these anchorage grounds are very small and but poorly sheltered. There are no difficulties of constructioni in the building of a suitable harbor of refuge here. The depth is ample to accommodate any vessels likely to make use of it; the holding-ground is good, and there is apparently no danger of filling; owing to the unprotected nature of the harbor, the length of wall required to secure a fairly large sheltered area is unusually great. Three different lines for the breakwater have been considered-one requiring 10 per cent. more, the other 6 per cent. less, stone than the one outlined on the map, which is preferred to the former on the score of economy, and to the latter on account of the more than proportionately large area sheltered. The one preferred consists of three separate breakwaters: the first, from Flat Rock, crossing Lobster Rock to Southeast Ledge, then following the course of the ledge westward to the end; the second, begin- ning at the outer end of South Ledge, crossing the ledge and running to a point 250 feet southwest of Three-Quarters Rock; the third, starting from the east end of the "Three-Quarters," crossing it and connecting with Gull Rock. This will give a harbor of 12 feet of greater depth, containing 35 acres of anchorage, protected from southeast storms, and 55 acres protected from south or southwest storms, which is sufficient for local commerce and for all passing vessels which would be apt to seek shelter there. There would be three available entrances to this harbor: one from the east, inside of Flat Rock, having a width of 180 feet and low-water depth of from 6 to 10 feet; one from the southeast between Southeast Ledge and South Ledge, 600 feet wide and 17 feet deep, and one from the west, outside of the "'Three-Quarters," 250 feet wide and 16 feet deep; the entrance inside of Gull Rock would be too shoal to be of use to any but small sail-boats. To withstand the sea liable to be thrown against it, this breakwater should be not less than 6 feet wide on top, with side slope of 1 on 1, and 3 feet above high-water. The length and amount of stone in the three sections so constructed are as follows: verage Weight of Length. thdepth. stone. Feet. Feet. Tons. Flat Rock to and along Southeast Ledge................. ....... .... 2, 120 13. 9 75, 246 Southwest Ledge towards " Three-Quarters ".-....................... 1 600 16. 2 67, 973 "Three-Quarters" to Gull Rock.......................... . .......... , 100 10.9 29, 977 Total................................................. 4, 820 173,196 The probable cost of stone delivered here on line of the breakwater will be $1.50 per ton. 173,196 tons riprap granite, at $1.50 per ton........ .... .... ......-...... $259, 794 Supervision and general expenses----....--------....---....---....--...... ....__........--....... 25, 206 Total---.. ----....--...---...---........-- ........----...-- 285, 000 --....---....---....-------........------.... ----.... The breakwater from the " Three-Quarters" to Gull Rock increased the sheltered area but slightly; it affords more perfect protection against southwest gales, and is inserted as completing the thorough protection of the inclosure. If it be omitted the cost will be as follows: 143, 219 tons riprap granite, at $1.50 per ton.--....... ...... ..... ...-- . $214, 828 50 Supervision and general expenses...................................... 20,171 50 Total----- ......---..........---....------......-----...........-----.....--------.....-------------........... 235,000 00 These amounts cannot be further reduced without giving up more than proportion- ately the advantages that would arise from the desired harbor; they might be indefi- nitely increased, but it is believed that the plan above described will meet all demands upon Madison Harbor for many years to come. The desire of the petitioners for this survey was to secure a and convenient an- chorage for their local commerce, with such incidental benefit to the general commerce ihafe of Long Island Sound as this might afford; this, the above plan secures. Should it ever be desired to make at Madison a harbor of refuge adequate to meet all possible needs of the growing commerce of Long Island Sound, it would have to be done on a much larger scale, and on a wholly different plan; neither this nor any other plan APPENDIX C. 629 suitable to the comparatively small interests now asking protection would be of ad- vantage as the starting-point to such an undertaking. Madison is 4 miles west of Clinton; the mean rise and fall of tide at Madison was found by comparing observations at the two places for four days; it was found to be 4.425 feet. I have been promised several times commercial statistics of the town and harbor of Madison, to accompany this report; they have not yet been received; should they come to hand later they will be presented by themselves. Respectfully submitted. HENRY N. BABCOCK, Assistant Engineer. Col. J. W. BARLOW, Major, Corps of Engineers, U. S. A. REASONS FOR A PROPOSED BREAKWATER AT EAST WHARF, MADISON, CONNECTICUT. 1. No good harbor of refuge now exists between New Haven and New London that is accessible at all stages of the tide. 2. The commerce of Long Island Sound imperatively demands such a harbor of refuge as would be formed by a breakwater, such as is proposed. 3. The part of the Connecticut shore embraced within the breakwater aforesaid lies at a point half-way, or as near as practicable to that point, between the ports of New Haven and New London aforesaid. 4. The commerce of Long Island Sound is of late years, and probably will for years to come, be carried on largely by lines of towing steamers and barges, and this fact makes apparent the fact to all that 52 miles on a watercourse like Long Island Sound is too long a distance for the safety of vessels of this class-too long a distance for them to be obliged to run at all times during the year without a chance to make a harbor-and the same can be said of all other classes of coasting vessels, unless, perhaps, the larger class of steamers be excepted. For all the common carrying trade of the sound, which is at present immense and on the increase, no greater benefit could be conceived than a breakwater at the point named. 5. The oyster trade, or the cultivation of oysters on new grounds taken up for that purpose, is at present an interest involving a very large amount of money and valua- ble property, and is most certainly a kind of business that must be ever increasing. At present a large portion of the ground to the north of a line drawn from Hammon- asset Point and Sachem's Head has been taken up by different parties to be covered with shells on which to grow oysters. That business will be gi eatly benefited by a harbor of refuge of the kind and at the point before referred to in this paper, and also in a petition sent to Congress during its last session, upon which an appropriation was granted for the survey of the shore at this point and the waters adjacent thereto. 6. A semicircle of sunken reefs of rocks extends from what might form the east end of the proposed breakwater, with sufficient openings between them to the west end of same breakwater, upon which the stone might be laid to advantage in the large dim- inution of cost of the structure. 7. The bottom of the sea over the portion that would be covered is of the best kind of ground to hold an anchor; no seaweed or eel-grass to foul anchors. 8. Ship-building has been for sixty years a branch of industry for the people of the town. From one to five vessels annually are launched from the ship-yards of the vi- cinity. A very great advantage to that interest would result from the breakwater proposed, by making a harbor where new vessels could lie after launching, for com- pletion, and repairing vessels could be carried on. 9. The produce of the town would be vastly increased by a good harbor to which vessels could come and be safe to load or discharge their cargoes. There are raised and taken away yearly 100,)000 bushels of potatoes, 100,000 bushels of turnips and onions, 2,000 cords of wood, 500,000 feet of lumber, and 200,000 feet of timber. All the purposes for which a harbor is used, all the benefits that ever arise from the possession of a harbor to all parties using it, would be served in the most emphatic way and most fully served by the breakwater proposed. We, the undersigned, loyal citizens of the United States of America, assenting to the foregoing statements and suggestions, do earnestly request and respectfully ask that Congress, now in session at Washington, will grant an order to the proper officers of government for the construction of the breakwater as hereinbefore set forth. Madison, December 23, 1881. Signed by FREDERICK T. DOWD and 37 others. 630 REPORT OF THE CIIIEF OF ENGINEERS, U. S. ARMY. CLINTON HARBOR. ENGINEER OFFICE, T. S. ARMY, New London, Conn., .January17, 1882. GENERAL: I have the honor to submit the report upon the examina- tion or survey and estimates of cost of improvements proper to be made at the harbor of Clinton, Conn., authorized by act of Congress approved March 3, 1881. The supervision of this work was assigned to my charge by letter of the Chief of Engineers dated March 21, 1881. A map of the harbor as surveyed under my direction by Mr. H. N . I Babcock, assistant engineer, together with his report, is submitted herewith. Clinton Harbor, 9 miles west of the Connecticut River, on the north shore of Long Island Sound, is the outlet of Hammonasset River. It is well sheltered from all storms, lying between the mainland on the north and a narrow strip of sand and marsh running about parallel on the south. The current of the river, together with its ebb and flow, formerly passed to th6 eastward of this strip of land, and seemed to maintain a depth and width of channel sufficient for the local wants of the village. A break through this protecting marsh occurred about forty years ago, permitting a large share of the currents to pass through, in consequence of which, it is said, the natural channel has shoaled, the depth at mean low-water having been reduced in some places from 8 to 4 feet. The improvement desired is the restoration of the original condition of the channel. To do this, it is manifestly expedient to first close the opening above referred to, which can be done at a moderate cost, the estimate being $3,000. When this is done it would be well to watch the effect of the increased currents, and should they be found insufficient to secure the desired re- sults, resort should be had to dredging. The sum of $7,200 is sufficient to excavate a channel 100 feet wide and 6 feet deep at mean low-water through the two shoals which now obstruct the channels. The total cost of the improvement, should the whole estimate for dredg- ing be found necessary, is therefore $10,000. Inclosed herewith will be found statistics relating to the commerce and navigation. Respectfully submitted. J. W. BARLOW, Mqjor of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. IIENRY N. BABCOCK, ASSISTANT ENGINEER. NEW LONDON, CONN., January 17, 1882. COLONEL: I have the honor to submit the following report of the survey of Clinton Harbor, Connecticut, accompanied by a map of the same on a scale of 200 feet to the inch. The survey was made in July, 1881. The Hammonasset River is a tidal stream lying south of the village of Clinton, and separated from a bay of Long Island Sound by a beach of sand and marsh, at the east end of which the river finds its outlet. Its width at high-water near Clinton is from 800 to 1,800 feet; the greater part of this runs bare at extreme low-water, leaving a channel not over 200 feet wide, kept clear by the tidal scour. About forty years ago a break was made in the beach half a mile from the east end, APPENDIX C. 631 which has since been cut out by the current until now it is 280 feet wide and in some parts of considerable depth ; at one place, near where the former line of low-water must have been, there is now a hole of 13 feet depth. A large part of the ebb and flow passes through this break, which would otherwise help to keep the main channel open, and there seems no doubt that the first thing to be done for the improvement of this harbor isto close up the break and direct the currents into the channel. This can be done either by a riprap wall of granite blocks, care being taken not to use large ones exclusively, or by a double row of piles filled in with brush and gravel, kept in place by heavy stones on top; the cost of the two plans would be essentially the same: 350 feet of pile and brush dike, at $8 per linear foot, amounting to $2,800, and 1,500 tons of riprap stone, at $2 per ton, $3,000. To the northeast of Sandy Point (the point at the east end of the beach), the chan- nel is quite shoal, having an available depth of not more than 4.5 feet at mean low- water; it is also very crooked at and below this place. To increase the depth to 6 feet for a channel 100 feet wide would require the removal of 9,200 cubic yards of sand and mud, costing, at 25 cents per yard, $2,300. No satisfactory plan for straightening the channel here can be suggested until the effect of closing the break is ascertained. It is probable that about one-third of the tide-water now enters and escapes through this break, which, if it were diverted back into the channel, would aid considerably in keeping it open, and might relieve the crookedness sufficiently. For the same rea- son, it would be more economical to postpone deepening the channel northeast. of Sandy Point until a year after the closing of the break. There is a low-water depth of 6 feet or more all the way out from the Clinton wharves, except the shoal above mentioned and a bar formed across the channel where it meets the deep water of Long Island Sound. The available depth there is only 4 feet at low- water; and it is said the depth used to be from 8 to 12 feet. The cost of making a channel 100 feet wide and 6 feet deep through this bar would be $5,000; its perma- nence cannot be promised with any certainty. The bar appears to be of the kind formed at the mouth of many of the tidal estuaries along this coast, occurring, as it does, just where the current from the inland basin meets deep water, and these bars always tend to reform soon after dredging. The general verdict of the inhabitants is, however, that previous to the break in the beach there was from 8 to 12 feet of water on the bar; this being the case, it is not unlikely that, the break being closed, the tidal current which used to keep open 8 feet depth on being restored to its former force would now keep open a new channel. The mean rise and fall of tide at Clinton, as determined by consecutive daily obser- vations from July 19 to August 1, 1881, is 3.879 feet. Respectfully submitted. HENRY N. BABCOCK, Assistant Engineer. Col. J. W. BARLOW. Major, Corps of Engineers, U. S. A. COMMERCIAL STATISTICS. &C. CLINTON, CONN., January 2, 1882. DEAR SIR. We have at hand your favors of December 6 and 31, last, asking for in- formation and statistics relating to the commerce of Clinton Harbor. 1. Amount of commerce or navigation that will be benefited by the improvement. We reply that 90 to 100 vessels arrived and departed during the year 1881. 2. The increase in commerce likely to occur. It cannot be said that large increase in commerce will be likely to occur, but what- ever increase there may be and what commerce is already carried on is greatly hin- dered and obstructed by the condition of the harbor and channel, resulting from the break in the beach which it is proposed to repair. 3. General commercial statistics of the harbor. There have been shipped from the harbor during the year 1881, as nearly as can be ascertained from parties concerned in the business- 9, 800 railroad ties. 1, 070 cords wood. 15, 000 feet plank and lumber of various kinds. 75,000 slats. 8, 000 posts, for fencing and other purposes. 300 tons hay. 200 tons straw. There have been received at this harbor- 1,200 tons coal. 632 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 10, 000 bushels oysters. 108, 000 feet lumber. 1, 000 bushels corn and other grain. Also bricks, oils, and general merchandise, which cannot be enumerated. A considerable number of vessels make this harbor their wintering place on account of its security; and some of them are of large size for coasting vessels, and the cond'i- tion of the channel and harbor frequently causes long delays in coming into and de- parting from the harbor. Clinton Harbor receives agricultural products for shipment hence, besides from the town of Clinton, from almost the whole of the town of Killingworth, the easterly part of the town of Madison, and the westerly part of the town of Westbrook, including an area of 30 or 40 square miles, and 4,000 and more of population. The break in the beach occurred about the years 1836 to 1838, and was started by being plowed through by an owner of the Sandy or Cedar Point lying to the eastward of the break, his object being to prevent persons going by that way to carry off sea- weed from his land. The average depth of water on the outside bar is very much less than before the break ; for a long distance, where before was 8 to 12 feet at low-tide, there now is not more than 3 to 4 feet. Around the easterly end of Sandy Point or Cedar Point, where before was a good width of channel, it has become narrow, and is for a long distance not more than half the former width, and much more indirect and crooked than before the break, by rea- son of the bar being extended to the northward. We suppose that estimates for work on the bar near the pier need not be large, as it is probable that the whole body of water, returning to its proper and natural course, will in some measure wash out the deposits of mud and sand which have accumulated there in past years. The undersigned, long residents of Clinton, are of the opinion that the foregoing statistics of commerce at this harbor, and the other statements, are, as nearly as may be, correct, and that the proposed improvements are much needed. Signed by CHARLES A. ELLIOTT, And eleven other residents. To Col. J. W. BARLOW. C 13. SURVEY FOR BREAKWATER AND HARBOR OF REFUGE AT MILFORD, CONNECTICUT. ENGINEER OFFICE, U. S. ARMY, New London, Conn., January20, 1882. GENERAL: I have the honor to submit the following report on the examination or survey for breakwater and harbor of refuge at Milford Harbor, Conn., authorized by act of Congress, approved March 3, 1881. This work was assigned to my charge by letter of the Chief of Engineers dated March 21, 1881. The survey was made under my direction by Mr. H. N. Babcock, assistant engineer, whose map and report are transmitted herewith. Commercial and other statistics are appended to this report. Milford Harbor is a bay of Long Island Sound on the Connecticut shore, about 9 miles west of New Haven. In 1872, a survey of this har- bor was made, and the construction of a breakwater from Welch's Point, the eastern limit of the harbor, was considered. The line chosen then is essentially the same as that given now, and is believed to be the best that can be selected to shelter an anchorage of small extent. It would be feasible to provide at this place a large and convenient harbor of refuge for general commerce by constructing two long break- waters to extend obliquely into the sound from Welch's Point and Charles Island respectively. Such a harbor would cost between $400,000 and $500,000. For the protection of the local commerce of Milford and its vicinity, APPENDIX C. 633 including the valuable fish-oil works at Welch's Point, the breakwater shown on the accompanying sketch would probably suffice, and would also serve as a refuge for small sailing vessels or barges in tow, if caught in an easterly gale near by. It would, in addition, thoroughly protect the bluffs above Welch's Point from washing, which has heretofore caused a deposit of material at the mouth of the inner harbor, the dredg- ing of which has already been the source of considerable expense. The breakwater would cover from southeasterly gales an anchorage for vessels drawing 12 to 15 feet, of about 16 acres, and a less area sheltered also from southerly and western storms. Its estimated cost is $87,000. Respectfully submited. J. W. BARLOW, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. HENRY N. BABCOCK, ASSISTANT ENGINEER. NEW LONDON, CONN., January 17, 1882. COLONEL: I have the honor to submit the following report on the survey for a break- water and harbor of refuge at Milford, Conn. The survey was made in July, 1881, and a map of the same accompanies this report. Milford Harbor is a bay about a mile broad by nearly a mile long, and facing the southeast. The bay is bounded on the southwest by Charles Island (of about 10 acres area) which is connected with the mainland by a sand bar bare at half tide. This, however, does not afford much shelter from south\\ est storms, for the seas round Charles Island and roll in from the south with a force not appreciably lessened, and the har- bor is practically exposed to storms from any southerly quarter. At the north end of the bay a narrow tidal inlet runs up to the village of Milford. Within the past ten years this has been deepened by the government, and now the dredged channel affords a refuge which is taken advantage of by local vessels, though too far inland and too contracted to be of use as a general harbor of refuge. A survey of Milford Harbor was made in 1872, the report on which contained an esti- mate for a breakwater from Welch's Point to provide a refuge for the commerce of Long Island Sound. The depths in the harbor have not materially changed since that survey, and the line then proposed for the breakwater is the best that can be suggested now; the shel- ter that general commerce would gain is, however, modified by the presence of a large By wharf belonging to the Fish-Oil Works, which occupies a part of the best anchorage ground that the breakwater would afford. continuing the breakwater 100 feet further to the southwest, then making an arm 400 feet long extending about west- northwest, an area sheltered from southeast storms would be obtained equal to the previous design, and a better protection would be afforded against south and south- west storms, which are frequently quite severe at Milford. In the sheltered area would be several bowlders, which would be more a source of annoyance from catching anchors than of danger. The funds available for this survey were not sufficient to make the kind of examination necessary to determine the cost of their removal; it is placed at $5,000 in the following estimates, which is probably a rude approximation. The least dimensions that could safely be given this breakwater would be 6 feet width on top, rising 3 feet above mean high-water. The cost on this plan would be: Welch's Point to bend, 1,040 feet, 31,309 tons granite, at $1.50............ $46,963 50 Beyond bend, 400 feet, 18,600 tons granite, at $1.50 .........-- ............ 27,900 00 Removing bowlders ----------... ....---------..................--------------.................. 5, 000 00 Supervision and general expenses......--------..............-----------------...........----------. 7,136 50 Total ......--------..............--....---....---........-------------........------..... 87,000 00 If the part beyond the bend were omitted the cost would be reduced to about $57,000, ac the expense of shelter from the south and southwest; for the class of ves- sels likely to frequent this harbor, such shelter would be as much to be desired as that from easterly storms. If it were desired to construct at Milford a harbor of refuge of great capacity, one 634 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. breakwater, 3,200 feet long from Welch's Point, and one from Charles Island of 2,400 feet length, would protect an area of about 100 acres of 18 feet depth, and nearly four times that area of 12 feet depth. The cost of such a harbor would be $425,000. Being only 8 miles from the breakwater at New Haven, the need for so extensive a work does not appear urgent. Appended are all the commercial statistics bearing upon this matter which I have been able to obtain; others have been I)romised, but have not yet reached me. Respectfully submitted. HENRY N. BABCOCK, Assistant Engineer. Col. J. W. BARLOW, Major, Corps of Engineers, U. S. A. COMMERCIAL STATISTICS. STRATFORD POINT, December 20, 1881. SIR: The inclosed is the only file of passing vessels we have ; our last book has been returned to headquarters. Owing to the severity of the last winter, the number of passing vessels was much less than the years previous; the average number was over 30,000. We kept no account of barges; we only counted the steamers. Very respectfully, THEODORE JUDSON, Light-House Keeper. Col. J. W. BARLOW, U. S. A. NUMBER OF VESSELS PASSING STRATFORD POINT LIGHT-HOUSE, JULY I, 1880, TO JULY 1, 1881. Sloops .......------ -........................................................----------...... 3,828 Schooners---------..........----------......---......---------......------....--......--------......----................-----...... 16,247 Ships, brigs, and barks-................. --.............................---- ----..... 311 Steamers ..--- --------------------- -------------- ----.------------ 5, 938 Total ......---------......------...... ------......------..------------.......... --....--..--.....-----------...... 26, 324 EXTRACT FROM A LETTER FROM MR. GEORGE W. MILES, OF MILFORD. Sometimes there are a great many vessels anchored here for a harbor when the wind is from the south, west, north, or northeast ; but as soon as the wind hauls to the east and southeast they are obliged to get under way and seek a harbor elsewhere, just at the time they need one the most, and at times it is necessary to send for tugs to help them away. A breakwater would furnish a safe harbor during easterly storms; these storms are the most dreaded of all. A small breakwater running from Charles Island northeasterly would protect from southerly storms, and would make this place the best harbor of refuge in all storms and under all circumstances there is or can possibly be made in the Sound. The benefit to the people of Milford is as nothing compared to the benefit which would accrue to passing vessels. Vessels bound up the Housatonic River to Derby, Birmingham, and Shelton, would find this a safe and convenient harbor while being obliged to wait for high-water so as to pass over the outer bar. They almost invariably, unless overloaded, could, at the right time of tide, get under way during an easterly storm and glide into the river with a fair wind and save a fair wind up the river; whereas now they are obliged to make a harbor so far to the westward that they cannot go in while the wind holds east, and when the wind changes they have head winds on the river and are delayed for several days, perhaps weeks. There are no records kept of the number of passing vessels, or those that would be likely to seek refuge here; but one thing is certain and safe to say: all vessels passing through the Sound that meet an easterly storm coming on, and find, after they pass Black Rock and Huntington, that they cannot reach New Haven, instead of running back to the head of the Sound would surely make this harbor. The number of these during the year must be thousands. These vessels come and go regularly from spring to fall, but are obliged to seek a harbor, both east and west, as best they may. This causes delay and time lost, amounting to thousands and thousands of dollars annually. APPENDIX C. 635 PETITION. To the Senateend House of 1Representalivas of the United Slates in Congress assembled : The undersigned respectfully represent that it is of great and vital importance to all the commerce of the United States that passes through Long Island Sound that a breakwater should be constructed at Welch's Point, Milford Harbor, New Iaven County, Connecticut, especially for a speedy refuge in time of storms, and they earnestly ask for an appropriat ion of $40,000 for that purpose, pursuant to the recom- mendation of Col. J. W. Barlow, of the Engineer Corps, now on file in the department at Washington. [The 333 signatures to this paper are omitted.] C 14. SURVEY OF GREENPORT HARBOR, NEW YORK. .ENGINEER OFFICE, U. S. ARMY, New London, Conn., January 20, 1882. GENERAL : I have the honor to present herewith the report of exami- nation or survey and estimates of improvements proper to be made at Greenport Harbor, N. Y., as authorized by act of Congress approved March 3, 1881. The work was assigned to my charge by letter of the Chief of Engineers, dated March 21, 1881. A survey was made under my direction in Ju] by Mr. H. N. Babcock, assistant engineer. His report, together with the map, is sent here- with. Commercial statistics relating to the importance of this harbor are also presented. Greenport Harbor is the northern portion of Shelter Island Sound, near the eastern end of Long Island. The improvement desired is the construction of a breakwater off Joshua's Point, upon the shoal of the same name, to cover the anchorage of Greenport Harbor from east and northeast storms, and to prevent the further shoaling of the harbor by the transfer of material from the point and shoal, which has occurred to such a degree as already to have greatly diminished the original area of the harbor. Three estimates are given of $22,200, $30,000, and $46,000 respectively, for breakwaters similar in design, but of varying lengths, extending to the 12, 15, and 18 foot curves. The shorter of these lines would proba- bly serve the purpose of protecting Joshua's Point from erosion, and of preventing a further shoaling of the harbor, but the longer works would of course afford the better and larger anchorage. Respectfully submitted. J. W. BARLOW, * Major of Engineers. Brig. Gen. H. G. WG.RIGHT, Chief of Engineers, U. S. A. REPORT OF MR. HENRY N. BABCOCK, ASSISTANT ENGINEER. NEW LONDON, CONN., January 19, 1882. COLONEL: I have the honor to submit the following report on the survey of Green- port Harbor, N. Y. The northern part of Shelter Island Sound, which lies opposite the village of Green- port, is known as Greenport Harbor; it is marked by only a small indentation of the shore, yet is well protected by the northern peninsula of Long Island on the north and west, and by Shelter Island on the south and southeast, and is only exposed to storms 636 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from the northeast and east, which bring a heavy sea around the north end of Shelter Island. Greenport Harbor is too far removed from long Island Sound (about 9 miles by water) to be of any value to general commerce, but it has quite a little shipping of its own, and the greater part of the vessels bound to and from Sag Harbor and Riverhead enter by way of Greenport Harbor. The survey of this harbor was made in July, 1881, and the map of the same is pre- sented herewith. The mean rise and fall of tide at Greenport, determined by fourteen daily observa- tions, from July 15 to July 28, inclusive, is 2.43 feet. Directly east of Greenport village is a small cove, called Sterling Basin, which has been a very good anchorage-ground for small boats, though the area of deep water has been too limited to accommodate many vessels over 12 feet draught. This basin was protected by Joshua's Point to the north, and Joshua's Bar, a shoal leading out from the point to the northeast. The tide, whether ebb or flood, sweeps strongly around the point and across the bar, and northeast storms have driven material from these places over into the basin and damaged the anchorage. One of the boundary corners of the village of Greenport lies on Joshua's Point; it was marked by a stone which has been repeatedly moved back as the point wore away; within the past year it has been lost. The object for which the survey was desired was to obtain a plan and estimates for a breakwater which should protect the point from further wear and increase the sheltered area. The following estimates are for a breakwater starting from the beach 350 feet north- east of Joshua's Point, and following a straight course over the bar as nearly as pos- sible ii the line of shoalest water: Length. Weight. Cost. Feet. Tons. To the 12-foot curve .............. -------------................................... 1, 267 11, 510 $22, 200 To the 15-foot curve ...-----.................--....... .................... ----- 1, 427 15, 670 30, 000 To the 18-foot curve .................................................... 1, 697 23, 970 46, 000 The cross-section is: Rise above high-water, feet; allowed for sinkage, 1 foot: side slopes, 1 on 1; top width, 5 feet. The cost of stone delivered is estimated at $1.75 per ton, and 10 per cent. (appproximately) is added for supervision and general expenses. If carried out to the 18-foot curve this breakwater would shelter an area of about 12 acres over 15 feet depth, and 17 acres over 12 feet depth; if carried out to the 15- foot curve, these areas would be respectively reduced to 4 and 9 acres. No dredging inside the breakwater will be desired at present; if it ever be proposed to enlarge the protected area in this way, 18 additional acres of 12 feet depth can be obtained by the removal of 150,000 cubic yards of sand and gravel. Respectfully submitted. HENRY N. BABCOCK, Assistant Engineer. Col. J. W. BARLOW, Major, Corps of Engineers, U. S. A. COMMERCIAL STATISTICS, &C. GREENPORT, LONG ISLAND, NEW YORK, December 10, 1881. DEAR SIR.: In answer to your favor of December 6, it may be stated, as the result of* inquiries carefully made, that- 1. The number and tonnage registered at the surveyor's office in Greenport, as ap- pears by his last quarterly report, are as follows Number of vessels documented, 263; tonnage, 16,271. These figures have been stead- ily increasing for the past ten years. At Sag Harbor there are some 30 to 40 vessels documented, with a gross tonnage of probably 3,000. Nearly or quite all of these ves- sels, in passing in or out, do so by way of the north side of Shelter Island, and there- fore, so far as the use of Greenport Harbor goes, may be treated as part of the local tonnage. 2. The increase of commerce likely to result from the proposed improvement of Green- port Harbor is necessarily a matter of conjecture rather than of certainty, but it may safely be expected to be important and permanent. With a breakwater, such as is proposed, the safety and accessibility of the harbor in easterly gales or winter storms becomes greatly enhanced; and it may fairly be expected that many vessels bound inward or outward from or to Long Island Sound will, with the knowledge that a secure APPENDIX' C. 637 anchorage can be had a few miles from the outer ocean, avail themselves of the advan- tage thereby offered to save time and distance. In this connection it ought to be stated that the official report of the keeper of the light-house on Long Beach Bar, at the en- trance to the bay, shows that in the fiscal year ended June 30, 1881, there passed that point 10,796 vessels, of which 2,937 were steamers, mainly employed in the menhaden fishery; which, for the nine years and seven months during which the light had been established and the record kept, the aggregate reached the large figures of 106,108. And it should be added that the number of ocean-going vessels in foreign trade leav- ing and arriving at the port of New York by way of Long Island Sound has of late materially increased and will continue to increase indefinitely as soon as the obstruc- tions at Hell Gate are removed. Moreover, vessels from foreign ports have begun to stop at this harbor and await orders by telegraph as to their destination. 3. The gross amount of business done at this place for the past year, including mer- chandise received and shipped, material and products of mechanical trades and manu- facturing industries, and values of fertilizers and surplus production of agricultural interests, will considerably exceed $2,000,000, while an equal or larger sum should be set down for the region of country immediately adjacent to the bay, and whose com- mercial interests are directly connected with the navigation of that bay, hence would be in greater or lesser degree affected by the proposed improvement. Respectfully yours, Signed by S. P. RACKETT, THOMAS F. PRICE, C. M. SMITH, WV. Z. KING, and 45 others. Maj. J. W. BARLOW. C 15. SURVEY OF MAMARONECK HARBOR, NEW YORK. ENGINEER OFFICE, U. S. ARMY, New London, Conn., January 18, 1882. GENERAL: I have the honor to submit herewith the report of exami- nation or survey and estimates of cost of improvements proper to be made at Mamaroneck Harbor, N. Y., as authorized by act of Congress approved March 3, 1881. The work was placed in my charge by letter of the Chief of Engineers, dated March 21, 1881. A survey was made under my direction by Mr. H. N. Babcock, assist- ant engineer, in the latter part of July and the beginning of August last. The map and Mr. Babcock's report are transmitted herewith. A list of wrecks which have occured at this harbor, and other statis- tics, also accompany this report. Mamaroneck Harbor is an arm of the sound, on its north shore, about 5 miles southwest of the eastern boundary of New York. The improve- ment desired consists, first, in the removal of several sunken rocks which dangerously obstruct the channel; and, second, the excavation of a channel of navigable width at the upper and shoalest part to a depth of 4 to 7 feet at mean low-water. To complete these improvements in accordance with the most com- prehensive plan considered would require- The entire or partial removal of six rocks to a depth of 7 feet below mean low- water, amounting to 1,218 cubic yards, at $20 per yard............ ...... $24, 360 The removal by dredging of sand and gravel, 59,300 cubic yards, at 25 cents.. 14,825 Construction of sand dike to cut off channel east of Grassy Knoll.--.........---------. 200 Contingencies of engineering and supervision .......... , ......-........ 3, 615 Total.----.......-- - -... ...... ---------.... ----...... -- ------.... .... --....... .... ------....--.... 43, 000 These improvements could be made progressively, and each successive step would give its proportionate share of benefit. The most essential part of the improvement, and that which should first be attempted, is 638 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the removal of Bush Rock and the excavation of the channel to old steamboat wharf, amounting in cost to about one-half of the whole; but to make the harbor reasonably safe and satisfactory, it would be desir- able to continue operations by removing the other rocks in the following order: Inner Steamboat Rock, part of Nell's 'Rock, Outer Steamboat Rock, Little Nanhook and Round Rock, and, lastly, dredging the channel to new steamboat wharf. This harbor presents natural commercial advantages, being the port of a large and prosperous back country, which, it is believed, would de- rive great benefit from a safe water route to New York. Such a chan- nel of communication would become established by the completion of the improvements above considered. Respectfully submitted. J. W. BARLOW, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. HENRY N. BABCOCK, ASSISTANT ENGINEER. NEW LONDON, CONN., January 18, 1882. COLONEL: I have the honor to present the following report on the survey of Mam- aroneck Harbor, N. Y.: Mamaroneck Harbor is on the north shore of Long Island Sound, about 5 miles from the Connecticut State line; it is essentially an arm of the sound, receiving fresh water from three streams, which are not large enough to materially affect the currents, even in time of freshet. A dam was removed from one of these streams a few years since, which is said to have caused a shoaling of about 1 foot in the upper part of the harbor, due to material brought down by the stream. There are several rock obstructions in and about the mouth of the harbor, which, although well known and mostly buoyed, have caused the wrecking of numerous vessels during fogs and storms. The object for which the survey was desired was to ascertain the cost of removing these obstructions (at least the worst of them), and of making a channel 7 feet deep to the old steamboat wharf, and secondarily from there to the new steamboat wharf. The survey was begun in the latter part of July, and finished early in August, 1881; the map of the same is now completed, and is presented with this report. The harbor of Mamaroneck consists of a narrow channel of nearly a mile in length opening suddenly into a broad bay. The old steamboat wharf is about half way up this channel; it is all removed except the piling, but is to be rebuilt, and probably will be the important wharf of the harbor. The least channel depth in reaching this wharf is 4.6 feet, at a point west of Grassy Knoll, where the width of the channel is also least; this is due to a secondary channel east of Grassy Knoll, which was formerly the main channel, and which now affords an exit to a large part of the tide-water. The new steamboat wharf is at the head of the harbor; the channel below it is nar- row and crooked, its least width being 70 feet between low-water lines, and its least depth 0.7 foot at low-water, most of which depth is probably due to the discharge of a fresh-water stream. The rise and fall of tide, determined as the mean of fourteen consecutive daily ob- servations at the old steamboat wharf, is 8.015 feet. The principal rock obstructions, in order, going down the harbor, are Round Rock, Nell's Rock, Bush Rock, Inner Steamboat Rock, Little Nanhook, and Outer Steamboat Rock. Round Rock is a small rock lying in the east side of the channel, 500 feet above the old steamboat wharf, in 2t feet of water. The rock projects 0.8 foot above mean low-water, is 10 feet long by 6 feet wide, and seems to be a bowlder. Its volume above a plane 4 feet below mean low-water is about 7 cubic yards. Nell's Rock and Bush Rock lie directly opposite one another, about 1,400 feet below the old steamboat wharf, with a channel 14 feet deep between them; the 7-foot channel here is but 78 feet wide, and curving, making these rocks the worst obstruction in the harbor; they both run bare at low-water. Nell's Rock projects from the east shore; its complete removal to the sh-re will not be necessary, and a line is drawn across the rock on the map, which line (A-B) is the northeast limit of all estimates for rnmoval. Bush Rock consists of two rocks, probably joined below the bottom; only the removal of the eastern one is desired; this will give a channel-way of 150 feet width, and nearly straight. Inner APPENDIX C. 639 Steamboat Rock lies in the middle of the channel, in a depth of 6.2 feet of water; its highest part has a depth of 3.8 feet below low-water. Little Nanhook, with a sur- rounding depth of 5 feet, rises to 1.1 feet below low-water plane; it is about 130 feet west of the general course of vessels entering the harbor. Outer Steamboat Rock lies in the open harbor, in 9.3 feet of water; its least depth is 3.8 feet, but the channel on either side is 800 feet wide, and the rock is not at all dangerous by daylight. The fol- lowing table shows the volume of these rocks above the 5, 6, 7, 8, and 9 foot curves, respectively; two of them cannot be estimated with any accuracy below 6 feet, on account of the shallowness of the surrounding bottom. Above 5 Above 6 Above 7 Above 8 Above 9 feet. feet. feet. feet. feet. Cub. yds. Cub. yds. Cub. yds. Cub. yds. Cub. yds. Nell's Rock .................... .... ... ............ 52 100 152 210 280 Bush Rock.......... .............................. 457 600 750 913 1,105 Inner Steamboat Rock ...... -..................... 10 31 60 (?) ............. Little Nanhook .......... ................ ... 54 115 200 (?) ..... ......... Outer Steamboat Rock : ---- ....-................... .. 12 49 115 218 At the entrance to the outer harbor there is a large rock, known as Ship Rock, with 6 feet on its shoalest part, in a surrounding depth of 15 feet; it should have a hori- zontal striped buoy; during the past year it has had none. There are several other rocks in the harbor, which are shown on the map, but whose removal is not at all important. The material of the bottom in the outer harbor is quite soft; in the upper channel it is a rather firm mixture of sand and mud, but not difficult to dredge. Possibly a bed of gravel, ddbris from the fresh-water stream, may exist below the surface at the upper end of the harbor. To make a dredged channel 100 feet wide and 6 feet deep at mean low-water from the deep hole opposite Bush Rock to the old steamboat wharf, a distance of 1,100 feet, with a turning basin 150 feet wide and 200 feet long, would involve the removal of 18,000 cubic yards of sand, costing, at 25 cents per yard, $4,500. Above this point to the new steamboat wharf, a distance of 2,100 feet, a depth of 4 feet would be suffi- cient. The channel over this distance, though crooked, will be preserved more readily in its present course than if any attempt at a moderate cost be made to change it. To make this channel 4 feet deep and 80 feet wide would require the removal of 28,300 cubic yards of sand, with probably some gravel, at a cost of 25 cents per cubic yard, amounting to $7,075. The closing of the secondary channel east of Grassy Knoll would aid considerably in keeping open the channel below the old steamboat wharf. To build there a rip- rap jetty 500 feet long, of triangular section, 10 feet base and 5 feet height, would require about 1,000 tons of stone, the probable cost of which delivered in place would be $2,400. During the progress of dredging, this result could be obtained more cheaply by making a cut along the proposed line and throwing the material up as a sand pier along the side of tht cut. The location is not exposed to storms, nor to freshets, and it is probable such a pier would last until the channel became filled up. The cost ought not to exceed $200. Two suitable schemes for improving the harbor are suggested, the latter being the more comprehensive and including the former. First. The removal of Round Rock to 4 feet depth, and of Bush Rock and Inner Steamboat Rock to 7 feet depth, with the excavation of a 6-foot channel 100 feet wide up to the old steamboat wharf, at an estimated cost as follows: Round Rock, 7 cubic yards, at $20 .......................................... $140 Bush Rock, 750 cubic yards, at $20.--. ............. ........................ 15, 000 Inner Steamboat Rock, 60 cubic yards, at $20 ....... ....---................ 1, 200 Excavat ion of sand, 18,000 cubic yards, at 25 cents.... ---............. ...... 4,500 Building sand pier ---- ---------------- ---- ----- . ----------------. 200 Supervision and general expenses ...................................... 2,460 ....------....--........----....---------------- Total---- ....- --...........------......--...----- 23,500 To make the above channel 7 feet deep would involve the removal of 13,000 cubic yards additional, at a further cost of $3,250, maaing the total cost $26,7,50. Second. The removal of Round Rock to 4 feet depth, and of Bush Rock, part of Nell's Rock, Inner and Outer Steamboat Rocks, and Little Nan hook to 7 feet depth, together with the dredging of a 7-foot channel 100 feet wide to the old steamboat wharf, and continuing it as a channel 4 feet deep and 80 feet wide to the new steamboat wharf, at an estimated cost as follows: 640 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Round Rock, 7 cubic yards, at $20 ....------.... ........--- ---- .........- - - - - - --- - - - - -. $140 Bush Rock, 750 cubic yards, at $20 ....--...................--- ------ -----. 15, 000 Nell's Rock, 152 cubic yards, at $20 ....... .............................. 3,040 Inner Steamboat Rock, 60 cubic yards, at $20 ......... ....----... 1, 200 Outer Steamboat Rock, 49 cubic yards, at $20 .. ... -------.....---- 90 Little Nanhook, 200 cubic yards, at $20 .------------.. --. -----...... . -. 4,000 Excavation of channel to old steamboat wharf, 31,000 cubic yards, at 25 cents. 7, 750 Excavation of channel above old steamboat wharf, 28,300 cubic yards, at 25 cents ........--- ...........------- -----....--........---- ............----.....----..-- ..--..... -- ....------.. 7, 075 Building sand pier .--..-------------------..----- -----------------------.. . 200 Supervision and general expenses ................ ---........----- .. .----- 3,615 43, 000 To make the channel above the old steamboat wharf deeper than 4 feet at mean low- water would require the removal of about 8,400 cubic yards of material for each extra foot of depth; to make the channel 6 feet deep would involve an additional expendi- ture of about $4,200, making the total cost of the second plan, thus modified, $47,200. Respectfully submitted, HENRY N. BABCOCK, Assistant Engineer. Col. J. W. BARLOW, Major, Corps of Engineers, U. S. A. LETTER FROM THE BOARD OF SUPERVISORS OF WESTCHESTER COUNTY, NEW YORK. ROOMS OF THE BOARD OF SUPERVISORS, OF WESTCHESTER COUNTY, White Plains, N. Y., December 1, 1881. DEAR SIR : At the suggestion of Mr. T. L. Rushmore, I send the accompanying state- ment with reference to removing obstructions in Mamaroneck Harbor. The supervisors of New Rochelle and Harrison are absent from the board to-day, or it would have been signed by them also. Yours, M. BANTA. Col. J. W. BARLOW. STATEMENT ACCOMPANYING THE FOREGOING LETTER. As will be seen by reference to the diagram annexed,* and which has been taken from the official survey, the harbor of Mamaroneck is the only one between the har- bors of New Rochelle and Port Chester, on Long Island Sound, which is or can be used by the inhabitants of the towns of Mamaroneck, Scarsdale, Harrison, White Plains, and a large part of the town of Rye, county of Westchester; upon this harbor the inhabitants of these several towns are now almost solely dependent for market pur- poses. Formerly, and up to about the year 1865, the tradefof these places being compara- tively small, light-draught vessels could enter the harbor without very great risk, and the delays caused by the obstructions therein were not then of so much consequence; but during the last fifteen years the population of these towns has almost doubled, numbering now nearly 19,000; and the valuation of real estate has increased over $1,000,000, as appears by the official reports now on file; this increase of population and value has brought a very greatly increased demand upon the harbor for the fur- nishing of supplies of coal, lumber, and all kinds of building materials and other mer- chandise for the use of the inhabitants and for carrying to market produce of the farms, &c. This increased demand has brought with it the absolute necessity for the employment of a larger and of a greatly increased number of vessels. The use of these vessels has been and is greatly hampered by the obstructions in the harbor, which prevent vessels entering or departing except at almost high-water, and even then the larger vessels are frequently injured by striking the rocks in the channel. If these obstructions were removed and there should be no further danger of injury or delay to vessels, the cost of freight would be greatly lessened and a larger number of vessels would seek this harbor for business. M. BANTA, Supervisor of town of Mamaroneck. SAML. WM. JOHNSON, Supervisor of town of Bye. GEO. J. WILLETS, Supervisor of town of Scarsdale. * Diagram not printed. APPENDIX D. IMPROVEMENT OF HUDSON RIVER-REMOVAL OF OBSTRUCTIONS IN EAST RIVER AND HELL GATE -- IMPROVEMENT OF BUTTERMILK CHANNEL, NEW YORK HARBOR ; OF FLUSHING, CANARSIE, SHEEPS- HEAD, AND GOWANUS BAYS, AND SUMPAWANUS INLET; OF HARLEM RIVER; NEWTOWN AND EAST CHESTER CREEKS; THE HARBORS OF RONDOUT, ECHO, PORT CHESTER, AND NEW ROCIIELLE, NEW YORK, AND OF RARITAN AND SOUTH RIVERS, AND CHEESEQUAKES CREEK, NEW JERSEY. REPORT OF COLONEL JOHN NE WTON, CORPS OF ENGINEERS, B VT. MAJ. GEN., U. S. A., OFFICER IN CHARGE FOR THE FISCAL YEAR ENDING JUNE 30, 1882, WITH OTHER DOCUMENTS RELATINGTO TOHE WORKS. IMPROVEMENTS. 1. Hudson River, New York. 10. Echo Harbor, near New Rochelle, New 2. Rondout Harbor, New York. York. 3. Obstructions in East River and Hell 11. Harbor at New Rochelle,New York. Gate, New York. 12. Port Chester Harbor, New York. 4. Buttermilk Channel, New York. 13. Canarsie Bay, New York. 5. Harlem River, New York. 14. Sheepshead Bay, New York. 6. Flushing Bay, New York. 15. Surnpawanus Inlet, New York. 7. Gowanus Bay, New York. 16. Raritan River, New Jersey. 8. Newtown Creek, New York. 17. South River, New Jersey. 9. East Chester Creek, New York. 18. Cheesequakes Creek, New Jersey. UNITED STATES ENGINEER OFFICE, New York, July 29, 1882. SIR: I have the honor to'transmit herewith the annual reports upon the river and harbor works in my charge for the fiscal year ending June 30, 1882. Very respectfully, your obedient servant, JOHN NEWTON, Colonel of Engineers, Bvt. Major- General. The CHIEF OF ENGINEERS, U. S. A. D x. IMPROVEMENT OF HUDSON RIVER, NEW YORK. The project for improving this river was adopted in 1897, and was modified in 18 ;8, the object being to afford a navigable channel of 11 feet in depth at mean low-water to Albany and of 9 feet to Troy. Dur- ing the year the following work has been done: 641 41 E 642 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Contract was made on July 30, 1881, with Stanton & Doyle to remove the reefs known as Austin's Rock, near Van Wies' Point, the price being $37,000. Work was not commenced until March, 1882, when a dredge was put to work to remove the overlying deposit of mud, &c., and since then drilling and blasting has been prosecuted under some disadvantages, as the exposed situation of the work renders the drilling platform liable to collisions from passing vessels, and on two occasions the platform has been demolished and the drills broken. It is expected that one of the rocks forming the reef will be removed in July. Contract was made on the 7th October, 1881, with William D. Fuller, to construct dikes as follows: One at Shad Island, about 200 feet long, to connect the angle of the dike already constructed with the shore. Three dikes at Papscance Island; one, A, to connect lower end of sec- tion 1 with the shore, length about 375 feet; one, B, to connect lower end of section 2 with shore, length about 425 feet; one, C, to connect lower end of section 3 with shore, length about 700 feet. Of these, dike A, 366.7 feet long, and dike B, 412 feet long, have been completed. Owing to the continued freshets and high-water, work could not be resumed until the month of June. It is expected that the dikes will be completed during the month of July. Besides necessary repairs and filling of existing dikes, the stone from which has in some cases been lost by depredation, but mostly from the heavy steamboat waves, it will be necessary, in order to complete to a a reasonable degree the improvement of the channel- First. To complete the dike from Staats to Campbell's Island, the line of which is already marked by a row of piles. Second. To arrest, by a dike starting from the lower end of Scamer- haun Island, the tailing of that island into the channel, by which the latter has been unduly contracted of late years. This elongation has been caused by the discharge of the back channel and by the arrest of the flood action and a consequent deposit, both causes thereby conspir- ing in forming and increasing the tailing of the island. Third. The continuatiou of the improvement of the channel between Shad Island and Mull's Plaat. This channel was good with a proper direction of the currents before the closing of Schodac Channel, in 1867, by the State of New York, since which time the dispersion of the currents has been followed by a shoaling of the channel. A line of piling re inforced with riprap, as also a section of a full dike, were partially constructed, and it is now necessary to complete the de- sign. Fourth. The improvement just above New Baltimore, and already ap- proved by the department. The total estimated cost of these works will be $78,000, increasing the original estimate by $48,00)(0. The original condition of the navigable channel gave, between New Baltimore and Barren Island, a depth at mean low-water of 7- feet; at Coeyman's, 81 feet; at Mull's, 9 feet; at Castleton, 8 feet; at Cedar Hill, 74 feet; at Winnie's, 9.4 feet; on the Overslaugh, 7.7 feet; at Cuyler's Bar, 9 feet; at Round Shoal, 7.2 feet. That is, at low-water, 7 feet could be carried from New Baltimore to Albany, and from Albany to Troy, 7.2 feet. The channels, however, were very crooked in places, very narrow, and of such difficult navigation that the grounding of boats was, it might almost be said, the rule and not the exception. APPENDI)IX D. 643 The originally adopted project for the improvement was the construc- tion of longitudinal dikes, generally of the height of mean high-water, to direct the currents, and allow the flow over their tops of freshets and of ice. The amount expended to the close of the fiscal year ending June 30, 1881, was $900,159.16. The condition of the improvement at that pe- riod was a navigable depth from New Baltimore to Albany at mean low- water of 9j feet, and from Albany to Troy of 8 feet. The amount expended during the fiscal year ending June 30, 1882, was $5,353.04; the work undertaken was not completed, and the effects not noted. The amounts that can be profitably expended during the year ending June 30, 1882, are the available balance, $48,864.83, for work already under contract, and for necessary repairs. The additional cost of im- proving the channel north of and adjoining New Baltimore will be about $30,000. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project is $30,000, and by the revised estimate $78,000. This work is in the collection district of New York, Albany being a port of entry. The valune of the imports for the fiscal year ending June 30, 1882, was $880,232, and the duties collected thereon were $159,922.03. There are enrolled and licensed at this port 767 vessels, with a tonnage of 90,860.01. AMOUNTS APPROPRIATED. By act approved June 23, 1866 ............-----....--......---....--....--......----...... $50, 000 00 By act approved March 3, 1867-------..-..- ..-------------.....-... --...-----.....----. 305, 188 00 By act approved July 25, 1868........................---------------------------------.. 85,000 00 By act approved April 10, 1869 . ............................... ...... 89, 100 00 By act approved July 11, 1870..........-.. .............................. 40, 000 00 By act approved March 3, 1871....---.....---..---- ----.. -----....-....---......-------.....-----. 40, 000 00 By act approved June 10, 1872 ....... _.._--......--......... ...... .. 40,000 00 By act approved March 3, 1873......---------....----........................ 40, 000 00 By act approved June 23, 1874.................... .... .................. 40,000 00 By act approved March 3, 1875 ....-- ................... ............--.. 40,000 00 By act approved August 14, 1876................. ...........--......... -- 50, 000 00 By act approved June 18, 1878--- ---....-------....---...- ...... -........---.... 70, 000 00 By act approved March 3, 1879........--..---------...............----.....---.... 30,000 00 By act approved June 14, 1880...................................----.... $0, 000 00' By act approved March 8, 1881- .. ................ .............. .... 15, 000 00 By act passed August 2, 1882...--..--........---...--..............--...... ...... 10, 000 00 964, 288 ()0 Amount expended............. ................ ....................... 905, 512 10 Money statement. July 1, 1881, amount available...... ....-............................... $54, 217 87 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......................... $5, 353 04 July 1, 1882, outstanding liabilities ...-........... ............ 39, 074 48 44,427 52 July 1, 1882, amount available .............. ....... ...... ......---.... 9, 790 3i Amount app)roplriated by act passed August 2, 1882 ...................... 10, 0(i0 00 Amount available for fiscal year ending June 30, 1883 .................... 19, 790 35 Amount (estimated) required for completion of existing project.........---------- 68, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 68, 000 00 644 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of bids for constructing pile dikes in Hudson River near Albany, N. Y., opened September 14, 1881. Price per linear foot, materials and labor furnished. Bidders. . Papscance Island. Total. A, 375 B, 425 C, 700 feet. leet. feet. 1 Stephen A. Kelly ... -................................. $7 25 $7 25 $7 25 $7 25 :$12 325 00 2 William D. Full'r ..-----.--..................................... 3 27 3 58 3 48 3 58 5, 981 50 3 JohnH. Marshall.......- ..--........................ 3 22 3 211 3 24 3 35 5,571 62 Price per linear foot, using piles belonging to United States. Bidders.q Papscance Island. 8 A,375 feet. B, 425 feet. C, 700 feet. Total. 1 Stephen A. Kelly................... ...... ........... $7 00 $7 00 $7 00 $7 00 $11, 900 00 2 William D. Fuller ................................ 196 2 20 2 18 2 16 3, 655 50 8 John H. Marshall.............. .......... ......... ........................ John H. Marshall, instead of offering, fixed a price for each dike, under the proposi- tion to use the piles belonging to the United States, offered to purchase said piles at 3 cents per linear foot. Abstract of contractfor constructingpile dikes in Hudson River, New York. Contractor. Residence. Date of contract. Subject of tract. con- Remarks. William D. Fuller.. Albany, N. 1 ..... October 7, 1881 .... Constructing pile dikes in Hudson To be completed De- cember 31, 1881. River, New York. Abstract of bidsfor removing the reefs off Van Wie's Point, Hudson River, near Albany, N. Y., opened June 23, 1881. No. Name of bidder. Removing reefs and dredging. 1 William Stanton, John B. Doyle ...... ................. .......... $37, 000 00 2 E. R. Seward.................................................... ........ 52, 000 00 3 Edward Moore ........................................ .. 50, 000 00 4 George W . Townsend ................ .......................................... 52, 000 00 Abstract of contract for removing reefs off Van Wie's Point, Hudson River, near Albany, N. Y. Contractor. Residence. Date of contract. Subject of con- Remarks. Stanton & Doyle.... Cohoes, N. Y...... July 30,1881 .. Removing reefsoff To be completed by Van Wie's Point, July 1, 1882. Hudson River, New York. APPENDIX D. 645 D 2. IMPROVEMENT OF HARBOR AT RONDOUT, NEW YORK. The act approved March 3, 1871, directed the survey of this harbor, and the results, with a project of improvement and estimate of cost, were reported January 25, 1872. No operations have been conducted during the year. The original condition of the navigable channel gave a depth of about 7 feet at meai low-water. The originally adopted project was the prolongation of the channel of Rondout Creek into the Hudson River by the construction of two par- allel (ikes; also of a branch dike to direct the current of the river and to protect the north dike from the floating ice; and there has been no modification of the original project. The amount expended to the close of the fiscal year ending June 30, 1881, was $88,638.81. And the depth in the channel was 131 feet at mean low-water. There has been expended during the year ending June 30, 1882, for incid(ental purposes only, the sum of $92.50. The amount that can be expended during the fiscal year ending June 30, 1883, is the available balance, $2,268.69, in repairs of dikes and re- placing spring piles, and, if additional appropriations be made, in the endeavor further to enlarge the opening between the extremities of the dikes. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, would be $1,000 to $2,000, to be used in widening the outlet between the dikes. This work is in the collection district of New York. Nearest port of entry, New York. Amount of revenue collected during the fiscal year ending June 30, 1882, Amount of commerce and navigation benefited by the completion of this work, $70,000,000. ORIGINAL ESTIMATE. North dike.................--------------------.. ----...------------.--..............----------...............----.. $41,600 00 ........................................................... Branch d(like-------------------------------------------------- - 34,400 00 South dike............. .... .. .........-----....--....---- .... ....--......---....---.... 59,600 00 Dredging channel----..-------------------------------------........................... 14, 400 00 ---- --........................ Contingencies and engineering ........................................ 22, 500 00 Total..........---------- ----------....----....------- ----.... ----........---------....---.... 172,500 00 AMOUNTS APPROPRIATED. By act approved June 10, 1872....................................... $10,000 00 By act approved March 3, 173----------------------------------- ......................................... 20,000 00 Amount allotted June 8, l~75: From repairs of harbors on Atlantic coast----------................--------------------............. 762 18 From contingencies of rivers and harbors, &c .......- - -.....-.. -- -.......... 237 82 By act approved August 14, 1676..........-----------..----......----.........----------------......... 30, 000 00 By act approved June 18. 178----------------------.............................---- -------............-. 30, 000 00 By act passed August 2, 18 ..... ---------.. .... ...---..... .... ----......----------------------..... 2, 000 00 93,000 00 Amount expended------....----....--......--....---...--..-----------..........-------------------....---....-- 88,731 31 Money statement. July 1, 1881, amount available ...-----------.....----..--...-- ......----..............---.... $2, 361 19 July 1, 18 2, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1861 . . .............. ........... ......... ---- ..-------....... 92 50 July 1, 1882, amount available ...... ................................... "2,268 09 Amount appropriated by act passed August 2, 1882 ....................... 2,000 00 .. 4, 268 69 Amount available for fiscal year ending June 30, 1883 ..................-- 646 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. D 3. REMOVING OBSTRUCTIONS IN EAST RIVER AND HELL GATE, NEW YORK REEF AT HALLET'S POINT. Under contract with the Atlantic Dredging Company the grappling and removal of the ddbris from the explosion of 1876 was continued until March, when the contract was completed, removing in that time 8,548.75 gross tons of stone. The total amount of stone removed from this reef since the explosion is 90,588.27 gross tons. After the contract was completed a survey was made, and the depth of 26 feet at mean low-water was found upon the reef. Sweeping, how- ever, from time to time, will be continued to detect scattered points, if any, where a slight decrease of the required depth yet exists. FLOOD ROCK. During the year work has been carried on continuously, with the ex- ception of a short interval from February 11, 1882, to March 6, 1882, during which time the progress in the mine was suspended; advantage was taken of this suspension to put the shops and buildings on the rock in a condition as near fire-proof as possible. The work for the year has been in extending the headings, without enlargements; the length of galleries driven has been 6,453.5 linear feet, and the quantity of stone in place removed amounted to 21,689.83 cubic yards. Since the commencement of this work the linear feet of headings driven amount to 19,976.58, and the quantity of rock in place removed to 61,298.21 cubic yards. In the month of May drilling was commenced on the roof for the charges for the final blasts, for this purpose 5,171 linear feet of 3 inqh holes having been drilled. As the drilling increased it was necessary to provide additional air-power, and for this purpose a 10 by 16 inch Rand duplex air-compressor was set up and connected with the tunnels. The increase in the drilling made it necessary to supply more drills, and seven No. 4 Rand drills were purchased for extending the headings, and for drilling the roof-holes three old drills were also altered to No. 4 drills. A new horizontal tubular boiler 6 feet 8 inches diameter and 15 Jeet 6 inches long, with eighty-two 4-inch tubes, was set up in March to in- crease the supply of steam. Two Worthington duplex pumps, 14 by 104 by 10 inches, were placed in the mine to keep down the leakage, which at times increases very much, and now requires three pumps to clear the mine; there are in all four of these pumps in place and connected with the drainage system. As the galleries approached near to the north end of the reef, a seam, discharging large quantities, was encountered, apparetly extending across the entire width of the rock. Progress has been delayed thereby, and there now remains some doubt as to the practicability, or at least expediency, of going further in that direction. STEAM DRILLING-SCOW. At the beginning of the fiscal year the scow was at work upon the reef near North Brother Island, and continued at work until November P - I - III~ - rc Q 'l, O -"li_,E N17"I IM / OF EAST RI VER AN. IIE,. GAFE NI:W, YOlWK RIIN.,'. AL ) 1"' SIAI)O RO (. 1 ile o/clt/iti S/ke7eIk/1i . /h"'1'yC' Igf /dee' ' -A (zIzzardfo o ('O.. 1O/N NE%' TON C%rs.' .rrjw . . BVIT..AJ. GEh ' _ A." . ,' >."y lwfar /Sf's /t' i 1'I!1 ~-~-r~;~fF=-" ==~';_T -f;S57nF 1 L' F L~i "'u ~ ' ~: J .. / t/ 'N (/dj ( L. 2 r 'F C 5 ~ v" "'-,='CJ / )~ N{ -- --I Q/6) ---.-- N Y . \r c" 4 ' 'N _. y N I-- "'WI -"J ~ 7c2 - -" C'"' I1 A II -- ~ F46 1.., LO-- -3fi~IT~SiiTiT~-~i' ~~ . ti -I .- r- I ..I--rc 1 vl---l- gna~y I- 10- 7D I I-- P .4- I'- . I I "' , .,- c 7,1l "'1 L1 -- I Z, S- I1lx l-C 7 Crv i,,C. '1 Qi~r li~lEp~ Al -- I ) ai It 0 O .~~Ti~~sf I ldf 5O Q '1T11 tc o0 Io I oicoIC t ... _..11 l3ll i: ,;r; - NII l.- A - -+ 4 - + - I 1 e4' F 1-4 r ~I'Ki -"-4' IQ J. : 71, ". I k II- 4 , ,j,. 1 « "" i ! L 1 11 -- it . L f 1 Yom. DIY! I _ __Lt \ :I r-1 1 I' n I .4 i! , r _ . i 1r--,, ! w 1,r I " r- .. n IC ' '-C U Utf~FIUI C I L" ~ I ,~ + l 4-n- - f - U--F-4 i', ::-a ,rC~_3;CD4:uLJ1~L.~ .-- F----- 4-- In lol.u..dlaa4 .- . i ( . I "1 -. X 49 41 4Z. 4. 1 44 4; 4f" 1, - ~- I L- ~-~L;TI~-C~iS~ I-~I - --- ---.CT-- Aiivf I ^ " 1 - 14 I tr- a 1 t: 7 /I I I I-./ . -- -L ~l~-LI A, EAST RIVER AND HELL GATE I/Pd (%ITK /QaCt///4ZA~i I,/1-~. Pe ' c-/ev _ Et _______________ .r ' (i ( ' rv "/ .5 MiI lt 7' / ( :P >ti" ' Y., /r Fe ^. if 1 (( / f- fI ,-r .- r lb""~t ,C, I Wadi c"Jx(& - f) " 4 /'~-j / \t.. 7) ,'..,; /#I':' 'b 7- c i -~ ~''~-T, P V~e IJI '-/1k. 171 c ~1 tccw ps N\ S;. ~c I ~ I Ri-tI / C., i?~i~riY -'- i~j 0 '7L ~~C i~c. '=/( 1< APPENDIX D. 647 28, 1881, when it went into winter quarters. At the close of the season's work this reef had been completely removed to the depth of 26 feet at mean low-water. During the month of July a grappling machine was put to work on Heel Top Rock to remove the broken stone, but after working 19.4 days it was not considered economical to continue this mode of operating longer, as the stone broke up when seized and lifted with the grapple. During the time it was at work 370.92 cubic yards of stone were lifted. While the scow was laid up in winter quarters repairs were made to the deck and unsound ends; the machinery was overhauled and re- paired. On March 29, 1882, the scow was taken to Hallet's Point, and was employed until May 17 in sweeping and removing some shoal points on this reef. On June 19 the scow was placed on Pot Rock, and dur- ing the month ten holes were drilled and blasted, and 40.41 cubic yards of stone removed by the divers. Operations under this appropriation have been somewhat retarded for the lack of funds; it was on this account that the scow was laid up from May 17 until June 8, when the special appropriation of $50,000, approved May 4, 1882, made it possible to resume work. The funds on hand will hardly suffice for work continued beyond July 15. The original condition of the channel of East River and Hell Gate was the existence of many large and dangerous rocky obstructions to navigation. The depth over Diamond Reef at mean low-water was 17) feet; over Coenties Reef, 14.3 feet; over Frying Pan, 11 feet; over Pot Rock, 20 feet; over Heel Top, 12.1 feet; over reef at the North Brother, 16 feet; Hallet's Point, from the shore at Astoria, projected under water 325 feet to the contour line of 26 feet at mean low-water, and embraced an area of about 3 acres. The Middle Reef, with an area of about 9 acres, lay in the middle of the channels at Hell Gate, having a small backbone projecting above high-water, and caught vessels swept upon it by the ebb currents, which passed directly over the rock. Hallet's Point and the Middle Reef may be said to have been alternate in mis- chievous functions; vessels which escaped one ran a great risk of fall- ing upon the other. What, added considerably to the danger from these reefs was the bend at right-angles of the river at this spot. The originally adopted project for the improvement was the least ex- tensive of three projects discussed by the engineer in charge. That one now being carried out was judged by the authorities in 1867 to be too extensive and costly. The project first adopted was the removal of Pot Rock, Frying Pan, Way's Reef, Shelldrake, the rock off Negro Point, the rocks near Woolsey's bath-house, Blackwell's Rock, portions of Hallet's Point, and Sealy Rock. Sea-walls were designed for the Mid- dle Reef, Hog's Back, the Bread and Cheese, and a beacon for Ryland- er's Reef. The project most favored by the engineer in charge, which included likewise the total removal of Hallet's Point and of the Middle Reef, has, as time passed, received the approval of the authorities. The project first intended solely for Hell Gate has also been modified by incorporating with it rocky obstructions in the East River, Diamond Reef, Coenties Reef, and a reef near the North Brother. The amount expended thereon to the close of the fiscal year ending June 30, 1881, was $2,616,262.04. The condition of the improvement was the removal of Diamond, Co- enties, Way's Reef, and Shelldrake to the depth of 26 feet at mean low- water; the breaking up of Heel Tap Rock; the tunneling and explosion 648 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of Hallet's Point, and the removal of the de'bris to the depth of 26 feet at mean low water over two-thirds of its area; the tunneling of the Middle Reef (Flood Rock) to the extent of 13,523.08 linear feet, and the removal therefrom of 39,08.638 cubic yards of stone, measured in place * the removal of a small portion of the rock that had been blasted from the reef at North Brother Island. The "Bread and Cheese," a danger- ous reef, had been inclosed and embanked by the Commissioners of Char- ities and Correction of New York City. The amount expended during the year ending June 30, 1882, was $312,326.31. Hallet's Point has been brought to a depth of 26 feet at mean low- water; the reef off the North Brother removed to 26 feet at mean low- water; the tunnels at the Middle Reef (Flood Rock) during the year were driven an additional length of 6,453.5 linear feet, with the removal of 21,689.83 cubic yards of stone, measured in place. The amount that can be profitably expended during the year ending June 30, 1883, is the balance available, $25,623.35, and $320,000, if ap- propriated, which can be expended on Frying Pan, Pot Rock, and Heel Tap Rock, in extending the tunnels and excavations in the Middle Reef (Flood Rock), and in boring for the final blast. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, is $2,165,078.55. During the past yearLieut. GeorgeMcC. Derby, Corps of Engineers, has assisted in this and other works under my charge, and latterly has been placed in superintendence of Flood Rock. His services have uni- formly been highly efficient. The work is in the collection district of New York. The nearest port of entry is New York City. The amount of revenue collected during the year ending June 30, 1882, was $152,774,062.32. The amount of commerce and navigation benefited by the completion of this work, about $4,000,000 daily. ORIGINAL ESTIMATE. Removing reefs at Hell Gate and Diamond and Coenties Reefs--..------....... $5,139,120 00 AMOUNTS APPROPRIATED. By act approved July 25, 1868 ..----..--------.............................----------------------..---.. $85, 000 00 By act approved April 10, 1869---------------------------------........................................ 178, 200 00 By act approved July 11, 1870 -..................................--------------------------------..... 250, 000 00 By act approved March 3, 1871--...----------------------..............................------.... 250,000 00 By act approved June 10, 1872..---------------..........------.............--------------..--......... 225,000 00 By act approved March 3, 1873--......................... ............ 225,000 00 By act approved June 23, 1874.............-- ----.............---...........--- 225, 000 00 By act approved March 3, 1875.. .... _.... _ _ _ _....... _ .......... ........ 250, 000 00 By act approved August 14, 1876...... .................... . ....----.... 250,000 00 By act approved June 18, 1878 ......................... _ ..-.......... 350, 000 00 By act approved March 3, 1879..---..............................---------------------------------........ 250,000 00 By act approved June 14, 1880 ...... _................. __.............. 200, 000 00 By act approved March 3, 1881-------------------------------------........................................ 200, 000 00 By act approved May 4, 1882----------.. ----- ------ --------..----------........ 50, 000 00 By act passed August 2, 1882....--.----------. -------- _ - -----.. .. 200, 000 00 3, 188,200 00 Deduct amount reverted to the United States Treasury ....... $3, 158 55 Deduct amount allotted to the Harlem River----..----------............ 11, 000 00 14,158 55 3,174,041 45 ...............----.---.......-...... 2,928,588 35 Amount expended..-............-- APPENDIX D. 649 AMOUNT EXPENDED DURING THE YEAR ENDING JUNE 30, 1882. Removing reef at Hallet's Point .......................................... $47, 979 14 Excavations at Flood Rock --..--...-----.........---..---........--......---.........-------------...... 205, 041 63 Crib between Great and Little Mill Rocks ............-- ....---....-- ....- ..--. 4, 519 31 Steam drilling-scow operating on Heel Tap, North Brother, Hallet's Point, and Pot Rock ...------ ---- ---- -------- ----------- -.------------- 54,786 23 312, 326 31 Money statement. July 1, 1881, amount available----..---..........-----.----...--.-------.. $250, 518 03 Amount received from sale of coal to Lieut. G. McC. Derby.. 46 50 Amount appropriated by act approved May 4, 1882---------.........- . 50, 000 00 $300,564 53 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.-----......----- --............--.... 254,941 18 -------- July 1, 1882, outstanding liabilities-..--...- ..-..-.......---- 20,000 00 274,941 18 July 1, 1882, amount available ...- -........------..........................--. 25,623 35 Amount appropriated by act passed August 2, 1882 ....-------...--...----....... 200,000 00 Amount available for fiscal year ending June 30, 1883................... ------- - 225,623 35 Amount (estimated) required for completion of existing project-.......... 1, 96, 078 55 Amount that can be profitably expended in fiscal year ending June 30, 1884. 500, 000 00 Tabulated statement of the commerce of the port of New York for the years 1877, 1878, 1879, 1880, and 1881. VESSELS ENTERED. Coastwise. American. Foreign. Total. Year. Number. Tons. Number. Tons. Number. Tons. Number. Tons. 1877......---...--... 2, 378 1, 667, 677 2, 216 1, 063, 114 3, 579 3, 609, 186 8, 173 6, 339, 977 1878 .............. 2, 105 1, 648, 892 2, 213 1,132,170 4, 260 4, 4 2, 856 8, 578 7,193, 918 1879 ............. 2, 014 1, 716 155 2,397 1,244,803 5, 172 5,417,022 9,583 8, 377, 98 1880 ............. 2, 255 1, 928, 585 2, 366 1, 309, 800 5, 775 6, 301. 482 10, 396 9, 539, 867 1881 ............. ........ ........... 1, 964 1, 116,841 5, 193 6, 389, 681 7, 157 7, 506, 522 VESSELS CLEARED. Coastwise. American. Foreign. Total. Year. - Number. Tons. Number. Tons. Number. Tons. Number. Tons. 1877 .............. 3, 491 2, 025, 401 1, 817 902, 174 3, 456 3, 550, 421 8, 764 6, 477, 996 1878 ............. 3, 128 2, 013, 891 2, 127 1, 097, 153 4, 414 4, 541, 200 9, 669 7, 652, 244 1879 ............. 3, 135 2, 068, 817 1, 966 1, 107, 313 4, 991 5, 297, 534 10, 092 8, 473, 664 1880............. 3, 908 2, 514, 955 1, 743 1. 086. 930 5, 641 6, 342, 872 11, 292 9, 944, 757 1881--..----..-.......--.---.--. -..... 1, 630 1, 37,562 5, 297 6,476,046 6,927 7,513, 608 650 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY. NUMBER AND TONNAGE OF STEAM AND SAILING VESSELS, BARGES, AND CANAL BOATS BELONGING TO THR PORT OF NEW YORK. Sailing vessels. Steam vessels. Barges. Canal-boats. Total. Year. Num. i Tons. Num- Num- Tons. Num Tons. Tons. n-er. Tons. I ber. ber. her. 1877... 2,614 587, 015. 80 803 347, 522. 01 505 117, 464. 34 339 25, 436.99 4, 261 1, 087, 439. 14 1878... 2, 652 607, 1.82. 94 801 312, 240.13 525 120, 659. 90 361 27, 738. 38 4, 339 1,067, 821.35 1879... 2, 623 579, 804. 11 796 289, 477. 74 536 129, 045. 30 404 32, 314. 13 4, 359 1, 025, 641. 28 1880... 2, 495 548, 186. 84 824 290, 674. 46 402 79, 195. 80 402 32, 000 62 4, 123 960, 057. 72 1881... 2, 499 532, 988. 99 894 303, 393. 71 408 81, 267. 95 425 34, 034. 42 4, 256 951, 685. 07 VALUE OF EXPORTS, IMPORTS, AND DUTIES COLLECTED AT PORT OF NEW YORK. Year. Exports. Imports. Duties. 1877 ................................................. $326, 431, 140 $329, 088, 868 $91, 056, 961 97 1878.......................... ..................... .. 362, 522, 088 303, 186, 867 91, 431, 647 25 1879 ................................................... 371, 046, 609 424, 189, 123 96, 817, 543 06 1880 ...................................... ........ 425, 193, 099 539, 386, 776 130, 431, 007 56 1881................................................. 385, 760, 201 495, 424, 906 138, 360, 312 45 Tabulated statement of cost of work at Flood Rook, Hell Gate, East ive~, TnewFork, during fiscal year ending June 30, i88Q. - 6 V 0 p 'V b p~ . Itemarks. " -4 H 1 H I 0 H Addition to perma- nent plant : Material ........ $7, 290 53 .................. $900 71 $3, 565 12 .... ........... ...... $856 77 ............. $12, 613 13 Cost of 2"drill..$0 05. 2 W ages--.......--- 1,075 89 ......... ......... 358 63 ........... 953 26................ ............. $1, 242 47 3, 630 25 $ sharpening 3"drill.. 12.3 Repairs to plant and buildings: Material........ 6, 36 08 ........... $1, 237 00 385 22 $487 62 1, 206 34$172 56 .. 2, 876 79 .................. 12, 401 61 Cost of dike between "Great ' Wages ........... 6, 141 11 $54 00 1, 601 11 514 41 348 18 1, 225 201 100 17 ......... 762 21 .........3, 280 00 14, 026 39i and Little Mill Rocks." Operating expenses: b Material......... 9, 751 79 26,167 70 1,474 19 2, 328 05 ......... 4, 756 96 04... 1$1473 25 1, 613 67 $88 061 504 00 47, 157 67 Wages paid carpen- Wages. -.......... 64, 611 69 2,935 60 23,979 27 1,487 53 1, 082 75 2,500 43 360 49 1,011 43 4,048 24 3, 221 96 5, 041 50110, 280 89 ters........ .... . $30 75 1 -- i14, 31 633 _ -- - --- - - -- _ Wages paid laborers. 3, 048 56 Total expenses .. 94, 907 09 29, 157 30 28, 291 57 5, 974 55 1, 918 55 14, 207 31 633 22 1, 484 68 10, 157 68 3, 310 02 10, 067 97 200, 109 94 Scow hire......... 1, 632 00 H Total cost per cubic yard of rock, brok- Total.......... 4, 711 31 d en: Galleries, full size. 4 34 1 33 1 30 27 09 65 03 07 46 15 46 9 15 Headings, 10 by 6 5 00. 6 1 59 1 72.3 36. 11.7 65 03 07 46 15 46 1062 feet. Stoping .......... 1 64. 6 54. 8........ 65 03 07 4 15 46 4001 Cost, drilling per linear foot: 2-inch holes ...... 33. 6! .. . .. 3-inch holes ...... 68.3 --------- .......... _ ___ ___ Respectfully submitted. GEO. McC. DERBY, Lieutenant of Engineers. Col. Jons NEWTON, Corps of Engineers, 7. S. A. Tabulated siatement of amount of work done at FloodRock, Hell Gate, East River, New York, during fiscal year ending June 30, 1882. a. cba a d 'a Hj no O td ta ca .8! Remarks. 0 .8 A a a q . a 0 0 aE a HI H a H A m IQ r/ c 0 m _j_-_---j ~!_I._I. cce a to r- O Number of men employed ............... . 87 3 41 2 2 3 12 4 3 23 8 179 Loss of steel by abrasion Number of shifts of eight hours worked....... 25, 543. 75 1067. 5 11, 725. 5 583 577 1, 020. 2 5 286 523. 51, 502. 29 935 6, 946. 25 2, 431. 25 53, 141. 125 and dressing, 4,628 lbs. Amount drilled in feet: 2-inch holes .............. ............... 271,423 ........ .. ..... ....... .... . ........ The following additions 3-inchholes................. .............. 5, 171 ...... .2,765. 94 ......... were made to the plant, ... --- - .. . Amount drilled per machine: viz: One 10"x16" duplex 2-inch holes....................feet. 3-inch holes...................... Number of drills sharpened ................... 83,950 Number of feet of drilling per cubic yard of do.. 27.14 ... 13.32 .. . .................... ... .......... ..-... ...... ---.. -- . ... ... 2:2 .. ..-.... I ......... ..i.......-air compressor; five 3k" ........... Rand drills; two 14"x 104"x10" duplex pumps; one 14"x7"x12" Knowles 0 M ..lf.... ..... ..... rock broken : pump; one 12"x7"x10" Headings, 10 by 6 feet ..................... Stoping..... ...................... 14. 9 4.9 .... ....... ... ......... ... -.. ... ... .... ........... ........... ... No.e R. V. steam pump; . oneNo. 3 M.V. feed pump; z, Number of 2-inch holes drilled and fired ...... 66,344 Number of feet of time-fuse used ........ ............. 62, 244 24, 120.. .. .. .. ... ... ... ........ . ....... . ..... ... i One 100 horse-power cyl- ....... inder tubular boiler. O Number of explosives used per cubic yard of rock broken: Headings, 10 by 6 feet .. .............................. 2.84 . . . ........ S............ ..... ........- Construction of the dike Stoping...-----... ................................ Galleries (full size) ................. ............ .98 ....... 2.38 .................. .. ... .--.-.........--....... ........ ....... .......... between "Great and Lit- te Mill Rocks" com- z -4 Total number of explosives used, viz: Giant pleted January 31, 1882. powder, Nos. 1 and 2, Atlas, Hercules, and gelatine: Headings, 10 by 6 feet . .......................... 46, 701 . ..... . .. ----------- Stoping................................... 5,364 I--- ......... -- I ........ r----- -- ' Number of cubic yards of rock broken : Headings, 10 by 6 feet ...... -..... 16, 420. 23 .......... ........ . ... -------- .. .. ....... Stoping.... ...................... Linear feet of galleries driven ................ ... 5, 449. 6.. 6,453. . f__ ...... _ .. .... . ... .. .. . ... .... ........ ...... 21, 869. 83 ... .... . 6,453.5 Respectfully submitted. Col. JonN NEWTON, GEO. iCC. DERBY, Corp of Engineers, U. , A, Lieutenant of Engineers, APPENDIX D. 653 REPORT OF MR. ROY STONE, ASSISTANT ENGINEER. UNITED STATES STEAM DRILLING SCOW, Gowanus Canal, December 31, 1881. SIR: Regarding the operations of the United States steam drilling scow under my charge, I have the honor to report that work was continued on the reef near North Brother Island from July 1, 1881, the date of my last report, to November 28, 1881, and resulted in the-complete removal of that reef to the plane of 26 feet below mean low-water. In transmitting the usual tabular statement I take pleasure in noting a still further reduction of about 10 per cent. in the cost of drilling, making it less than one-fourth that of the years prior to 1879. I have this season carefully compiled the full cost of breaking the rock, including drilling, cost of powder and blasting appliances, time of blasting, and a full share of all general and incidental expenses, and find it to be, per cubic yard, $3.81. In the averages of cost in the statement only the column of totals should be re- garded below the cost per linear foot of hole drilled, as the work prior to July 1 was mainly drilling and blasting, and the rock broken was removed subsequently, so that both periods are necessary to a fair average. The rock was removed altogether by divers, and the cost of removal is necessarily large; but as the divers were constantly guided by a horizontal sweep-rod, showing the 26-foot plane, and removed no rock below that plane, this work was probably more economical than dredging, which must have taken a great amount below the plane. The rock at North Brother, like the Heel Tap, crumbles readily to sand, and the divers were much assisted by a small induction-tube, operated by the small pump on deck. Through this tube several hundred yards of sand were carried off the reef and the stones left clear for chaining, &c. Without the tube the work could not have been finished this season. If a large pump, capable of using with the best economy the full power of the boiler, is placed upon the scow so that an induction-tube of about 18 inches diameter can be successfully worked, I shall look for excellent results in the next season's work. The scow was placed in winter quarters on November 29. A careful examination, made by your order, shows the hull to be in good, sound condition, except as to por- tions of the deck and ends, which can be readily repaired by the regular force of car- penters and seamen. I have the honor to be, very respectfully, your obedient servant, ROY STONE, Col. JOHN NEWTON, Assistant Engineer, Superintendent. Corps of Engineers, U. S. A. Tabular statement of operations on reef near North Brother Island. Operations, &c. a- 9o Cubic yards of rock removed.. ------------------------------------- ............................... 66. 08 1, 675. 63 1, 741. 71 Total number of holes drill-d.........---------------------------- . 65 129 194 Total number of feet drilled.--..----..--..--..-.....-----...---..------.......--.....---..------.... 679. 25 1,130.4 1,809.65 Average depth of holes ..........-.. .............. ................... 10.45 8.76 9.33 Size of drilling bit ....-...- ----........... ....... inches.. 51 51 51 Average number of feet of holes drilled by each machine per shift of eight hours ........... ..------------........................---....---------...........-------------.. 12. 72 11.84 12.16 Average cost of sharpening a drill...---------------------------------........ $1 65 $1 47 $1 56 Average number of feet drilled to each sharpening-......-...-- ....-.. - . 20.9 17.52 18.66 Expenditure of steel to each foot of hole drilled ...-- ..-..... ounces.. 0. 7 0.9 0.8 Average cost of linear foot of hole drilled, including placing of scow, lowering of dome, expenses of drilling, cost of sharpening drills, ex- penditure of steel, hoisting up dome after drilling operation, and heaving off scow ....--------------------------------------------- $0 67 $0 61 $0 63 Number of drill-hole blasts....------------...............................------------...---- 10 14 Amount of powder for drill-hole blasts .-....- - ..-... - ..- ---......... pounds.. 32. 99 5, 677. 5 8, 976.5 Average number of pounds of powder to each cubic yard of rock re- moved (including surface blasts)................................... 3. 57 5. 33 Average cost of powder of above ... ..... ............. $1 60- $2 39 Cost per cubic yard of breaking rock.... ...... . ... ............ $2 55 $3 81 Cost per cubic yard of removing broken rock .... .......... ............ $12 26 $12 61 Total cost per cubic yard of rock removed-.................. ..- ... .....- I $14 81 $16.42 Average amount of powder per foot of hole drilled...........pounds.. 4. 9 5.02 4.96 Average cost of powder per foot of hole drilled .. ....... $2 20 $2 25 $2 23 Number of surface blasts................................................... 2 2 Amount of powder per surface blasts ...................... .. ,,.,,.~.~..,.,-.,.po[ pounds...... ...: 309. 5 309.5 654 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. HEEL-TAP ROCK. July, 1881, cubic yards of rock removed.----------------- ---- ----..------ 370, 925 Time of dredge............................ days.- ....----------------- 19.4 Cost of dredging...------ --...........--..------ ------------------...... ...... --......-------......-----.... -- $2, 926 66 Cost per cubic yard- ----.....----.....--------.....---------------............................ 7 89 RoY STONE, Assistant Engineer, Superintendent. D 4. IMPROVEMENT OF BUTTERMILK CHANNEL, NEW YORK. The project and estimate for this work was submitted March 27, 1880, as an indorsement upon a communication of the Hon. Levi P. Morton to the Chief of Engineers. The contract made October 20, 1880, with Henry Du Bois was com- pleted in November, 1881, 126,2857 cubic yards, measured in place, hav- ing been removed at 35 cents per cubic yard-a depth of 26 feet at mean low-water having been obtained on the side of the shoal next to the Brooklyn piers for a distance of about 2,400 feet in length and about 250 feet in width. Under the appropriation of March 3, 1881, of $60,000, a contract was made with Henry Du Bois & Sons on October 15, 1881, at 22 cents per cubic yard, measured in scows, for continuing the dredging of the shoal. Under this contract there have been removed 91,260 cubic yards of ma- terial. The channel in its original condition was obstructed by a large shoal,l with a minimum depth of 94 feet at mean low-water, which lay in the direct track of navigation, too near the wharves of Brooklyn for the safe passage or maneuver of large vessels. The originally adopted project for the improvement was the removal of a sufficient portion of this shoal to the depth of 26 feet at mean low- water, and thereby to increase the depth and width of the channel. The amount expended to the close of the fiscal year ending June 30,. 1881, was $25,421.01. The removal of a part of the shoal at that date gave proportionate relief to vessels going to the Brooklyn wharves. The amount expended during the fiscal year ending June 30, 1882, was $37,386.28, and greater benefit has been obtained by the increase in width of the deepened channel. The amount available, $57,192.71, with additional appropriations, may be profitably expended during the fiscal year ending June 30, 1883. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project is $20,000; but owing to the large and unexpected ad- vauces in the cost of dredging since the first estimate was made, it is not unlikely that $90,000 will be required. This work is in the collection district of New York. The nearest port of entry is New York City. The amount of revenue collected during the fiscal year ending June 30, 1882, $152,774,062.32. The r a::rest light-house is Robbins' Reef. Amount of commerce benefited by the completion of this work is about $1,500,000 daily. ORIGINAL ESTIMATE. For dredging 570,000 cubic yards ...................... ........... $140, 000 0 APPENDIX D. 655 AMOUNTS APPROPRIATED. By act approved June 14, 1880........... ......................... .... $60, 000 00 By act approved March 3, 1881 ......------------------... ....---....---...-------........--...... 60, 000 00 By act passed August 2, 1882---.........---......... ..-----..--..-- ......----.......--.. 60,000 00 180, 000 00 Amount expended ..- ---....- ---.... ----.... ...-- ---...-----..........--..- ..---..--..--....-----.... 62, 807 29 Money statement. July 1, 1881, amount available..........-----------.............-------------------..------.............. $88, 978 99 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -- ........................ $31,786 28 July 1, 1882, outstanding liabilities...... --.................... 7,920 00 39, 706 28 July 1, 1882, amount available--.......................... ................ 49, 272 71 Amount appropriated by act passed August 2, 1882 ...................... 60,000 00 Amount available for fiscal year ending June 30,1883.................... 109,272 71 Amount (estimated) required for completion of existing project.......... 20,000 00 Amount that can be profitably expended in fiscal year endingJune 30, 1884. 30, 000 00 Abstract of bids for dredging Buttermilk Channel, New York Harbor, opened September 28, 1881. Bidders. Price per cubic yard measured in scows. William Flannery.----..--........------ ...--------....----.----------------... --...- ----.......... $0 42 .......----......----------....---...........--------..............----------..........-----------.. Frank Pidgeon, jr---- 39 Elijah Brainard, jr ........................................................... 30 Henry Du Bois & Sons ....................................................... 22 Abstract of contract for dredging Buttermlk Channel, New York Harbor. Contractor. esidence. Broo Date of contract. Subject of contract. Remarks. Kenry Du Bois & Sons... Brookklyn, N. Y. October 15, 1881. Dredging shoal in To be comple. Buttermilk Chan- ted by No- nel. vember 1, 1882. D 5. IMPROVEMENT OF HARLEM RIVER, NEW YORK. The survey of this work was directed by the act approved June 23, 1874, and on February 18, 1875, I reported a project and estimate for the improvement of the river from Randall's Island to the Hudson River. , lss (ll1E The commissioners appointed by the supreme court of the State to inquire the right of way for the proposed cut or canal to connect the Harlem and Hudson rivers are, I have understood, ready to report the result of their difficult and complicated task to the court. The lines of the improvement, as laid down by the Engineer in charge, are as follows: 1. Below the Harlem or Third Avenue Bridge the outer pier and bulkhead lines, as laid down by the park department, are adopted. 656 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM. Some rock excavation in the channel will here be necessary, but the cost will be independent of the width between the exterior pier lines. 2. Above Third Avenue Bridge to the entrance of Dyckman's Cut into the Harlem River the exterior pier and bulkhead lines are laid down 400 feet apart. This part of the line will cost the United States nothing, except, it may be, to dredge a channel for the through passage of vessels, and the same amount of cost would result whether the distance between the exterior pier lines were 200, 300, or 1,000 feet, the width of the improve- ment here not entering at all as an element of cost. 3. The line following Dyckman's Cut through Dyckman's Meadows will pass for a part of the way through solid rock, and it is here that the principal cost of the undertaking must be encountered. This por- tion is to be made 350 feet wide. It would have been preferable to es- tablish it at 400 feet, but the additional amount of rock excavation was the obstacle. 4. The remainder of the line to the Hudson River will follow as near as possible the course of the Spuyten Duyvil, and the width will be 400 feet. As the difference in the heights and time of tides between the East and North rivers, after the connection is made between the Harlem and Hudson, will be the cause of the currents upon which reliance is placed to keep open the channel, it is expedient for the length of the line which the channel has to traverse not to contract the width and thus add to the resistances encountered in the flow of the water. A width of 400 feet will also give greater room to passing vessels between the rows of vessels tied to the wharves. * The work is in the collection district of New York. Nearest point of entry, New York City. Amount of revenue collected during the fiscal year ending June 30, 1882, $152,774,062.32. Amount of commerce to be benefited by this work will be very large. ORIGINAL ESTIMATE. For 15-foot channel................................ .. ............ $2, 100, 000 AMOUNTS APPROPRIATED. By act approved June 18, 1878 ............................................ $300, 000 By act approved March 3, 1879 ........................... ...... .. ....... . 100, 000 400, 000 Money statement. July 1, 1881, amount available......................------------------------------.....--......--.... $400, 000 00 July 1, 1882, amount available........ ....- - .... ......-. .... ....--.... 400, 000 00 Amount (estimated) required for completion of existing project........ 1, 700, 000 00 COMPLETING SURVEY OF HARLEM RIVER AND THROUGH THE HAR- LEM KILLS TO THE EAST RIVER, NEW YORK. UNITED STATES ENGINEER OFFICE, New York, October 8, 1881. GENERAL : I have respectfully to report upon "completing survey of Harlem River and through the Harlem Kills to East River," as directed by the harbor and river act March 3, 1881, and to subjoin estimates for the proposed channel through the Harlem Kills. IMPR~OVEMENT OF ARLEM VER NEW YORK Zbir/S nJ? vo " t t/ o .Y"°A~rflw/ c on .t) < IkT leiriJ I? i er (X112.~ .1/A 7 .~/I NETN(vm/~4 ,.. rhr w/ i-flf n f , I r <..,,7 i! .?' 1t ir1". ri r/ - r r7 r T 7 ' / APPENDIX D. 657 The object of improving the channel through the Harlem Kills is to form a shorter and more convenient passage from the Harlem into the East River, than by following the course of the former to the present junction of the two rivers south of Ward's Island. The proposed pier and bulkhead lines are laid down on the tracing sent herewith, leaving between these a channel way of 300 feet in Width. ESTIMATES FOR CHANNELS 300 FEET WIDE, 3,400 FEET LONG, AND FOR 18, 15, AND 12 FEET IN DEPTH AT MEAN LOW-WATER. For a depth of 18 feet: Removal of mud, sand, gravel, &c., 238,400 cubic yards, at 75 cents.... -.. $178, 800 Removal of rock, 275,800 cubic yards, at $12......----- --....-- ..------..--.. ---...-- --....... 3, 309, 600 ------ Total .......----------.. --------------------------........------..---. 3, 488,400 For a depth of 15 feet: Removal of nmud, sand, gravel, &c., 210,300 cubic yards, at 75 cents..-..... 157, 725 Removal of rock, 170,557 cubic yards, at 12-------------.........................-------------. 2,046,684 Total---..------------------........... ------ -----------............---. 2,204, 409 a For delth of 12 feet: Removal of mud, sandl, gravel, &c., 172,300 cubic yards, at 75 cents ......-----. $129, 225 Removal of rock, 66,000 cubic yards, at $12------... ------ ------ ------ .. --- . 1, 032, 000 Total------------------ ..............---------------....--..-----------------.............. 1,161, 225 It is possible that a more elaborate survey than the funds devoted to the object warranted might diminish the estimate for rock excavation by proving the existence of large amounts of loose stone which could be removed at a much diminished cost. For vessels propelled or towed by steam the channel might be reduced to a width of 200 feet at a proportionate diminution of cost. It is thought that the depth of 15 feet would be sufficient; at all events, such depth would prove a great benefit to navigation. Respectfully submitted. JOHN NEWTON, Colonel of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. D 6. IMPROVEMENT OF FLUSHING BAY, NEW YORK. The act approved June 18, 1878, directed the survey of this work, and the results, with a project of improvement and estimate of cost, were re- ported January 8, 1879. Under the appropriation of March 3, 1881, a contract was made with Charles M. Pratt to dredge a channel 100 feet wide and 6 feet deep, at mean low-water, from the main channel to a dock on the Newtown side of the bay, a distance of about 1,400 feet, and also to straighten the channel dredged the year before. The price was 24 cents per cubic yar d, measured in scows, and the work was completed in April 1882, 36,000 cubic yards of material having been removed. A depth of 6 feet at mean low-water, except for a short distance where the bottom has not been dredged, having a present depth of a little less than 6 feet, can now be carried to Flushing. 42 E 658 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original condition of the navigable channel was a depth at the shoalest part along the line leading to Flushing of 3.9 feet at mean low- water, and it was not therefore available for commerce. The originally adopted project for the improvement was the forma- tion of a tidal basin by means of dikes, which, by its filling and empty- ing through one channel, would keep up a depth of 6 feet at mean low- water, and even more after once having been dredged. No modification has been made in the project. The amount expended to the close of the fiscal year ending June 30, 1881, was $26,176.78. And at that time about 3,000 feet of diking had been constructed, and a channel 60 feet wide, having a depth nearly of 6 feet at mean low-water, communicates with the creek at Flushing. The amount expended during the fiscal year ending June 30,1882, was $16,562.38, and a channel 100 feet wide and 6 feet deep has been dredged to the dock on the Newtown side of the bay. The balance available, $2,260.84, could be profitably expended with hired labor in connecting the dredged channel to Flushing, with the ex- terior contour line of 6 feet of depth on the exterior of the bay, and any additional appropriation may be profitably expended during the fiscal year ending June 30, 1883, if it is intended to complete the project by extending the dike. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the approved and adopted project is $128,500; but it is probable that the project may be completed for less. Two steamboats are now running to Flushing, one carrying passen- gers and the other freight. There are about 600 vessels doing business at Flushing; the tonnage cannot be ascertained; some of these vessels draw 10 and 11 feet of water. Flushing Bay is in the collection district of New York. Nearest port of entry, New York. Nearest light-house, North Brother Island. Amount of revenue collected during the past fiscal year, $152,774,062.32. Amount of commerce to be benefited by this im- provement, $5,000,000 annually. ORIGINAL ESTIMATE. 4,400 linear feet of pile dike, at $10....... .................... ....-. $44,000 00 7,800 linear feet of pile dike, at $9......------------..--................----------------........----.. 70, 200 00 900 linear feet of pile dike, at $7.50..........------ _ ....................... 6, 750 00 ----------------------------- 3,600 linear feet of single piling, at $3.70............................ 13, 320 00 Contingencies, engineering, &c---..---......--....--.....................--..... 20,140 50 154, 410 50 ESTIMATED COST OF DIKES, WITH DREDGING. 4,400 linear feet of pile dike, at $10.....----...-----------...........--..------------.............---. $44, 000 00 7,800 linear feet of pile dike, at $9.............. ......................... 70, 200 00 900 linear feet of pile dike, at $7.50.......--..--..........-- ............. 6, 750 00 3,600 linear feet of single piling, at $3.70 .-........---... .. -..........- . 13, 320 00 83,000 cubic yards of dredging, at 20 cents..............----------------------.............. 16,600 00 Contingencies, engineering, &c.----...--------..--------...........--------..----............ 22,630 00 173, 500 00 AMOUNTS APPROPRIATED. By act approved March 3, 1879.... ............ .................... $20, 000 00 By act approved June 14, 1880............ ........... .1.... .... 15, 000 00 By act approved March 3, 18 81 . .... ...................._ .. .-. . 10, 000 00 -.... 45,000 00 Amount expended...................................................... 42.739 16 APPENDIX D. 659 Money statement. July 1, 1881, amount available..-..--.......-.----......--..--..................--. $14, 291 74 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.... .. .......... $12, 030 90 .... July 1, 1882, outstanding liabilities------..--------...............------------. 5 13 12, 036 03 -- July 1, 1882, amount available............. ..........--...... ....... ..... 2, 255 71 Amount appropriated by act passed August 2, 1882......... ..-....-.... 5, 000 00 Amount available for fiscal year ending June 30, 1883.................. 7, 255 71 Amount (estimated) required for completion of existing project----------... ....... 123, 500 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 40,000 00 Abstract of bids for dredging in Flushing Bay, New York, opened August 27, 1881. Bidders. cubic Price perow Remarks. 1 C. M.Pratt..----------...... --..--------- ----------------- $0 24 2 Elijah Brainard, jr............................... ..-... - 35 Deposited behind dike. 3 William Flannery .......... ........ .......... ..... 2917 Do.elsewhere. emove 4 Frank Pidgeon, jr ...-..--...... .................. 29 Abstract of contractfor dredging Flushing Bay, New York. Contractor. Residence. Date of contract. con- trSubjeact.f Remarks. Charles M. Pratt... .New York, N. Y. September 12, 1881. Dredging channel To be completed in IFlushing Bay. December 31,1881. D 7. IMPROVEMENT OF GOWANUS BAY, NEW YORK. The survey of this bay was directed by the act approved June 14, 1880, and the results, with a project of improvement and estimates of cost, were reported January 11, 1881. Under the appropriation of March 3, 1881, of $40,000, contract was made July 30,- 1881, with John W. Ambrose & Co. for dredging a cut through the channel 100 feet in width and 18 feet deep at mean low- water at 17 cents per cubic yard, measurement in scows, and at the close of the year 158,458 cubic yards of material had been removed. The original condition of the channel was inadequate for the naviga- tion of vessels employed in the commerce of this district, the depth of water varying from 6.9 feet to 12.3 feet at mean low-water. The originally adopted plan was to dredge a channel from the 18-foot contour outside the bay to the drawbridge at Hamilton avenue; the estimated cost was $182,850. It has been recommended to the depart- ment to dredge the existing channel from Hamilton avenue to the southwest corner of Erie Basin and thence to divide it into two branches, one to the north and one to the south. The cost of this revised project will be $192,564.90. There were no expenditures up to June 30, 1881. The condition remained unaltered up to that time. The amount expended during the fiscal year ending June 30, 1882, was $23,834.83, and a channel has been dredged 4,374 feet long, 100 feet wide, and 18 feet deep. 660 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year ending June 30, 1883, there can be profitably expended the available balance, $16,165.17, and any additional appro- priation, if made. The estimated amount required for the entire and permanent comple- tion of the improvement in accordance with the approved and adopted project is $143,000, and for the proposed revised project, $152,564.90. The commerce and navigation of this place is substantially the same as given in my report of January 11, 1881, as follows: LETTER OF MESSRS. DOWNING & LAWRENCE. BROOKLYN, November 29, 1880. DEAR SIR: In reply to yours of 19th instant, we have to say that Gowanus Bay Channel should have from 15 to 18 feet water at ordinary low-water. During the year 1880, from January-to November 29, the following mentioned vessels have been up this channel, and very much annoyance has been occasioned by the shallowness of water: Tons. 5 ocean steamers, aggregate tonnage...--- .. ... --------......... .......... 4, 194 50 ships, aggregate tonnage ....--... ------ ..----.. ... . ..--- . - . -- --....-. 59, 861 498 barks, aggregate tonnage...........----.--......---............................ 287,127 65 brigs, aggregate tonnage.... -------......---...--------... __--............--- ....----. 19, 994 Total tonnage deep-water vessels .... ............ .............. .... .. 370, 176 In addition to above, 198 schooners------..--...---.... ..----......------........-----.. ---------...---- .... 27, 729 Making grand total of registered tonnage .-- .... ..........-.......... 398, 905 besides an immense traffic in oil, lumber, bricks, iron ore, &c. The above figures can be verified by reference to custom-house records. When this channel is deepened, very many more large vessels will make use of it. We think that during thle year 1879 there were quite as many vessels in this district as in 1880. If we can be of any further service to you in this or any other cause, please command us. Yours, truly, DOWNING & LAWRENCE. General JOHN NEWTON, U. S. A. Names ofparties doing business on and ajacent to the Go wanus Canal, in the city of Brooklyn, N. Y., and statement of amounts in value, quantities, and style oft business, for one year ending December 1, 1880. Names. Kind of merchandise. Quantity. Value. Kenyon & Newton..................... Lumber and timber ...... 5,000,000 feet - - - -......... $150, 000 Watson & Pattinger ------.......-....-... .----do ....-- ..-- ..-- 6,000,000 feet .......... 160, 000 Kelseys & Loughlin-------------.... ---.... Coal and wood -..--------.. . .. 50,000 tons.......... - . 250, 000 H. W. Jones & Co-----.......... .......-. ...... do ------..-----............----- About 8,000 tons ...... 40, 000 Hobby & Leeds...... ..--........ Lumber, bricks, &c....... 73,000 tons - .. -........ 180, 000 J. Pieper's Sons..................Wood ............... ..................... 31, 500 S. W. Browne & Co .................... IHay and grain .......... 27, 000 tons .......... 600, 000 Nelson & Holden ....--................ Coal and wood ..................-------------------------------- 265, 000 P. G. Hughes ........ ........... - Masons' materials ....... ........ ... 150, 000 John Fink ........................ Coal and wood ............ 6,000 tons.. ......... 40, 000 J. T. Story ......................... Coal. -..................... 30,000 tons ............ 150, 000. G. Ross & Sons ...........- ...... .. Lumber and timber....... 4,000,000 feet ......... 125, 000 Halstead Brothers .................... ...... do .......... ......... 1,000,000 feet, 6 mos... 50, 000 A. W. Adams ......................... Masons' materials .--... ......... ............. 75, 000 J. S. Loomis ....................... Lumber, moldings, &c .... 4,500,000 feet ......... 125, 000 William Bradley ....... .......... Freestone Freestone.............. 3,000 tons............... 48, 000 Edward C. Pease....................... Lumber and mill....... 1,000,000 feet ....... 75, 000 J. Morton & Sons .................. Masons' materials..-..... 400 vessels of 150 tons.. 250, 000 Brooklyn Improvement Company...... Lumber and material ..... 10,000,000 feet ........ 500, 000 South Brooklyn Saw-Mill Company ... Timber ................ 6,250,000 feet .......... 250, 000 J. T. E. Litchfield & Co ............. Lumber and timber...... 4,000,000 feet .......... 100, 000 Weber & Quinn ............. .... Coal and wood........... 45,000 tons ............ 125, 000 Cary & Evans ................... Hay and grain .......... 45,000 tons......... .... 90, 000 P.1. Quinn.... --....--................ Coal and wood .......- 10,000 tons.... ........ 50, 000 J. F. Schmadecker.......... ........... .... do ................... 40,000 tons............. 160, 000 ------------------ Murtha & Boyle .......................... do .. 50,000 tons... .......... 250, 000 Knight & Lidford..................... .. do.... ... _ .. 18,000 tons-----............. 90,000 H. S. Christian ......................... Masons' materials .... ..... .175,000 Rankin & Ross ...................... Freestone.............. 2,500 tons.............. 45, 000 George F. Gregory..................... Petroleum oil .... 100, 000 barrels ........ 600, 000 H. J. Baker & Brother................ Chemicals and fertilizers. ... ................... 75, 000 5, 274, 500 APPENDIX D. 66 t The work is in the collection district of New York. Nearest port of entry, New York City. Nearest light-house, Robbins Reef. Amount of revenue collected during the fiscal year ending June 30, 1882, $152,774,- 062.32. Amount of commerce and navigation to be benefited is about $5,000,000. ORIGINAL ESTIMATE. Five hundred and thirty thousand cubic yards of dredging, at 30 cents.. $159, 000 00 Engineering and contingencies .----.......---..-----. ----..-- .....---- ---- 23, 850 00 182, 850 00 AMOUNTS APPROPRIATED. By act approved March 3, 1881..- ---...-..-.........-.. ... .. ...... $40, 000 00 By act passed August 2, 182..- -.......... --------..---........-----------------........... 20, 000 00 60, 000 00 Amount expended----.. - -----..------..------..---...----..---- ------ --- 23. 834 83 Money statement. July 1, 1881, amount available.... ................. - .-.......---..-..... $40, 000, 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......- ...........--...-- $23, 834 83 July 1, 1882, outstanding liabilities.....-....-- ..-..---. 6, 195 14 30, 029 97 July 1, 1882, amount available................................ --.......... 9, 970 03 ... Amount appropriated by act passed August 2, 1882 ----..--...------ . 20, 000 00 Amount available for fiscal year ending June 30, 1883 .-..... - ....---....----..... 29, 970 03 ---- Amount (estimated) required for completion of existing project ......----.... 122,850 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 Abstract of bids for dredging in Gowanus Bay, New York, opened July 14, 1881. Name of bidder. Price per B cubic yard. 1 ljh riar r---------- -- ---------------------------------------- . $0 29--- 1 Elijah Brainard, jr.................................................................. $0 29 2 W. M. Tebo ..... ...................................... ............ 28 3 W illiam Beard ..................... . ........ ........................... ..... . 231 4 John W. Ambrose & Co ................ ........................................ ... 17 Abstract of contract for dredging in Gowanus Bay, New York. Contractor. Residence. Date of contract. Subjectof contract. Remarks. .John W. Ambrose New York, N. Y.. July 30, 1881...... Dredging in Go- To be completed by & Co. wanus Bay, N. Y. May 1, 1882. D 8. IMPROVEMENT OF NEWTOWN CREEK, NEW YORK. The survey was directed by the act approved March 3, 1879, and the results, with a project of improvement and estimafes of cost, reported January 31, 1880. Estimated cost, $36,250. 662 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project contemplated dredging and deepening the channel from the mouth to the bridge at Vernon avenue. Under the appropriation of $10,000 approved June 14, 1880, a con- tract was made, after public advertisement, November 6, 1880, for dredg- ing a channel 60 feet wide and 18 feet deep at mean low-water from the mouth of the creek to Vernon- avenue. The contract was completed in June, 1881, the width prescribed for the channel being as great as could be given with the funds available. Owing to the increased cost of dredging, it will be safer to advance the original estimate to $46,000. It was found impossible to extend the dredging to the bridge, owing to the continual use of the draw, and as much of the bottom was soft, and to some extent flowing, the full depths attained could not be kept under a width of the cut restricted to 60 feet. During the year some large bowlders and a part of an old wreck have been removed by hired labor. The original condition of the channel gave a depth of 121 to 18 feet at mean low-water, which was insufficient for the large class of vessels frequenting the creek. The width was 240 feet. The original adopted project for the improvement was to dredge a channel about 200 feet wide and from 18 to 21 feet in depth, and no change has been made in the project. The amount of $7,566.48 has been expended up to the close of the fis- cal year ending June 30, 1881. A narrow channel of 60 feet in width, with depths varying from 15 to 17 feet at mean low-water, was excavated. No survey having been made since, the present condition is not well known. It is likely from the limited width and the character of the bed that some deterioration of the excavated channel has taken place. The amount expended during the fiscal year ending June 30, 1882, was $1,286.41, and was devoted principally to removing bowlders and an old wreck. The balance on hand, $1,147.11, June 30, 1882, without additional ap- propriation, will probably be too little for useful work. The estimated amount for the entire completion of the work of im- provement, according to the approved and adopted project, would be $36,000 by the revised and $26,250 by the original estimate. The commerce of the creek is very large, and is increasing annually. The principal refineries of petroleum are located on this creek, the trade being estimated at $10,000,000 annually. The increased demands of the shipping interests call for vessels drawing 20 feet and over, and, in some cases, owing to the want of depth in the channel, the vessels are com- pelled to leave with but little more than half a load. This work is in the collection district of New York. Nearest light-house is on Black- well's Island. Amount of revenue collected during the past fiscal year $152, 774,062.32. Amount of commerce to be benefited by the completion of this work, $10,000,000. ORIGINAL ESTIMATE Dredging, 145,000 cubic yards..---------------...........------....................----------------. $36, 250 00 AMOUNT APPROPRIATED. ----.... By act approved June 14, 1880 ......-----................ ......... $10,000 00 Amount expended---- ............ -...... .. .. ..... ...... .... ........ 8, 852 89' APPENDIX D. 663 Money statement. July 1, 1881, amount available ..---------------... .........----------......--..--................ $2, 433 52 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....................--- ----.............. ... 1, 286 41 July 1, 1882, amount available.... ....... .. ... ..... .............. .. ... 1,147 11 Amount appropriated by act passed August 2, 1882 ..................... 15, 000 00 Amount available for fiscal year ending June 30, 1883 .....-- ...-..-- ...... 16,147 11 Amount (estimated) required for completion of existing project ...--------........ 21,000 00 Amount that can be profitably expended in fiscalyear ending June 30, 1884 21, 000 00 D 9. IMPR6VEMENT OF EAST CHESTER CREEK, NEW YORK. The survey of this creek was directed by the act approved March 3, 1871, and on January 19, 1872, I reported projects and estimates for the improvement, upon different scales of magnitude. On April 3, 1872, a partial project for an improvement from Town Dock to a point 3,000 feet above Lockwood's was submitted, at an esti- mate of $136,000, which was intended to secure a depth of 9 or 10 feet at mean high-water between the points named. Under this project a cut has been excavated through marsh meadow and rock, and the channel thereby straightened between Town Dock and Lockwood's. Under the old bridge on the Boston road (which has been replaced with a new structure by the local authorities), the water-way was deep- ened and widened. The remainder of the project, viz, the construction of a tidal basin above Lockwood's, estimated to cost $83,000, has not been undertaken for want of funds. In addition to the project, a channel has been excavated west of Goose Island, to afford a depth of 9 or 10 feet at mean low-water, and a large quantity of bowlders and gravel just below Pelham Bridge endanger- ing navigation, has been removed. An examination by authority of the Chief of Engineers was made of the present depths and no material change from those existing at the completion of the works executed was detected. It is reported that a deterioration of depth has resulted under the bridge at Lockwood's, but as the improvement has not yet been extended above that point, this fact possesses no particular significance. The original condition of navigation was - between Town Dock and Lockwood's, a draught of less than 7 feet at high-water, through an in- tricate, crooked, and narrow channel; a draught in the channel south of Goose Island rather more than 7 feet at high water, and a dangerous reef of bowlders, &c., in close proximity to the course of vessels in pass- ing the draw at Pelham Bridge. The originally adopted project was for the making of a channel of 9 or 10 feet of draught at high-water from Town Dock to a point 3,000 feet above Lockwood's, which included the construction, not yet under- taken, of a tidal basin above Lockwood's. To this have been since added the dredging of the channel west of Goose Island and the removal of the reef of bowlders, gravel, &c., just below Pelham Bridge. The amount expelnded to the close of the fiscal year ending June 30, 1881, was $46,627.86. 6';4 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. At that date, from the absence of complaint, it was inferred-no sur- veys, however, having been made to test the fact-that the channels retained the depth of 9 or t0 feet at high-water up to Lockwood's. During the fiscal year ending June 30, 1882, the expenditures have been $18.00. As to the amount which can be profitably expended during the year ending June 30, 1883, it will depend upon whether the amount available will be sufficient to construct dikes in the vicinity of and below Town Dock, or to commence the works above Lockwood's. The amount necessary to be appropriated for the entire and perma- nent completion of the work of improvement, in accordance with ap- proved and adopted project, if entirely carried through as designed, is $82,500. This work is in the collection district of New York. Nearest port of entry, New York. Nearest light-house, Stepping Stones. Amount of revenue collected during the year ending June 30, 1882, $152,774,062.32. Amount of commerce benefited by the completion of this work, $2,200,000. ORIGINAL ESTIMATE. Basin, purchase of site, 18 acres, at $150-.....................- -..-....... $2, 700 00 Excavation to level of mean low-water, 200,000 cubic yards, at 40 cents-.... 80, 000 00 Excavation of cut, 60,000 cubic yards, at 40 cents ..--.................--.. 24, 000 00 Diking and revetting bank of cut......----.......... ......... _... ....... 12,000 00 Eugneering and contingencies ........... ........ 17,800 90 136, 500 00 AMOUNTS APPROPRIATED By act approved March 3, 1873---........---....................-----------------------...--...------.... $25, 000 00 By act approved March 3, 1875---....---....---...... ................. ...... 12, 000 00 By act approved June 18, 1878 ---.....--.-----------......-----..----....----------.............. 10,000 00 By act approved March 3,1879 --------------------------............................---..--------.........---- 3.500 00 By act approved June 14, 1880 ---------------------------...............................----..-----.....----. 3, 500 00 Total--..-..----....-----.....---....--......-------------......................---------------...--------......... 54,000 00 Amount expended----------------------------------.......................................-------------.............. 46, 645 86 Money statement. July 1,1881, amount available....... .............................. $7,372 14 ..------------------------------------- July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 182..----............----------..----.....-..-----......------ $18 00 July 1, 1882, outstanding liabilities-............................... 252 34 270 34 S July 1, 1882, amount available . . ............ .. .................. 7, 101 80 Amount (estimated) required for completion of existing project........... 82, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 40, 000 00 D io. IMPROVEMENT OF ECHO HARBOR, NEW ROCHELLE, NEW YORK. The survey was directed by the act approved March 3, 1875, and the results, with a project of improvement and estimates of cost, reported March 3, 1875. Echo Harbor is a well-sheltered expanse of water, being land-locked on all sides except the southeast, where it opens into Long Island Sound. The improvement designated was the removal of two reefs, " Start Rock" and "Sheepshead Rock." The amount of the estimate was $38,955.38, and it was reported that such improvement would be fbr the benefit of local commerce. APPENDIX D. 665 Under the first appropriation of $10,000, June 18, 1878, " Start Rock" was removed in 1879 to a depth of 7 feet at mean low-water. The ap- propriations of $3,000, made March 3, 1879, and of $3,000, June 14, 1880, did not suffice, with the balance left from the first appropriation, to commence the removal of "Sheelshead Rock," nor was it until the ap- propriation of $3,000, March 3, 1881, had become available that this work could be undertaken. Proposals were received on June 23, 1881, for the removal of a part of Sheepshead Reef, and on July 12,1882, contract was made with George W. Townsend for the removal of 506 cubic yards, spread over an area of 516 square yards, to a depth of 9 feet below mean low-water. At the close of the year the work was not completed, and an exten- sion of the contract until September 1, 1882, was granted by the Chief of Engineers. It is expected the work will be finished during the month of July. The original condition of navigation showed rocky obstructions- '4 Start Rock" and " Sheepshead Rock"-the former exposed in part at low-water, and the latter with a least depth over it at mean low-water of 1 foot. The originally adopted project was the removal of these rocks, the former to 6 feet at mean low-water, and the latter to 9 feet. A change of project was made by increasing the depth of removal of Start Rock to 7 feet at mean low-water. The amount expended to June 30, 1881, was $10,387.37. The condition of the improvement was the removal of Start Rock to the depth of 7 feet at mean low-water. The amount expended during the fiscal year ending June 30, 1882, was $121, and without change in the navigable condition of the harbor. The amount that can be profitably expended during the year ending June 30, 1883, will be the available balance, $8,491.63, for the removal of a portion of Sheepshead Rock to the depth of 9 feet at mean low- water, under the present contract. The estimated amount for the entire and permanent completion of the work of improvement, in accordance with the approved and adopted project, is $19,955.38. From information furnished in December, 1875, it was stated that the tonnage of the port for the previous three years was 50,000 tons per annum, and the value of the commerce $1,500,000 per annum. ORIGINAL ESTIMATE. Removing Sheepshead Rock ..-.... ..... ............ ......... .. ..... .... $21, 201 75 Removing Start Rock -----....------ ......--------......-----........--..--......--....- ........ 12,672 50 Contingencies .......----------------...... ------.....---.....--... --.....--.....-------.......... 5, 081 13 Total .............. ............................................ :38,955 38 This work is in the collection district of New York. Nearest port of entry, New York. Nearest lght-house, Execution Rock. Amount of revenue collected for the year ending June 30, 1882, $152, 774, 062.32. Amount of commerce to be benefited by the completion of this work, $1,500,000. AMOUNTS APPROPRIATED. By act approved June 18, 1878 ......-......... ...... ........ -........ . $10, 000 00 By act approved March 3, 1879_.... ........ .... ................. 3, 000 00 By act approved June 14, 1880 ......................... ............. 3, 000 00 By act approved March 3, 1881......-.................................... 3, 000 00 By act passed August 2, 1882 .-.. ...... .......... ........... .......... 3, 000 00 Total............................................................ 22,000 00 Amount expended ......... ........ .. . . ........ ....-.............. 10, 508 37 666 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1. 1881, amount available... _.. ........... ......... ............. ..- . $8,612 63 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881......----..........-- ......--....-- $121 00 July 1, 1882, outstanding liabilities ........................... 8, 000 00 -- 8, 121 00 July 1, 1882, amount a ailable.......................................... 491 63 Amount appropriated by act passed August 2, 1832 .................. .... 3, 000 00 Amount available for fiscal year ending June 0, 1883 .----......----............ 3,491 63 Amount (estimated) required for completion of existing project ........... 16, 955 38 Amount that can be profitably expended in fiscal year ending June 30, 1s84. 17, 000 00 Abstract of bid for remocing part of Sheepshead Reef, Echo Harbor, New Rochelle, N. Y., opened June 23, 1881. No. Name of bidder. Removing reef. 1 George W. Townsend ------... --.....---....-- ..----------------------------.... ------..--.. $8, 000 Abstract of contractfor remoring part of Sheepshead Reef, Echo Harbor, New Rochelle, N. Y. Contractor. Residence. tract.con- Dateof Subject of contract. Remarks. George W. Townsend.. Boston, Mass July 12, 1881 Removing part ofSheeps- To be completed July head Reef. 1, 1882. D II. IMPROVEMENT OF HARBOR AT NEW ROCHELLE, NEW YORK. The act approved June 14, 1880, directed the survey of this harbor, and the results, with a project of improvement and estimates of cost, were reported January 28, 1881. Contract was made on July 30, 1881, with Emory R. Seward to cut a a channel around Glen Island to depth of 6 feet at mean low-water, and to remove a rock in the Outlet of the channel to a depth of 8 feet at mean low-water. The dredging was completed in December, 1881, a cut 100 feet wide and about 1,500 feet long having been dredged to a depth of 6 feet at mean low water. At the close of the year the rock had not been entirely removed, some points having been found to project above the required depth. It is expected that the contractor will have all inequalities removed. during the month of July, 1882. The original condition of the channel was that it was narrow and in- terspersed with sunken reef of rocks, which mnade it dangerous for nav- igation; an(d in the channel proposed to be excavated by dredging the depth varied from 0 to 8 feet at mean low-water. The originally adopted project was to remove rocky obstructions and dredge an inner channel between Hunter's and Flat islands. The esti- mated cost was $40,825, and this project has not been modified. The expenditures up to June 30, 1881, were $231.15. The condition remained unaltered up to that time. The expenditures during the year ending June 30, 1S2,were $9,275.43; NEWl 1{OCH~I~ TEF HARLBOR tb ri/P H -- aw'dIE (.JW ScifL *VkC &-:k &!viO IA~NT0A ru E"( / t( *lh 9 ' ' .. _ _W ,L. CV / I orw4 4.1 IJ 14)i -j=. 7 . N& 9o S 16- rS HUNTER'S 1t I f) ( I ;0 /I I £ : / i i ". '6'f21 If.? u-; f r_ J,vr' I" 11 )r= xjId'- 1I4 4 i/4i J 17/A -u/iA' (Yi riV.Vh0I1'/g G & .-sou - -- - ."I ' . / I- f,,4x (Yarw 4' 6/,L s APPENDIX D. 667 and a channel has been dug around Glen Island 100 feet wide and 6 feet deep at mean low-water. The amount that can be profitably expended during the year ending June 30, 1883, will be the balance of $10,493.42, devoted to the forma- tion of a channel around Glen Island,by dredging and removing a rock at the mouth of the Glen Island Channel to the depth of 6 feet at mean low-water and of the width of 100 feet. The estimated sum required for the entire and permanent completion of the work of improvement, in accordance with the approved and adopted project, is $20,825. The interests to be benefited by the improvement were stated in the report of January 28, 1881, containing the projects and estimates, in these words: The improvement indicated by the present survey refers to that part of New Rochelle Harbor contiguous to Glen and Flat islands, upon which buildings adapted to the purposes of a summer resort have been erected. A number of steamers convey excur- sionists during the warm season to these islands, and it is understood that the object of the examinations just made of the channels is to prepare safe and convenient lines of approach and departure from the islands selected for the purposes named. Com- merce and trade with New Rochelle have apparently little to do with the proposed improvement. The amount of tonnage of the steamers and barges conveying the excursionists tos the islands named is not known. The trips, however, are frequent and the number of passengers large. The improvements stated will conduce to the protection of life of ex- cursionists in search of fresh air and health, although no commerce may be directly benefited thereby. New Rochelle Harbor is in the collection district of New York. Nearest port of entry, New York City. Nearest light-house, Execution Rock, Long Island Sound. Amount of revenue collected during fiscal year ending June 30, 1882, $152,774,062.32. ORIGINAL ESTIMATE. Removal of the "Corning Rock": 150 cubic yards rock excavation, at $40 .........-.... ....... $6, 000 00 Engineering and contingencies ............................ 900 00 -- $6,900 00' Dredging inner channel and removing rock: 45,000 cubic yards dredging, at 30 cents ..-.................. 13, 500 00 300 cubic yards rock excavation, at $20 .....................--.. 6, 000 00 Engineering and contingencies ................................ 2,925 00 - 22,425 00 Removal of rock "C" east of Flat Island dock: 400 cubic yards rock excavation, at $25 ......................... 10, 000 00 Engineering and contingencies...................... .......... 1, 500 00 11,500 00 40, 825 00, AMOUNTS APPROPRIATED. By act approved March 3, 1881 .............................----------------------- $20, 000 00, By act passed August 2, 1882 ........ ........50, 000 00 _..-.................... 70, 000 00, Amount expended .............. ...... ................................ 9,506 58 Money statement. July 1, 1881, amount available -----.....---.........................-----........- $19,768 85 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.......................... 9, 275 43 July 1, 1882, outstanding liabilities .-.... .... .. .. .. .9, 000 00 18,275 448 July 1, 1882, amount available .................................... .... 1, 493 42 Amount appropriated by act passed August 2, 182 ........ ............ 15, 000 00 Amount available for fiscal year ending June 30, 1883.................-... 16, 493 42 668 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project... ...---..... $5, 825 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 000 00 Abstract of bids for dredging channel and for blasting and removing rock in New Rochelle Harbor, N Y., opened June 27, 1881. Dredging. Removing rock. To. Bidders. 6 feet. 8 feet. 8 feet. 9 feet. 1 George W. Townsend ... .................................. ...... 9, 000 11, 440 2 E. R. Seward................................................... 8, 400 13, 500 9, 000 10, 500 Abstract of contract for dredging channel and for blasting and removing rock in New Rochelle Harbor, N. Y. Contractor. Residence. Datre of con- Subject of contract. Remarks. Emory R. Seward...... Albany, N. Y . July 30, 1881 Dredging and blasting To be completed De- rock in channel of New cember31, 1881: ex- Rochelle Harbor,N.Y. tended to April 1, 1882. D 12. IMPROVEMENT OF PORT CHESTER HARBOR, NEW YORK. The act approved March 3, 1871, directed the survey of this harbor, and the results, with a project of improvement and estimates of cost, were reported December 28, 1871. The amount available not being sufficient to undertake work on Sunken Reef, no work has been done during the year. In its original condition the channel was obstructed by S u n k e n " and " Salt" rocks, the former with a depth over it of 5.7 feet at mean low-water, the latter slighly projecting above the level of mean low-water. ,ofThe originally adopted project for the improvement was the removal these rocks and the construction of a breakwater. The amount expended to the close of the fiscal year ending June 30, 1881, was $10,050. The condition of the improvement was the removal of " Salt Rock" to a depth of 9 feet at mean low-water, leaving " Sunken Rock" un- touched. There has been no expenditure for the year ending June 30, 1882. The amount available, $1,950, is too small for the undertaking of operations during the fiscal year ending June 30, 1883. The estimated amount required for the completion of the improvement of the harbor according to the adopted and approved plan is $84,632. The following extract from a letter received from Abendroth Bros., of Port Chester, will give an idea of the trade and commerce of this place: We have in actual service belonging here and owned by our people 15 vessels, with a carrying capacity of about 3,000 tons, and running steadily to this port, comprising a propeller, schooners, and sloops. In addition to this, a large number of transient ves- sels and barges, loaded with lumber and coal, come to this harbor. With the improve- ment in our harbor and river, which is very much needed, I can see no reason why this tonnage ought not to increase to double its present amount within a few years, for we now receive nearly if not fully as much freight by rail, a large amount of which would come by water if our facilities were better. APPENDIX D. 669 Ours is a manufacturing town, as you will notice per this list of employers: Russell, Burdsall & Ward, bolt works, employ about 300 men and boys. Tingue, House & Co., woolen mill, employ allout 250 men and boys. Josiah Wilcox, tools and carriage ware, employ about 150 men and boys. S. S. Bent & Son, foundry, e,,iploy about 75 men and boys. Abendroth Brothers, foundry, employ about 350 men and boys. A shirt factory, employing 150 women and girls. Two carriage manufactories, employing 50 men and boys. Two planing and saw mills, employing 75 men and boys. Two marble yards, employing 25 men and boys. We have also a farming district extending a circuit of from 5 to 10 miles south, west, and north. Collection district, New York. Nearest port of entry, New York. Nearest light- house, Great Captain's Island. Amount of revenue collected year ending June 30, 1882, $152,774,062.32. Amount of commerce to be benefited by the completion of this work, ORIGINAL ESTIMATE. Removing rocks and building breakwater-................ .............. 96,, 632 AMOUNT APPROPRIATED. By act approved June 10, 1872...... .................. - -- ....... ........-- . $12, 000 Amount expended--------------....----......-----------..........------....--...... ...--------.........--- ......-------...... 10, 050 Mloney statement. July 1, 1881, amount available...............----.....-----.... ..........--......--. 1,950 00 July 1, 1882, amount available ................................ .....--------------------------------------... 1,950 00 Amount appropriated by act passed August 2, 1$-2 --....... ............. 15, 000 00 Amount available for fiscal year ending June 30, 1882................ 16, 950 00 Amount (estimated) required for completion of existing project ........... 69, 632 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 45, 000 00, DI3. IMPROVEMENT OF CANARSIE BAY, NEW YORK. The survey of this bay, forming part of Jamaica Bay, Long Island, was directed by the act approved June 18, 1878, and the results, with a project of improvement and estimates of cost, were submitted February 11, 1879. A row of piles driven as close as possible along the line represented in the annexed sketch, with waling pieces, and properly braced from piles behind the line, with the addition of stone thrown in the rear, it is probable will so direct the current as to maintain a sufficient channel. The amount available not being sufficient for the construction of the piling or dike before mentioned, no work was done during the year. An examination, however, during the past spring has indicated con- ditions favorable for the preservation of a dredged channel without the construction of another dike, and the trial of dredging alone is there- fore recommended. The dike already constructed needs slight repairs, owing to damage at the outer end from ice. The original condition of the channel leading to Canarsie answered to a depth of 41 feet at mean low-water. The originally adopted project was by the inclosure with dikes of a tidal basin, and no important amendments, alterations, or additions thereto have been made. 670 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended to the close of the fiscal year ending June 30, 1881, was $9,639.93. The condition of the incomplete improvement at that time was the construction of a dike about 1,000 feet long. There has been expended during the fiscal year ending June 30, 1882, $137.92. The amount available is too small for operations under existing pro- ject during the fiscal year ending June 30, 1883, except for repairs to the outer end of the constructed dike. The estimated amount for the entire and permanent completion of the work in accordance with the approved and adopted project is $73,000, but it is probable that a row of piling or a dike on a line represented in the sketch, with a little dredging, or dredging alone without additional protecting works, would suffice for the improvement. The extreme estimated cost under the contingencies named would be $19,000. This work is in the collection district of New York. Nearest port of entry, New York City. Nearest light-house is Fort Tompkins, Staten Island. The amount of revenue collected during the fiscal year ending June 30, 1882, .$152,774,062.32. Amdhnt of commerce to be benefited, unknown. ORIGINAL ESTIMATE. For dikes of creosoted timber........................--......-- .............. $88, 000 AMOUNTS APPROPRIATED. By act approved June 14, 1880................ .......................... $10, 000 00 --------------------------- By act approved March 3, 1881...............------------........................ 5, 000 00 15,000 00 Amount expended...... --........................................... 9,777 85 Money statement. July 1, 1881, amount available .......... ..... - -....-..... --....-.......--.... $5, 360 07 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881....----------------.....-----.....-------.... $137 92 ,July 1, 1882, outstanding liabilities ...........------------------..-----......--.......--. 1 44 139 36 July 1, 1882, amount available .......................................... 5, 220 71 Amount appropriated by act passed August 2, 1882........................ 3, 000 00 Amount available for fiscal year ending June 30, 1882............ .... .... 8, 220 71 Amount (estimated) required for completion of existing project........... 70, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16, 000 00 D 14. IMPROVEMENT OF SHEEPSHEAD BAY, NEW YORK. The survey of this bay was directed by the river and harbor act ap- proved June 18, 1875, and the results of the survey, with a project of improvement and estimates of cost, were reported February 11, 1879. The original estimate, which included diking and dredging, was $100,000. It was stated in the original report. Chart No. 1, compares the shore line of 1878 with that of 1856, showing a receding of the eastern section of the shore of Coney Island, which is probably due to the shoals about Rockaway Inlet, which would act similarly to a jetty placed there, and obstruct- ing the supply of sand coming from the eastward. i i .-,0 ' } '"7 ... f 9*7 Z-7 /O 2-7 400 '.": !W I '. /.O 1.7 i-0 i I~- h- -~- h- -;-L. ) -* ~ C~llaasic-IL ''"' ... ..,,. .~.. ~..: 'p4i .0 /. 07 20O 142 "1 J*"7 1.7 ;'r - 1-7 fJ: .- I I " "' '1-; /40 1 I { ru 1.0 . I i I 0 a /" f g ~I I!I 1IS 1. 0.0 4"t' 14, IMPROVEMENT OF CANARSIE BAY .7.0 LONG ISLAND N.Y. /1a "tihnrt. - .. t f; ,r .ll vi bu i ' ir lX~i'/. ,rnr rr ws AV, ei erer nryr,,qw,- t -Artn.al J~yeorF ' f' ' '' ' ' ''' '''""''" "''''' "~.~ C. rOL " 1fJW 11TETti"TO (''.>r s" fr.ugt.., ~ ~ -- - _ f/V7' lfA.L (/)Wi UJS'A. l.'j 41.;A~~ k~ik21 . ASSz . ,vft~- 1cr f-zr2 hoo r~trr "S 9)4 7'? raHZZ rjrl/s --- , /A"' ._________77C/'"Y ------ " " , o " to , /"f! wmm 6 .; . ,rl j _ __L i o i Cti~iaW- s ::':- - - V I177qO.7 ,11 s"% ... '4 INUP R O V IE M E.Nu T SHEEPSHEAD BAY LONG - ISLAND No? e. NE~W YORK. . Vke4th.s'w~virt? 7 YyrO.3, Ldykf1n9 (1dtld P~r tq aNi G l~rr1iJrrV/?3/U// Amua.'i/ i '?ol() 1 COL. JOf/N- EWr' OA C Zs i fIlr: cr,'i r rr'rL yr ?. ri ",te l it '+rrnr l: rrli.. 18812 The./crr c cutrr ' r r-., ilt ier- I'4 rJ sc -2 - - - - - 6t (+r . ,S*cL& f 7 _________ til_______ R^ r aEr lr . r llcz)rr fr r , APPENDIX D. 679 Above Bissett's brick-yard: 2,000 cubic yards of dredging, at 15 cents...... ... ...... $300 00 700 linear feet of dike, at $6.50 ........................... 4, 550 00 New Cut-off above Bissett's brick-yard: $4,850 00 3,000 cubic yards of dredging, at 30 cents .................. 900 00 16,000 cubic yards of dredging, at 20 cents ................ 3, 200 00 600 ---- --.........-------. linear feet of dike, at $6.50 ....-------..-- -..-......- 3, 900 00 900 4,500 00 linear feet of half-dike, at $5 .--....---------................... 12,500 00 At mouth of Tennent's brook: 2,000 cubic yards of dredging, at 20 cents ......... ........ 400 00 500 linear feet of dike, at $6.50 ... .. .. ...... ..... 3,250 00 - 3, 650 00 From Tennent's Brook to Old Bridge: 20,000 cubic yards of dredging, at 20 cents .......................... 4, 000 00 Engineering, contingencies, &c ..-..........--......................... 25,395 00 194, 695 00 AMOUNTS APPROPRIATED. By act approved June 14, 1880..--.............-----......----................. $40, 000 00 By act approved March 3, 1881...... ...........................-...... 6, 000 00 -- 10,000 00 By act passed August 2, 1882 .----..------------------...................--........ 56,000 00 -------......----.. Amount expended..----...... ------------- 738 63 ............--........ Money statement. July 1, 1881, amount available--- $45, 617 80 .....------....---....-----------------............. -- July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .... ... ................. ... .......... ...... 356 43 July 1, 1882, amount available ...................................... 45, 261 37 -- Amount appropriated by act passed August 2, 1882 ...................... 10,000 00 Amount available for fiscal year ending June 30, 1883....-................ 55,261 37 Amount (estimated) required for completion of existing project .......... 138, 695 00 Amount that can be profitably expended in fiscal'year ending June 30, 1884. 40, 000 00 SAILING VESSELS, BARGES, AND STEAMBOATS. Side-wheel steamboat ......--...--........-- --....---- ---............------.......- ---...- --..------....----.... ---...... 1 Propeller .....------------..-------..........---..----------...............--. 1 Number of vessels owned (sailing) ---..--..--..--...--......--......... ----...... ............ 48 Number of vessels transient (sailing)---------..---.. ..-- -.....---.... 60 --------................ -........- Number of barges (transient) ...........-...........................50 D 18. IMPROVEMENT OF CHEESEQUAKES CREEK, NEW JERSEY. The survey of this work was directed by the act approved March 3, 1879, and the results of the survey, with a project of improvement, and estimate of cost, were reported December 23, 1879. On July 13, 1881, proposals were received for the dredging of the new outlet, the closing of the present outlet, and the partial construc- tion of the jetties, but the bids were too high, the price of the dredging alone being almost as much as the available amount for the work. A subsequent offer at lower aind reasonable rates was afterwards made, which 1 was authorized to accept, but unfortunately, too close upon the * 680 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. approach of cold weather to safely undertake a series of operations, all of which should have been simultaneously finished to produce effect, or even preserve the work completed. It was decided then to await further appropriations, until a sum suf- ficient to commence work was available. The original condition of the channel over the bar or shoal at the mouth gives a depth of 1 foot at mean low-water; the channel in the creek has a depth of 4 feet at mean low-water for about three-fourths of the length to be improved, and for the remaining portion a depth from 4 feet to li feet at low-water; the course of the creek is very crooked, and requires to be straightened. The originally adopted project for the improvement was the change of the outlet into a direction at right angles to the beach to sustain this direction by parallel jetties of stone, and to straighten the course of the creek and increase the depth in the upper portions thereof. The amount expended to the close of the fiscal year ending June 30, 1881, was $129.82. The condition of the creek and outlet at that date was unaltered. The amount expended during the fiscal year ending June 30, 1882, was $568.07, and no alteration was made in the original condition of the outlet and creek. The balance, $24;302.11, is probably too little to undertake works, a certain amount of which should be completed for their own preservation. A larger amount, $40,000, could be profitably expended during the fiscal year ending June 30, 1883. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the approved and adopted project, is $50,279. The amount of commerce of Cheesequakes Creek is estimated by one of the parties interested at $110,000 per annum. Among the exports are clay and molding sand, of the former 15,000 or 20,000 tons annually; and it is supposed by residents that the trade by water will be much in- creased after the navigation has been improved. This work is in the collection district of Amboy, N. J.; nearest port of entry, Perth Amboy, N. J.; nearest light-house, Princess Bay. Amount of revenue collected during the past fiscal year, $183,973.84; amount of com- merce to be benefited by this improvement is about $110,000. ORIGINAL ESTIMATE. At mouth of creek: 3,000 linear feet of timber foundation for jetties, at $4$ ................... $12, 000 10,000 cubic yards of stone in jetties, at $1.75------ .....................---------------------. .... 17,500 50,000 cubic yards of dredging between jetties, at 16 cents-................ 8, 000 550 linear feet of pile dike, at $6.... ................................ 3, 300 Cut from New Landing to Forman's Dock: 6,000 cubic yards of dredging, at 27 cents .... ........................ ... 1, 620 32,000 cubic yards of dredging, at 16 cents............. ...... ........... . 5, 120* 1,000 linear feet of pile-dike, at $6........... .. ..... ..._. ..... _ .. ....__ ... 6, 000 Cut above Forman's Dock: 4,000 cubic yards of dredging, at 27 cents.......... .....-----------------...... __.-----.1,080 23,000 cubic yards of dredging, at 16 cents ... ........... ............ 3,680 300 linear feet of pile-dike, at $6......--......-.........---......... ..-----.... 1, 800 Deepening channel to Whitehead's Dock: 11,000 cubic yards of dredging, at 16 cents ................. ............. 1,760 * At mouth of Brick Creek: 200 linearfeet of pile-dike, at $6 ...................................... 1,200 56' 24 NoIe. 77?w A °F -- ----- ST A -L_ N BL I4 r . . r . rlI 10 7~Cj/l0,9'.d Ae .hdf lowIISIS V 49Q/-77 ll'(w: I ___________________ - J" 47 'A / /1.9 46 1/I I h"' 2N 0 4 O- // 0"8 26 /6 /.5 \ O.9 t '5: '7 .9 /1G /7 == \ j 2' ii;, /.8 0 .- I 0-.9 IMPROVE MINT OF CHIEE ISE QUAKE S CREEK NE W J ERSEY the ~ofwsB' . &~/c .choing d C/aziJf.e &?A o ir on o ou/le ef/Ake c elc COi. JOHN NWIY'Nr Corts of Enq7 BV MJ. AJ. EN. SA. S cae , 6?A APPENDIX D. 681 Deepening channel of Stump Creek : 15,000 cubic yards of dredging, at 16 cents ................................. $2, 400 Engineering and contingencies, 15 per cent ................................ 9, 819 75, 279 AMOUNTS APPROPRIATED. By act of Congress approved June 14, 1880 .............................. $20, 000 00 By act of Congress approved March 3, 1881........... ...--.............. 5, 000 00 Total.......----......-----......-----...----....------.....----..----....-..-------................----. 25,000 00 Amount expended ....... - - - -.. ...-..--.... ...... ---------------- ......................... 697 89 Money statement. July 1, 1881, amount available ...---..------...........---...................... $24,870 18 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 181_-..-..................... $568 07 July 1, 1882, outstanding liabilities --------....-----......--............-- .... ---------- 10 00 578 07 July 1, 1882, amount available. ............. ............................ 24,292 11 Amount appropriated by act passed August 2, 1882 .................... 15, 000 00 Amount available for fiscal year ending June 30, 1883....... ............ 39,292 11 Amount (estimated) required for completion of existing project ..-..... . 35,279 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 APPENDIX E. IMPROVEMENT OF RIVERS IN NORTHERN NEW JERSEY, AND OF STATEN ISLAND CHANNEL AT ELIZABETHPORT-IMPROVEMENT OF HARBORS ON LAKE CHAMPLAIN, AND OF OTTER CREEK, VERMONT, AND TICON- DEROGA RIVER, NEW YORK. REPORT OF MAJOR GEORGE L. GILLESPIE, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A., OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1882, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Passaic River, New Jersey, above New- 7. Woodbridge Creek, New Jersey. ark. 8. Manasquan River, New Jersey. 2. Passaic River, from Pennsylvania Rail- 9. Raritan Bay, New Jersey. road Bridge to its mouth. 10. Mattawan Creek, New Jersey. 3. Channel between Staten Island and 11. Plattsburg Harbor, New York. New Jersey at Elizabethport. 12. Burlington Harbor, Vermont. 4. Shrewsbury River, New Jersey. 13. Swanton Harbor, Vermont. 5. Rahway River, New Jersey. 14. Otter Creek, Vermont. 6. Elizabeth River, New Jersey. 15. Ticonderoga River, New York. EXAMINATIONS AND SURVEYS. 16. Harbor at Port Henry on Lake Cham- 18. From a point between Ellis Island plain, and the docks of New Jersey Central 17. Channel between islands of North He- Railroad to a point between Robbins ro and South Hero, Lake Cham- Reef light and Constable Hook, in plain, waters of New York Bay, New Jersey. UNITED STATES ENGINEER OFFICE, New York, July 25, 1882. GENERAL: I have the honor to transmit herewith the annual reports for the fiscal year ending June 30, 1882, for the works of improvement of rivers and harbors and of surveys which have been in my charge. I assumed charge September 1, 1881, relieving Col. John Newton, Corps of Engineers, who had temporary charge of the district after the death of Lieut. Col. N. Michler, Corps of Engineers, July 19, 1881. Very respectfully, your obedient servant, G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A, Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. 683 684 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E I. IMPROVEMENT OF PASSAIC RIVER ABOVE NEWARK, NEW JERSEY. The present project was adopted in 1872, and provides for the con- struction of a dike at Middle Bar, and the removal of rock and other ob- structions between Newark and the head of navigation at Dundee Dam, near New Jersey Midland Railroad crossing, so as to afford a sufficient channel 6 feet deep at mean low-water. In the execution of the project a channel with a bottom width of 75 feet with 71 feet at mean low- water was opened over Belville Bar in 1873 and 1874, and during the several intervening years to 1879 a channel with an equal width and 6 feet depth was opened over Rutherford Park Bar. In 1875 and 1876 a channel 40 feet wide with a uniform depth of 6 feet was excavated across Holman's Bar, which was widened in 1878 and 1879 to a bottom width of 60 feet. By the close of the fiscal year, June 30, 1880, all the ob- structing bars, as high up as Passaic, had been worked upon and a good 6-foot channel secured. The work yet to be done to complete the original project consists in building a short length of dikes and in widening the channels already improved. In this connection it is well to remark that during the spring of 1882 a measure was set on foot by the board of public works for Jersey City for building a dam across the Passaic at Belville, sear the site of the Jersey City water-works, to prevent the upward flow of the tides vitiating the source of water-supply for Jersey City and New- ark, N. J. The subject received a prolonged consideration in the State legislature at its last session, but the senate committee to whom it was referred reported adversely to the project of building the dam. Sub- sequently an act was passed empowering the governor to appoint four commissioners, and these latter to select a fifth, who should be a hydraulic engineer, with the view to investigating the whole subject and giving the results to the legislature at its next session. The river.and harbor act of March 3, 1881, made no appropriation for this improvement. The amount of the original estimate for limited improvement was $123,924. The amount appropriated from June 10, 1872, to June 14, 1880, both inclusive, was $114,000. No work was done during the year. Money statement. July 1, 1881, amount available--...---....--..--......---............-----...----.. ------ 2, 452 62 ...----........----. July 1, 1882, amount available...--__.......----..--..---.... .................... 2, 452 62 Amount appropriated by act passed August 2, 1882 ....................... 7,000 00 Amount - available for fiscal year ending lJune 30, 1883-................ _ . 9,452 62 Amount (estimated) required for completion of existing project .. --....... 2, 924 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 3, 000 00 E 2. IMPROVEMENT OF PASSAIC RIVER, NEW JERSEY, FROM THE PENNSYL- VANIA RAILROAD BRIDGE TO ITS MOUTH. The project for this improvement was adopted in 1880, and provides for the formation and maintenance, by means of dredging and a system of training dikes, of a channel 200 feet in width and 10 feet in depth at mean low-water, from Pennsylvania Railroad Bridge (Centre street, Newark) to Newark Bay. APPENDIX E. 685 The amount available for the improvement July 1,1881, was $55,656.87, and at that date the dredging operations under contract with Edgar M. Payn, of Albany, were in progress in the new channel at the mouth of the river, 2,0021 linear feet of the training dike, designed to confine the ebb current to the new channel, having already been completed. The projected length of this dike is 4,000 feet; the completed portion con- sisted of two sections, 1,143 feet and 8591 feet in length respectively, separated by an opening 4071 feet wide at the point of crossing of the old channel. The opening in the line of the dike was left for the pass- age of vessels until the cut across the narrow spit separating the chan- nel of the Passaic from the deep waters of Newark Bay was excavated, and the new channel to the north of the dike was made available. Mr. Payn's contract for dredging was completed on Angust 24, 1881. Under this contract a cut 10 feet deep at low-water and 125 feet wide was made, connecting the 8-foot contour of the river channel with the deep water of Newark Bay; a total of 55,999 cubic yards of material were removed, of which 36,736 cubic yards were excavated during the present fiscal year. The price paid for dredging, under this contract, was 13.9 cents per cubic yard. By the river and harbor act of March 3, 1881, an appropriation of $50,000 was made to continue this improve- ment, and the project of its application provided for the extension of the dike at the mouth of the river to its projected limit, and the closing of the opening between the two completed section,, and the widening and extension of the 10-foot channel as far upstream as the available funds would permit. In answer to public advertisement sealed proposals for the construc- tion of about 2,000 linear feet of pile dike were submitted and opened June 23, 1881, and the contract awarded to Messrs. Henry DuBois & Sons, the lowest responsible bidders, at $13.25 per linear foot. Work on the construction of the dike was commenced on October 22, 1881, and the dike completed January 31, 1882. Under this contract 2,0034 linear feet of dike were built, making the total length of the completed structure 4,0054 feet. It is of the ordinary form of pile construction, the piles are creosoted and driven in parallel rows 8 feet from center to center, with 20 feet penetration, and the space filled with durable stone. Under contract with Elijah Brainard,jr., dredging operations, in con- tinuation of the work under contract with Mr. Payn, were commenced on November 14, 1881, and continued to January 4, 1882, at which time the formation of ice on the river compelled a suspension for the winter. Dredging was resumed April 17, 1882, and is still in progress. Up to June 30, 1882, 97,853 cubic yards of material were removed. These op- erations have resulted in the formation of a continuous channel 10 feet deep and 200 feet wide, extending upstream from the deep water of Newark Bay a distance of 3,900 feet. The least depth in the river chan- nel, above the present limit of dredging, is about 7.4 feet. The original estimate places the amount of material to be excavated at 291,000 cubic yards. It is estimated that under the appropriation of March 3, 1881, a total of 160,000 cubic yards will be removed, making the total amount that will be excavated from the river from the begin- ning of the improvement up to the close of the existing contract, 215,999 cubic yards, leaving 75,000 cubic yards yet to be removed. The cost of dredging was originally estimated at 20 cents per cubic yard. The prices paid for the dredging already executed are 13.9 cents and 104 cents per cubic yard. It is believed, however, that the future price for dredging will not be less than 20 cents per cubic yard, due to the greater 686 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. distance of towing as the cutting advances upstream, and to the delays incident to taking the scows through one or more drawbridges. On this basis there will be required to complete the original project, $15,000 for dredging and $96,300 for diking, giving a total, after adding 15 per cent. for contingencies and superintendence, of $127,995. The lower Passaic River derives its importance as a navigable stream from the numerous manufacturing and shipping interests centered at the city of Newark, through which the river passes. Many millions of capital are invested in the various manufacturing establishments, such as smelting and reducing works, chemical works, and many others, located on the banks of the river, all of which are more or less depend- ent on the navigation of the river. The keeper at the draw of the New York and Newark Railroad Bridge, crossing the river near its mouth, reports that twenty-two thousand vessels passed the draw during the year 1881. It is proposed to apply future appropriations in improving channel, so that vessels drawing 11 feet may be able to reach the Newark wharves at low tides. Passaic River is in the collection district of Newark, which is the nearest port of entry. Nearest light-house, Passaic light. Fort Tompkins is the nearest fort. Amount of revenue collected during the fiscal year ending June 30, 1882, $15,981.19. Original estimate for making and maintaining a channel 200 feet wide and 10 feet deep by diking and dredging, $232,875. - Amount appropriated from June 14, 1880, to March 3, 1881, both inclusive, $b0,000. 'Total amount expended, $69,018.26. Money statement. Jnly 1, 1881, amount available....................... ...... .. .. $..$55, 656 87 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.............. -........ $44, 675 13 July 1, 1882, outstanding liabilities ......---.................. 1,051 92 45,727 05 July 1, 1882, amount available..--..--..--......---..---............ ........... 9, 929 82 Amount appropriated by act passed August 2, 1882 ..- -... -.... .......... 43, 000 00 Amount available for fiscal year ending June 30, 1883.................. 52,929 82 Amount (estimated) required for completion of existing project ...... 84, 995 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 85, 000 00 Abstract of pr oposals for dredging in Passaic River, New Jersey, between Newark Bay and Pennsylvania Railroad Bridge, opened October 18, 1881, by Maj. G. L. Gillespie, Corps of Engineers. Date of- No. Names f biddrs 'ricy per Commencement. Completion. 1 Edgar M. Payne ------.. -----........ -------....--.... $0 14 Not given . ........... June 30, 1882. 2 William Flannry .................... 17 Ten days after a ward.... Do. 3 Hartford Dredging Company ...... 39$ ...... do . ...- ... .... Do. 4 Elijah Brainard, jr ................... 101 On or before Nov. 7, 1881.. Oct. 1, 1882. 5 John Van Patten ......-.-.--...- .... 18 Ten days after award.... June 30,1882. 6 -- John Kiersted ..............-- --.....-- . 12 ...... do ................... Sept. 15, 1882. Contract awarded to Elijah Brainard, jr., the lowest responsible bidder, with the approval of the Chief of Engineers. ' CHART OF PASSATC RIVER refer togean Low Waker SoutaSdry. AT IYS MOUTH Tr 3/. *; 6 (cros . j' - iohcire " z thus .- .,..,.. Showixn the con ition of the iprovement -9. -. June 30 __ . S57 3 4 0 034 i I . I I 1 o5 07 I 18 .7 \. 7 741 i3 l ! 08 81 1 0. 1 0 , i 12 .1 009i 7 _ .t 17 141 _ I : 1 Bit ar l cteristl 8 f.le i 64.14 4. !. of Dire n II -I ./ I 4 ii .. . IiS i84P /' J I, ? / h"' ; ::.'' tif?" '. r ,3, II7 144 -~p~08 '4 3 0 0 !5. 73 38 ti 8 l U1.7 00 i7 07 I 8 0i3 05 1 1 APPENDIX E. 687 COMMERCIAL STATISTICS. I am indebted to Mr. William J. Martin, special deputy collector at Newark, for the following statistical information for the fiscal year end- ing June 30, 1882: Total amount of collections.... ...........--.....---...--............. $15, 981 19 Total amount of expenses of collection ..... -....... ..................... 3, 579 33 Value of dutiable imports .... ..... ..... .... .... -..... ..... .... .... 44,589 00 Value of free imports........----....................--.................. 16, 563 00 Foreign vessels entered from foreign ports.......-...-...-...-......- .... 13 Tonnage--....----..---- --......---......---..---..-..- ---.--...--...---------..---- --.........--------........ 4,715 Foreign vessels cleared to foreign ports-----..--..----.....-----..--.........---------........... 19 Tonnage---...--..-----..---------.....---------.....................----------------.. ---- 2,412 United States vessels entered from foreign ports........--.........--. . 33 Tonnage......-- ......-----................------......---- ..--..--........---. ....----------......---- 5,783 United States vessels cleared to foreign ports .-... ....-...... ...--- .... None. Coastwise entries .----.....----.... .... ...--...----......-..----..---..-- ....---.. --- 22 -....--....--..............----. Tonnage ------.....--....................---... .....---------------....--........----. ..----..-......------------ 4,035 Coastwise clearances .... ...... -................................ _-......... 9 Tonnage ...---...........---------....--..----....------..--..---..........--------.---.....-------------- ........... 2, 589 Value of exports .----.................. ..------....------....---..........----....--------..... $13, 649 00 E 3. IMPROVEMENT OF CHANNEL BETWEEN STATEN ISLAND AND NEW JERSEY. The existing project for this improvement provides for the formation of a channel 400 feet wide and 12 feet deep at mean low-water, with an additional depth of 1 foot for a portion of the width, so as to afford a depth of 13 feet over a width of 200 feet adjacent to axial line; the course of the improved channel to follow the general direction of the existing natural channel. The amount available for this improvement on July 1, 1881, was $28,538.84. At this date dredging was in progress, under contract with the Morris & Cumings Dredging Company, in the execution of the above plan. To the east of Shooter's Island the portion of channel having a depth of 13 feet was excavated to the projected width of 200 feet. From Shooter's Island westward the 13-foot channel was advanced to a point 700 yards to the west of the corner-stake light, and to within about 500 yards of the deep water in front of Elizabethport. This sec- tion of channel was 100 feet wide to within 200 yards of its westerly limit, beyond which it was only 50 feet wide. The contract for dredg- ing was closed on December 2, 1881. At this date the central part of the proposed channel was completed to its full width, thus affording a navigable channel 13 feet deep and 200 feet wide at low-water from Kill von Kull to Arthur Kill. The amount excavated under this contract from July 1 to December 2, 1881, was 116,931 cubic yards, making a total removal under the con- tract from its beginning, of 218,299 cubic yards. The character of the material composing the bottom was found to vary greatly at different parts of the channel. In the vicinity of the corner-stake light, compacted sand, gravel, and shingle were found to exist with occasionally imbedded bowlders of various sizes; this forma- tion extends a distance of about 300 yards on either side of the corner stake. Shortly before reaching the channel of Arthur Kill, compacted 688 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sand was met. To the east of Shooter's Island, and at all other portions of thy channel not mentioned above, the bottom consists principally of soft mud. None of this material was considered to be of a suitable nature for use in the formation of artificial banks along the indicated lines of diking as recommended by the Board of Engineers. The dredgings were consequently all deposited behind bulkheads at Pamrepo, N. J., or at sea. From a careful resurvey made directly after the contractor's plant was withdrawn, it was found that while the ruling depth of the exca- vated channel was 13 feet and over a few isolated spots existed where this depth was not reached. It was thought that these small shoals would be leveled down by the agitation of the water of the channel inci- dent to steam navigation, and as no complaint has been heard from the masters of the many deep-draught vessels using the channel, this result has probably been effected. Should any of these shoal spots still exist when dredging is resumed they can then easily be removed. As no appropriation was made for the continuance of this improve- inment for the fiscal year 1881-'82, nothing further was done after the close of the Morris & Cumings contract, December 2, 1881. In the original estimate of cost of this improvement, the dredging was rated at 30 and 35 cents per cubic yard, measured in place. The price paid for the dredging actually executed was 194 cents per cubic yard, measured in scows. It is stated by the contractors, however, that the contract was not profitable to them at this figure. It is, therefore, prob- able that the cost of future dredging will be higher, so that the actual cost of the projected improvemrent may not differ materially from the cost as estimated by the Board of Engineers, who projected the improvement. The expediency of building the dike on the south side of the improved channel has not yet been fully demonstrated, as sufficient time has not elapsed to ascertain the degree of shoaling occurring in the excavated channel. Examinations to cover this point will be made frequently during the coming year, and if the improvement by dike comstruction is found necessary at any point, a sufficient part of the appropriation for the next fiscal year will be set apart for its construction in connection with an extension of the improvement by dredging. The channel forms an important link between the great highway of the West and the upper part of New York Harbor, connecting further the channel of the Kill von Kull with that of Arthur Kill, and extend- ing thence by the Raritan Bay and River through the Delaware and Raritan Canal, forming an unbroken water communication with the Delaware River. The channel also has an important bearing on the trade and commerce of Elizabethport, which is one of the most import- ant shipping points for coal and iron brought by rail from the rich fields of Pennsylvania to the extensive docks located adjacent to the channel, whence shipments arc made direct to foreign as well as to home ports. The appropriation for this improvement should be on the most liberal scale. The channel is essentially a flood channel, and any degradation to which it is subject is due to the opposing forces of two flood currents coming from opposite directions, the one from the east, which is the stronger, occurring one hour approximately before the one from the west. The tendency, therefore, is to accumulate a shoal on the west side near the head of Arthur's Kill. The maximum depth in the improved channel recommended by the Board of Engineers who considered the project of improvement was 13 feet low-water for a width of 100 feet on either side of the axial line. The material on the bottom encountered on the west APPENDIX E. 689 side of Shooter's Island is of a very compact nature and not easily eroded by the current; it constitutes therefore a dam which shuts off the flow of the flood and directs its main current on the east side of the island, where a depth of 30 feet is maintained for a distance of nearly 3,000 feet in the approach to Newark Bay. It is probable that if the west channel leading to Arthur's Kill were cut to a depth of 15 or 16 feet at low-tide, a sufficient part of the flood would be abstracted from the main current on the east side of Shooter's Island to maintain a channel of that depth up to the wharves at Eliza- bethport without the necessity of any training dike on the north side. The deposit made there by the opposing currents will be insignifi- cant, and the currents uniting nearer the city will doubtless tend to maintain a deeper channel along the front of the railroad wharves in the city of Elizabethport. The project is worthy of a trial, especially as the construction of a dike in front of so important a shipping point must necessarily be ob- structive to vessels approaching the port. The appropriation for the fiscal year ending June 30, 1883, will be applied in accordance with the existing project, but it is recommended that the appropriation of $75,000 asked for the following year be ap- plied in deepening to 16 feet low-water as well as extending the channel westward from Shooter's Island. This work is in the collection district of New York, which is the nearest port of entry; nearest light-house, Bergen Point light. Amount of revenue collected at the port of New York during the fiscal year ending June 30, 1882, $152,774,062.32. Original estimate, $185,705. Balance on hand June 30, 1881, from previous appro- priations, $28,538.84. Amount expended to date, $50,171.35. Money statement. July 1, 1881, amount available--... ... ..........---..---.......... _..... $28, 538 84 July 1, 1882, amount expended during fiscal year, exclusive of outstand;ng liabilities July 1, 181... ..... .... ......-----... ............----.. ... 24,710 19 July 1, 1882, amount available... .... _............-.. .............-.... 3, 828 65 Amount appropriated by act passed August 2, 1882-- --...........--.......-- . 40, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 43, 828 65 Amount (estimated) required for completion of existing project........... 93, 698 63 Amount that can be profitably expended in fiscal year ending June 30, 1884. 75, 000 00 COMMERCIAL STATISTICS. OFFICE OF THE RECEIVER, CENTRAL RAILROAD COMPANY OF NEW JEIRSEY, New York, July 5, 1882. DEAR S n: I send you the following memoranda showing the commercial business transacted at Elizabethport during he past year by the Central Railroad of New Jersey, and also the amount of business done by the commercial and manufacturing establishinents at that place. The Central Railroad of New Jersey shipped during the year 2,500,000 tons of coal, and the Philadelphia and Reading Railroad 725,000 tons. The miscellaneous freight amounted to 45,000 tons; native ores 40,000 tons. The amount of pig iron received was 40,000 tons, and cast-iron pipes 16,000 tons. Railroad and scrap iron amounted to 18,500 tous, and the shipments of slate to 3,000 tons. 44 E 690 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The following are the principal manufacturing and commercial establishments, and the number of operatives employed by each: Operatives. Singer Manufacturing Company............................ ...... ...... -- ...... 2,500 Five foundries..... ............ ......... . .... ... .............. . ..... 650 One ropewalk ....--------- --.........------------....--....---.....----...--..--.........-..--....---------.... -....--- 500 One car-wheel foundry .......--------------------........... ..----....---....------- ---....... ....-----...... 20 One rolling mill.... ....---------------------------.............................. ........--............ 50 Ten other factories........--------------...... ................................ 700 Repair shops Central Railroad of New Jersey-----......-----.....--.......------------............. 550 Total..................................................................-------------------- 4,970 Elizabethport is, next to Jersey City. the chief commercial port in the eastern part of New Jersey; access, however, to its wharves and docks is only possible for vessels of light draught; with the impediments in the way of navigation removed, a very great degree of commercial prosperity will result to Elizabethport and its vicinity. Yours truly, H. S. LITTLE, Receiver and President Central Railroad of New Jersey. Bvt. Lieut. Col. G. L. GILLESPIE, United States Engineer. E 4. IMPROVEMENT OF SHREWSBURY RIVER, NEW JERSEY. The project for this improvement was adopted in 1879, and provides for the formation of a channel 6 feet deep at low-water from the en- trance to Oceanic Dock, on the North Branch, and to Pleasure Bay on the South Branch. NORTH BRANCH. In 1879-'80, the two training dikes at the junction of the North and South branches of the river were constructed, and a channel about 70 i feet in width and feet deep at low-water was dredged around Lower Rocky Point. A cut 30 feet wide and 6 feet deep was also excavated through the " cross-over" at Upper Rocky Point, to afford temporary relief to the vessels plying on the North Branch, until the direct channel projected past Barley Point could be opened. On July 1, 1881, dredging operations under contract with Elijah Brainard, jr., were in progress on the direct channel at Barley Point. At this date the amount available for the improvement of the main stem and the two branches was $97,413.77. The above contract was closed on November 15,1881, after a total removal of 55,586 cubic yards of sand, 31,569 cubic yards of which were excavated subsequent to July 1, 188 L. On the suspension of operations under the contract, a direct channel 00 feet wide and 6 feet deep had been formed, connecting the 6-foot contour below Barley Point with the 6-foot contour above Oceanic Wharf. An examination made in January, 1882, showed that the 6-foot channel around Lower Rocky Point, originally dredged to a width of 70 feet, had widened to over 200 feet; the new channel past Barley Point to Oceanic Dock had also improved in width and depth throughout its length since the suspension of dredging opera- tions; an exception to this general improvement was found abreast or in front of Barley Point, where the excavated channel had shoaled to a depth of 5* feet at low-water. It is believed that the cause of this deterioration is the interference of the flood currents setting directly up the channel, through the opening in the dike at this point. This opening APPENDIX E. 691 was left in the dike at the request of the riparian owners at Black Point for the passage of their sail-boats, and if kept open dredging will probably become necessary from time to time, in order to maintain the desired depth in the channel at this point. SOUTH BRANCH. During the year 1880-'81 the dike at the entrance to Pleasure Bay was built, and a cut 90 feet wide and 6 feet deep at low-water was dredged through the flat at the entrance to the South Branch. Under the appropriation of March 3, 1881, which allotted $36,000 for the South Branch, a contract, dated September 21, 1881, was entered into with William H. Wood, at 44 cents per cubic yard, for dredging in the South Branch. Operations under this contract were commenced on January 6, 1882, and are still in progress, and have so far been confined to open- ing the new channel in front of Seabright, from Seabright Bridge to Pleasure Bay. By the close of the present fiscal year the channel with a depth of 6 feet at low-water had been carried from Seabright Bridge to Pleasure Bay. From the deep water in front of Seabright to Mc- Pherson's Dock this channel was 150 feet wide, and beyond -that point to Pleasure Bay the channel width varied from 50 to 75 feet. In dredg- ing through the shoal directly above Seabright Bridge, a ledge of ce- mented sand and gravel not known before was developed; this material was of the nature of coarse-grained sandstone, and so hard that blast- ing operations were found to be necessary for its removal. A special agreement, approved by the department, was entered into with the con- tractor for the blasting of a cut 50 feet wide, 300 feet long, and 7 feet deep at low-water through the ledge, requiring the removal of 1,000 cubic yards of rock and 1,227 of sand; the price paid for the removal of the rock was $1.75 per cubic yard. From the channel between Seabright and Pleasure Bay the amount of material removed was 43,042 cubic yards, making a total of 44,269 cubic yards removed to June 30, exclu- sive of the rock from the ledge above the bridge. MAIN STEM. In answer to public advertisement, proposals for constructing the projected training dike at the entrance to the river were submitted and opened June 21, 1881, and the contract awarded to William H. Wood, the lowest responsible bidder, at the following prices: $5.46, $7.68, $8.19, and $11.57 per linear foot according to the varying dimensions of the dike. Preparations were at once made, and work on the construction of the dike commenced on September 1, 1881. The work was vigor- ously prosecuted with an interruption of 2J months caused by the se- veritie s of winter, and was completed on the 28th of June. The total length of the completed dike is 4,021 feet. In the original specifications it was provided that the first section of the dike should be 1,200 feet long, and should consist of a light construction of a double row of round and sheet piles. Before work could be commenced the waves of pass- ing steamers had begun to deepen the water near the shore, and also to cut into the bank of the channel so as to move the deep water far- ther to the eastward. This necessitated, for the security of the work, the construction of 450 feet of the heavier class of dike pro\ ided for the outer section, in place of the lighter kind, at the point where the current deflected the channel to the eastward, and the strengthening 692 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of 450 feet of the light dike by driving an additiona line of sheet piling. In all other respects the dike was built as provided by the specifications. Under contract with Elijah Brainard, jr., dated March 21, 1882, dredging operations were commenced May 15 on the projected channel across the bar at the entrance to the river, and are still in progress. Up to the close of the fiscal year 14,955 cubic yards of sand were re- moved; two cuts, having a combined width of 50 feet and a depth of 6 feet at low-water, had advanced to within 300 yards of the deep water of Sandy Hook Bay. The price paid for dredging under this contract is 414 cents per cubic yard. GENERAL REMARKS. With the light afforded by the latest surveys, and the results of actual work, it is estimated that to widen and deepen the existing channels to the full dimensions contemplated by existing project, there will be re- quired the removal, by dredging, of about 175,000 cubic yards of ma- terial. The prices paid under the present contracts are 44 cents and 414 cents per cubic yard. Assuming 43 cents as the cost of future dredging (the original estimate was 25 cents), there will be required for dredging $75,250 to complete present project and its modifications. The neces- sity for constructing .the dike across " Polly's Gut," in North Branch, referred to in previous reports, has not yet been demonstrated, and the question can not well be definitely decided until after the completion of the channel now in process of excavation into Pleasure Bay. Itis thought, however, that the short dike extending from the north end of Sedge Island, to which reference is made in the report of the Board of Engi- neers for Fortifications and River and Harbor Improvements (page 704, Report Chief of Engineers, 1880), to whom was referred the project of the local engineer, changing the channel from the west to the east side of Marsh Island, and not included in any previous estimate, will be found necessary. It is estimated that the cost of this dike will be $3,500, making total amount required to complete the improvement of the river and its two branches, $78,750. Should it be found necessary to build the dike across "Polly's Gut," about $2,500 additional will be required. The commerce of the Shrewsbury is rapidly increasing. One line of steamboats is now making four trips daily between New York and Red Bank, and another line two trips daily between New York, Seabright, and Branchport. Numerous sailing vessels of the lighter class of sloops and schooners are also engaged on the river in transporting freights of a general character both ways. The lands adjacent to the river are rapidly increasing in value, and hotels, villas, and cottages are multiplying yearly. The extension of the water facilities contemplated by the project of improvement now in course of execution will give additional impetus to this growth, and will result in a great increase to the commerce of the river. Shrewsbury River is in the collection district of Perth Amboy, N. J. Nearest port of entry, New York. The nearest light-house is Navesink light,.and fort at Sandy Hook is the nearest fort. Amount of revenue collected at Perth Amboy during the fiscal year ending June 30, ....------..-----.-----.-------------------.------ 1882--- Amounts appropriated from August 30, 1852, to March 3, 1881, both inclu- sive . ............ . .................... ...... ........... ....... .... $164,500 00 Amount expended ............................. ............ ..... .... 142, 245 79 APPENDIX E. 693 Money statement. July 1, 1881, amount available...-......- ......--........... ...... $97, 413 77 $.... July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......................... $75,159 56 July 1, 182, outstanding liabilities........ ........-..--. .. 2, 747 20 77,906 76 July 1, 1882, amount available ...... ...............----- ------..-......---...... -- ---...... 19, 507 01 Amount appropriated by act passed August 2, 1882 ......... ............ 30, 000 00 Amount available for fiscal year ending June 30 1883.................... 49,507 01 Amount (estimated) required for completion of existing project. ........ 17, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 17, 000 00 Abstract of proposalsfor dredqing in Shrewsbury River, New Jersey, opened by Lieut. Col. N. Michler, Corps of Engineers. commence- No. Names of bidders. Price Date ofment. Price. Date of completion. Perc. yd. 1 John McDermott ....... $0 95 Not given ........ Not given. 2 Frank Pidgeon, jr ...... 49. 9 November 15, 1880 August 30, 1881. 3 William Flannery ...... 40 Soon as ordered ... Prosecute vigorously until completed. 4 Elijah Brainard, jr ....... 34 September 15, 1880. June 30, 1881. Contract awarded to Elijah Brainard, jr., the lowest responsible bidder, with the approval of the Chief of Engineers. Abstract of proposalsfor the construction of about 3,800 linearfeet of pile dike at the mouth of Shrewsbury River, New Jersey, opened June 21, 1881, by Lieut. Col. N. Michler, Corps of Engineers. First section. Second section. No. Names of bidders. 04 4 )4 t 1. John Brady 1, 200 $9 50 $11 , 400 --....----..-----.......----....------.......--------...... 1, 2(00 $10 50 $12, 600 2 William H. Wood....---..--..--....-- 1, 200 ........--.... 5 46 6 , 552 1, 2(00 7 68 9, 216 3 Frank Pidgeon, jr .....-----....--.............. 1, 200 6 49 7, 788 1, 2(00 9 97 11, 964 4 H. Du Bois & Sos ......................... 1, 200 6 00 7, 200 1, 200 8 50 10, 200 5 John Kelly.................................. 1, 200 6 00 77,200 1, 2(00 8 85 10 620 Third section. Fourth s ection. 4 No. Names of bidders. 8 no o a. 1 John Brady . 1, 300 $12 00 $15, 600 100 $15 00 $1, 500 $41, 100 2 William H. Wood .............. 1,300 8 19 10, 647 100 100 11 57 1,157 27,572 3 Frank Pidgeon, jr. ............... 1,300 14 49 13, 637 100 14 2 2 1, 422 34, 81] 4 H. Dn Bois & Sons.. ............ 1,300 9 25 12, 025 100 12 0 0 1, 200 30, 625 5 John Kelly ............. ..... 1,300 8 85 11, 505 100 88 5 885 30, 210 Contract awarded to the lowest bidder, William H. Wood, with the approval of the Chief of Engineers. 694 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of proposals for dredging in the south branch of Shrewsbury River, New Jersey, opened July 14, 1881, by Lieut. Col. N. Michler, Corps of Engineers. Names of bidders. Price. ofcement Date of Date corn- Date of com- petion. No. mencement. pletion. Per c. yd. 1 Elijah Brainard, jr....................................... $0 53 Sept. 15,1881 June 30, 1882. 2 William H. Wood......................................... 44 Not given. Not given. 3 John Van Patten......................................... 49 Sept. 10, 1881 May 10, 1882. 4 E. M. Payn ....................................... 47 Aug. 1, 1881 June 30, 1882. 5 Thomas H. Benton ..- -..... ....... ............. 75 Oct. 1, 1881 June 30, 1882. 6 Frank Pidgeon, jr........................................ . 64 Not stated. Not stated. Contract awarded to the lowest bidder, William H. Wood, with the approval of the Chief of Engineers. Abstract of proposals for dredging in the main stem or north branch of the Shrewsbury River, New Jersey, opened March 10, 1882, by Maj. G. L. Gillespie, Corps of Engineers. No. Names of bidders. Price. Remarks. Per c. yd. 1 Elijah Brainard, jr................................. $0 411 Acceptance recommended. 2 E. L Richardson ............................. 46 Bond irregular. 3 Frank Pidgeon, jr........ ................... 58.3 Contract awarded to Elijah Brainard, jr., the lowest responsible bidder, with the approval of the Chief of Engineers. Commercial statistics of exports and imports from June 30, 1881, to June 30, 1882. EXPORTS. Articles. Quantity. Value. Straw .................. ......... ........... ......................... tons... 250 $3,750 Hay.......................... ............ .................... do....- 250 4, 500 Fruits......................................... ..................-- ........... 500, 000 Potatoes......... .............-.--..-- ........ ..... barrels. 60, 000 90. 000 Garden truck. - ........................................... .. ... 150, 000 Clams ........... ..................-----.------. .....-- ............. barrels. 3, 000 7,500 Oysters ......................................................... .. .... baskets. 70, 000 140, 000 Fish ...................................................................... . .150, 000 Miscellaneous merchandise .. ............................................ ...... 50, 000 Total value of exports........................................................... , 095,750 IMPORTS. Oysters . ............................................................ bushels.. 200, 000 $40, 000 Peaches -................................ .. ... ................. baskets.. 10, 000 7, 500 .. Hardware......................................... ...... . 150, 000 Lumber... ..... --........ .....----.. . - .... .................. feet.. 5, 000, 000 150, 000 Lime .............----- .................. .. -----............. .... barrels.. 2, 500 2, 500 Cement........--...........-- ... ..................... - ................. do.... 2, 500 3,125 Plaster 2, 000 2, 200 Shingles .......................... . ... number.. 400, 000 6, 000 Limestone and building stone.............. . .................................. . .2, 000 Guano.-- ..............-............. ............................... tons. 250 150,000 Coal ................................................... do... 45, 500 182, 000 Phosphates......... ............................... .......... 5, 500 Bricks .-----.......-- ... number.. 3, 000, 000 ........-....----.................. 18, 000 Agricultural lime....................... .. .............. bushels.. 60, 000 5, 100 Gas lime...........-...... ....... ...... ......... do... 10,000 400 Shell lime ................................................................ 600 Manure .............. ............................................. ............ 6, 500 Sawdust ..........................---- --............................ barrels.. 2, 500 750 Laths ..... .......... ..... ..................................... 1, 500,000 3, 000 Glass ............... 5, 500 Paint .................................................................. ......... 9.000 Ice....................... ........... ............... ......... tons.. 1, 200 6, 000 Miscellaneous merchandise and provisions.......................................... .. 750, 000 Total value of imports.................................................... 1, 505, 675 MOUIT I "V- SIREvSBIT 1EYh'iv hchwin the conrit'L~n of ibe) IrupTiw~e lllc 1. 01 Scale OfMA p 501a .3 0 I~t. 39 3-0 ., 1, 4-. -4 F I\\1 \ \ S I -:f 4 11 \ r _ - o_ I 08 05 , 337 0-3 T _ , S I 06030 \0 3\ 3 4,; tI \ 07 0 4."3 0.7' 5 8f S ti ': 0-413 05 3 03 APPENDIX E. 695 ARRIVAL AND DEPARTURE OF VESSELS. Class. Number. Tonnage. Crews. Steamers......... ... .................... ........ .. .... 1, 200 450, 000 12, 500 Sailing vessels .................. .... .... ............................ ....... . 1,100 50, 000 3, 500 2, 300 500, 000 16, 000 Fares received from passengers on steamers, $20,000. E 5. IMPROVEMENT OF RAHWAY RIVER, NEW JERSEY. The existing project provides for the formation of a channel 8 feet in depth at mean high-water, extending from Bricktown up to Monroe street bridge, in the town of Rahway, at the head of navigation. On July 1, 1881, there existed, as the result of dredging operations carried on un- der previous appropriations, a channel 7 feet deep at mean high-water, extending from Edgar's I)ock to the mouth of the South Branch of the Rah way, the channel width being about 70 feet. The amount available for the continuation of the improvement at this date was $19,497.54. Dredging operations were in progress at the beginning of the fiscal year under contract with John Van Patten, dated November 29, 1880. Under this contract dredging was continued up to September 10, 1881, at which time the contract was closed. Nine thousand three hundred and thirty-seven cubic yards of sand, gravel, and mud were excavated during the fiscal year, the 7-foot channel being extended upstream to Tappan's Dock. By act of March 3, 1881, $10,000 were appropriated for continuing the improvement. In answer to public advertisement, sealed proposals for continuing the dredging were submitted and opened October 18, 1881, and the contract awarded to William Chamberlain, the lowest responsible bidder, at 63 cents per cubic yard. Owing to the lateness of the season, and to the fact that during the winter ice-blhck- ades frequently produce great changes in the river bottom, it was not thought advisable to begin operations under this contract until the fol- lowing spring. Accordingly work was commenced on May 6, and is still in progress. Up to June 30, 1882, 7,641 cubic yards were exca- vated, making a total of 16,978 cubic yards removed during the fiscal year under both contracts. The 7-foot channel with a width of 50 feet was advanced to a point 200 feet above Milton avenue draw-bridge. It is estimated that under the appropriation of March 3, 1881, a total of 14,000 cubic yards will be removed, making the total amount that will be excavated from the river, from the beginning of the improve- ment up to the close of existing contract, 34,676 cubic yards. The original estimate places the amount of material-to be excavated at 65,642 cubic yards. To allow for the washing in of the banks of the cut, while dredging is in operation, and during the winter when work is suspended, and for necessary dredging below grade, in excavating embedded bowl- ders, and also for increase in bulk of material, when measured on scows, this estimate should be increased about 30 per cent., giving a modified estimate of 90,000 cubic yards to be removed. The probable total amount that will be removed at the close of the existing cottract is 34,676 cubic yards, leaving 55,000 cubic yards approximately yet to be 696 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. removed. The cost of dredging was originally estimated at 50 cents per cubic yard. The prices paid heretofore were 37, 851, and 65 cents per cubic yard; taking the latter figure as a basis of cost for future dredging, there will be required $35,750 for dredging, and if to this is added $500 for the removal of two large bowlders noted in the original estimate, the total amount to complete the improvement will be $36,250. This improvement affects principally the shipping and commercial interests of the city of Rahway, situated at the heads of navigation, where many manufacturing and other interests, more or less dependent on water transportation, are centered. At present the principal articles of shipment consist of general merchandise, coal, lumber, and other building materials. The total annual tonnage for the year 1881 was estimated at 68,900 ons, valued at $521,400. It is believed that the tonnage for 1882 equals, if it does not exceed, that for 1881. This work is in the collection district of Perth Amboy, N. J., which is the nearest port of entry. The nearest light-house 'is Prince Bay light. Fort Tompkins is the nearest fort. Amount required to complete existing project .......................-----. $36, 250 00 Amount appropriated from March 3, 1879, to March 3, 1881, both inclusive. 30,000 00 Amount expended to June 30, 1882 .............................--. ---....---.... 24, 962 43 Money statement. July 1,1881, amount available.......... ...---.......---.........-----....--.. $19, 497 54 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881......................... $14,459 97 July 1, 1882, outstanding liabilities-------.........---...-..----------.......... 481 39 14,941 36 July 1,1882, amount available ....................... .................. 4,556 18 Amount appropriated by act passed August 2,1882....................... 7, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 11,556 18 Amount (estimated) required for completion of existing project----------.......... 29,250 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15,000 00 Abstract of proposals for dredging in Rahway River, New Jersey, opened October 18, 1881, by Maj. G. L. Gillespie, Corps of Engineers. No Names of bidders. Price per cubic yard. Date of commencement. Date of completion. 1 William Flannery ..... $0 77 Ten days after award. June 30, 1882. 2 Michael Hayes ....... 99 Not stated. Not stated. 3 John Van Patten ....... 74t Ten days after award. Ten days after award. 4 E. 1. Payn......... 85 April 1, 1882. June 30, 1882. l 63 cents for gravel, $2 5 William Chamberlain. for shale rock, $3 for Ten days after award. Not stated. solid rc. 6 John Kiersted.......... $1 69 Do. August 15, 1882. Contract awarded to William Chamberlain, lowest responsible bidder, with the ap- proval of the Chief of Engineers. COMMERCIAL STATISTICS. I am indebted to Mr. William Chamberlain, a prominent business man of Rahway, N. J., for the following information relative to the commerce of Rahway River: APPENDIX E. 697 Names of shippers, &c. Articles. Tons. Colonel Russell---.............--.......................................... Poudrette, &c......... 2, 000 Pottery Dock...... ...................................... Clay, &c ............ 1, 000 Hampton Cutter ................................................... Coal and lime........ 5, 000 Brackaw & Co.....--..--... ... .... -........................----------- Timber shippers...... 5, 000 Public Docks...---------......---.......---.......-------..............................-- Miscellaneous stores.. 3, 000 James M ays .......................................................... Timber shipped....... 5,000 Edgar Dock .................................... ................ Miscellaneous stores.. 1, 000 Michael Freeze ..................................-................... Coal, &c.............. 3.000 E. T. Tappan .......... ................... ................ --. do.............. 2, 000 Brewster & Co............... ...... -.....--- ....--.............. Coal and timber. ..... 3, 000 Samuel Ayers............ .... ... ...................... Coal .... 1,500 William Chamberlain-....---...............---...................... Coal, &c ............. 10,000 Ayers & Lufby...... ......... .......-..---............ Timber, &c .. . 2, 000 Do ............................................... ............. Rafts and timber... 5, 000 Rahway Gas Company................................ .................. Coala-.-................. -49, 1, 000 500 C Total........ .... .......... ..............................---- - - - - - . .. .. .. . 4, 0 Mr. Chamberlain further states: Tonnage of merchandise will increase considerably when we have the depth of water in our river. We have a fine water front for 5+ miles from Water Island Sound, for factory purposes. When the improvement of the river is completed there will be a line of steamboats to New York, as the freighting of Rahway is considerable. Our carriage factories alone employ over 1,000 men; we have large woolen mills, printing-press works, hub and spoke shops, and a number of others, which are all in- terested in having the improvements in our river. E 6. IMPROVEMENT OF ELIZABETH RIVER, NEW JERSEY. The existing project for this improvement provides for deepening the existing channel, by dredging, to a depth of 7 feet at mean high-water, the improved channel to be 60 feet wide and to extend to the stone bridge at Broad street, in the town of Elizabeth. By the river and harbor act of March 3, 1881, $4,000 were appropri- ated for the continuance of this improvement; under this appropriation proposals for continuing the dredging were invited by public advertise- ment. The proposals were opened on June 16, 1881, and the contract awarded to Thomas HII. Benton, the lowest responsible bidder, at $1.05 per cubic yard. The amount available July 1, 1881, was $3,950.16, and at that time the channel, excavated under previous contracts, extended from the foot of Atlantic street to a point about 350 feet below the iron draw-bridge at the gas works; one cut, only 25 feet wide, was carried 200 feet further. Operations under the new contract were commenced July 18, 1881, and continued to August 25, 1881, when the funds available for this work became exhausted and the contract was closed. A total of 3,335 cubic yards was excavated. At the close of the contract the 7-foot channel had advanced to the iron draw-bridge, at South street, above the gas works, in the city of Elizabeth. The total amount of material excavated up to date is 24,413 cubic yards. According to the original estimate the total amount required to be removed was 44,400 cubic yards; 19,987 cubic yards yet remain to be excavated, but owing to constant deposits from city influences the original estimate will be exceeded. The price paid for dredging under the two last contracts was $1.05 per cubic yard. On this basis of cost, and add- ing 15 per cent. for contingencies and superintendence, there will be re- quired to complete the improvement in accordance with the existing plan, $24,134. 698 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This improvement is of special interest to the city of Elizabeth, through which the stream flows. The shipping is carried principally by canal boats and the smaller class of sailing vessels, engaged in carrying coal to the city gas works and building material to the several lumber yards situated on the banks of the stream. A pottery and an oil-cloth works are also located on the stream, and are dependent on the navigation of the river for the transportation of their heavy and bulky freights. Elizabeth is in the collection district of Newark, N. J. Nearest light-house, Newark Bay, New Jersey, and the nearest fort is Fort Tompkins. Amount of revenue collected during the fiscal year ending June 30, 1882.. $15, 981 19 Amount appropriated from March 3, 1879, to March 3, 1881, both inclusive. 19, 000 00 Total amount expended ............................................... 19, 000 00 Money statement. July 1, 1881, amount available.........................-------............... $3, 950 16 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881----....------......---- ------....------ ..........----- -............-----. ......--- ......- 3, 950 16 Amount appropriated by act passed August 2, 1882............... ..--....8, 000 00 Amount (estimated) required for completion of existing project .....-...... -- 16, 160 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 16,200 00 Abstract of proposals for dredging in Elizabeth Ricer, New Jersey, opened Jane 16, 1881, by Lieut. Col. N. Michler, Corps of Engineers. No. Names of bidders. Price. Date of com- Date of com- mencement. pletion. Per e. yd. 1 Elijah Brainard, jr ........................................ $1 15 April 1, 1882 June 30, 1883. 2 William Flannery ......................................... 1 29 Not stated. Not stated. 3 Thomas H. Benton ..................................... 1 05 do. Oct.1,1881. 4 John 1 25 McDermott...-----.--..................................... do. Dec. 30, 1881. Contract awarded to Thomas H. Benton, the lowest bidder, with the approval of the Chief of Engineers. COMMERCIAL STATISTICS. I am indebted to Mr. Charles C. McBride for the following statistical information: Statement of the tonnage of the shipments of merchandise and materials through the Eliza- beth River, from July 1, 1881, to July 1, 1882. Shippers and receivers. Materials, &c. ----- Shipped. Received. Total. Tons. Tons. Tons. J. & S. S. Thompson..---...---............. Lumber and lime ..---... -.--. 1, 500 1,500 Moses W. Muld........................... ... .do...-- --..... _....- - -.. 1, 500 1, 500 Elizabeth Gas Company............... Coal .-..... ..... ...--...--. 2, 655 2, 655 T. F. & H. C. Sayre .--........-- ..-.......Lime, fire brick, &c .. --.. 1, 500 1, 500 F. J. Blat ........................... Hides and leather.... .75 75 James Butler .......................... Sand, &c ............. ............ 700 700 P. Sheridan ...--..--....................... Lumber ....-.............. 100 100 Heidritter & Son.... .............. Lumber, brick, &c .. 1,000 8, 500 9, 500 Elizabeth Cor dage Company. ......... Hemp, &c .................------------ 900 900 Wood Preserving Company's dock ......General merchandise- ........... 1, 000 1, 000 W. H. Rankin......... ................ Gravel, pitch, &c...... 25 612 637 Elizabethport Millin Company.......... Barytes .... 150 600 750 L. B. Beerbower & Co.................... Potter's clay.-.........-.... 150 150 Total............ ................................... . 1 , 175 - 19, 792 20, 967 APPENDIX E. 699 Mr. McBride further states that: In addition to the above figures it is proper to say that they are somewhat liable to be misunderstood without explanation. The city of Elizabeth has felt, to an extent that was limited because of its greatly embarrassed finances, but little of the com- mercial activity existing elsewhere. Several new manufacturing firms have located on the river since it has been partially improved, but they are either beyond the point to which the improvements have yet been carried, or have located so recently that their tonnage of merchandise does not make a large exhibit. The Elizabethport Milling Company, credited with but 750 tons, has been running but a month; they will probably ship and receive 12,000 tons during the coming year. L. B. Beerbower & Co. now receive no material by the river, the dredging not having reached them, but if a channel of sufficient depth is obtained they will ship and receive from 1,500 to 3,000 tons annually. The Elizabethport Cordage Company have recently bought a property that will give them a large dock on the river, and they expect to receive and ship from 5,000 to 6,000 tons the coming year. Other manufacturers recently come to this city would make large use of the river if boats could reach landings near their factories. The improvements already made have greatly enlarged the commercial advantages of the river and have given corresponding satisfaction; yet a greater depth of water is much to be desired. Rarely can boats drawing more than 5 feet 6 inches be brought up the river without great difficulty and delay in waiting for tides. Most of the man- ufacturers, while acknowledging the advantage of the dredging, suggest that a suit- able lock at the mouth of the river would secure at all times a depth of water sufficient for all present commercial purposes, and would at the same time furnish a means of keeping the river comparatively clear by occasionally opening the lock at low-tide allowing the water to carry out the matter that might otherwise be held in suspension only to be deposited somewhere along the bed of the river; this lock, of course, in addition to the dredging to the Broad Street Bridge, now in progress. Others are of the opinion that only deeper dredging will fully open the river, and make it the great commercial highway it was in the earlier days of the borough. These suggestions are here noted because they are the expressed opinions of those who are practically interested in the improvement of the Elizabeth River, and who have factories along its banks. E 7. IMPROVEMENT OF WOODBRIDGE CREEK, NEW JERSEY. The project for this improvement was adopted in 1878, and provides for a uniform depth of 12 feet at mean high-water in a channel 80 feet wide from the mouth of the creek as far up as Salamander Dock. In 1879-'80 a cut 80 feet wide and 9 feet deep was dredged through the shoal above Valentine's dock, in the upper section of the stream, and a pile revetment was constructed for the purpose of straightening and strengthening the east bank of this reach. During the fiscal year 1880-'81 a cut was made through the bar at the mouth of the creek, connecting the 12-foot curve of Staten Island Sound with the 12-foot curve of the creek above the first bend. This cut was 12 feet deep at mean high-water, and 80 feet wide as far up- stream as Boynton's Dock, above which point it gradually diminished to a width of 20 feet. By the river and harbor act of March 3, 1881, an appropriation of $5,000 was made for the continuance of the improvement. In answey to advertisement, proposals for continuing the dredging were submitted and opened June 16, 1881, and the contract awarded to Mr. John Van Patten, the lowest responsible bidder, at 65 cents per cubic yard. Work under this contract was commenced September 12, 1881, and continued to November 10, 1881, when the funds available for the work became exhausted and the contract was closed and further operations were suspended. 700 REPORT OF THE CHIEF OF ENGINEERS, IT. S. ARMY. The work done under the above contract was in extension of that of 1880-'81 before described, and consisted in widening the cut through Sthe shoal above Boynton's dock from 20 feet to 75 feet; excavating a cut 50 feet wide through the shoal below Maurer's brick-works, and dredg- ing a cut nearly through the shoal above Anderson's dock. This cut is 50 feet in the lower reach and 25 feet in the upper, but work was sus- pended before the full depth of 12 feet was reached in the upper section. The total amount of material removed under the contract was 7,324 cubic yards, and 12 feet at high-water can now be carried from the mouth of the stream to above Anderson's dock, a distance of about 1 mile above the entrance to the stream. The total amount of material removed up to date is 19,878 cubic yards. The original estimate provides for the removal of 34,000 cubic yards, and there yet remains to be excavated 14,122 cubic yards to com- plete the improvement in accordance with the existing plan. This stream, although classified as a creek, has really a more impor- tant and extended bearing on commerce and industry than many smaller streams called rivers. Traversing as it does the richest fire-clay region of the State of New Jersey, it affords a direct outlet for the product of the numerous and valuable clay pits of the adjacent country. The clay on being mined is drawn to the docks on the stream, and is shipped thence to all parts of the country. Numerous fire-brick and drain-pipe works, some of which are the oldest and most extensive works of this kind, are also located on the banks of the stream, and ship their con- stantly increasing products directly from their docks to various ports. Woodbridge Creek is in the collection district of Perth Amboy, N. J. Nearest light- house, Prince's Bay, and nearest fort, fort at Sandy Hook Amounts appropriated from March 3, 1879, to March 3, 1881, both inclusive.. $14, 000 Total amount expended ..................... ------------------------------- ............................ 14, 000 Money statement. July 1, 1881, amount available-...... .......... .. ...... ..--........-- .... $5, 262 27 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ............ ..................... ........ . 5, 262 27 Amount appropriated by act passed August 2, 1882 ....--..... ........ 5, 000 00 Amount (estimated) required for completion of existing project........... 4, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 4, 000 00 Abstract of proposals for dredging in Woodbridge Creek, New Jersey, opened June 16, 1881, by Lieut. Col. N. Michler, Corps of Engineers. of bidders. Names of bidders. Price. Date of corn- Date of com- SNames Price. mencement. pletion. Per c. yd. 1 William Flannery 0 77 Not given. $...--............. Not given. 2 John Van Patten..--------.........----..... .------....--....----.......... 65 Sept. 1,1881. June30,1882. Contract awarded John Van Patten, the lowest bidder, with the approval of the Chief of Engineers. APPENDIX E. 701 COMMMERCIAL STATISTICS. I am indebted to Mr. William Poillon, president of the Salamander Works at Woodbridge, N. J., for the following information relative to the commerce of the creek. Statement of the shipments of fire-brick, clay, 4c., and receipts of coal, merchandise, 4-c., from July 1, 1881, to July 1, 1882, through Woodbridge Creek, New Jersey. Names of firms. Shipped. Received. Tons. Tons. Birkett & Paterson -..------......... .......-------............ ......... 4,120.. H. N. Demarest ....................................... ............... 470 Watson Fire-brick Company......................... -............................... 1, 963 .......... Hampton Cutter & Son ..................... ............................... ....... 4, 562........ William H. Cutter------................----------------------------------------- 7,119.. William A. Osborn, for C. T. Inslee................................................... 2, 906 .......... Samuel Dally -..----......................-----............................................... 714....... Lewis C. Potter.......... ............................................. ........... 910 ... Warren Drummond.. ........................................................... 3,271 ........ Salamander Works.................................................... .............. .... 7, 082 4,469 David A. Flood........---..........................................................-- 2, 334 ....... C. W. Boynton........................................... 376 513 Charles Anness & Sons .................................................... 4, 918 1, 407 Augustine Flood.................................................. ...... .......... 270 ... Henry Maurer ........--..--....... ................--.......--.....-- 6, 434 2,110 M. D. Valentine & Brother .. ................ ... .................... 2, 872 3,941 F. W. Meeker ................................................................ 8,162... William H. Berry & Co.. .... ..................................... 2,716 2, 412 Charles Forbes, for R. C. Remmy. .. ::::::::::::........................ .. 617.......... Peter B. Melick............. . ....................... ........... 7, 51 ......... John Powers & Co......................................................... 5,405 .......... Albert Martin ............. .................... .. .......................... 1, 435.......... Henry Koch ..................................................................... 2, 756 .. J. Mattison Melick .......................-.....--....-.... ............ 971 ....... Edward Valentine ............................................................... 2, 643 ......... James Valentine ......................................................................................... 2, 909.......... B. Kreischer & Sons .......................................................... 8, 711.......... Wilson Loughridge.......................................... 417.......... George W. Ruddy .......... .... ................ .................... 4,474......... Isaac Flood....................................................... 93579 .......... William P. Edgar..... ............... ................................. 379 .. Lum ber. ....... ............................................................... 273 Red brick ......................................................... .......... 617 99, 942 16, 212 Total received and shipped, 116,154 gross tons. E 8. IMPROVEMENT OF MANASQUAN RIVER, NEW JERSEY. The original project for this improvement was adopted in 1879, and had for its object the improvement of the river and opening and pro- tecting its inlet from the Atlantic Ocean so as to make it available for purposes of commerce and to afford a harbor of refuge for coasters upon the long reach of unbroken shore of New Jersey. In execution of this plan of improvement a contract was entered into with C. F. Drake April 18, 1879. The contractor, however, failed to commence operations under the contract, and it was annulled. The project was subsequently referred to the Board of Engineers for Forti- fications and River and Harbor Improvements. In accordance with the suggestion of the majority of this Board, and with the views of the local engineer expressed in his report submitted to the Chief of Engineers 702 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. September 17, 1880, the idea of constructing a harbor of refuge was abandoned, and the object to be sought by the improvement confined to the " opening of a direct channel-way across the beach, and protecting the same from the flow of the tidal currents between the river and the ocean." In accordance with the above, contract was entered into with Henry Du Bois & Sons for the construction of timber jetties at the mouth of the river, the north jetty to be first constructed, the construc- tion of the south jetty being optional with the officer in charge. On July 1, 1881, the amount available for the work was $28,581.91, and operations under the above contract had just commenced. Work on the construction of the north jetty was continued to March 8, 1882, when the contract was closed, the total length of jetty built on the north side being 1,515 feet. When the construction was begun the site of the projected jetty was quite shoal. After the inshore part was finished an increased velocity was given to the currents, which caused a deepening of the inlet in ad- vance of the improvement, and, in addition, the entrance had moved to the northward so that the line of the jetty crossed the gorge of the in- let, and it seemed impossible to make any work of the character adopted stand the force of the currents. It therefore became necessary, as the work progressed, to modify the construction of the outer section of the work. This was done by driving an extra row of round piles having greater penetration than was provided by the original specifications, and also by placing alongside the outer 200 feet of the jetty, as built, an equal length of diking of the kind described in the specifications as "channel sections." The injurious scour inshore and near the outer end continuing, a crib 130 feet long was placed in front of the outer end of the inshore piling and adjacent to the outer section, and the whole line from outside to inside was further protected by placing fascine mats with a pitching of stone along the river face of the jetty, and bags filled with sand on the inner side. Spur-dams of plank, fascines, and sand bags were also built at right angles to the line of the works on the north side, with a view to arrest and hold the sand drifted by the winds and to relieve the north side of the sheet-piling from the pressure of the tidal reservoir against it by inducing a sand atcumulation be- tween the piling and the reservoir. The fascine mats and stone pitch- ing on the south side extend back from the outer end of the jetty a distance of about 850 feet. The jetty is now believed to be stable and in a condition to withstand the further action of the elements. The ef- fect of the jetty on the condition of the inlet has been so far beneficial; the present depth on the outer bar is 4 feet approximately at low-water, the crest of the bar being generally about 300 feet seaward of the end of the jetty; the position of the line of deepest water across the bar is less changeable than heretofore, but considerable wanderings still take place in the same. It is probable that the further extension of the north jetty, and the construction of the jetty on the south side of the inlet will tend to re- strain this movement, and keep the crest of the bar at a lower level. The work, however, is of so experimental a nature that a prediction of definite results does not seem warranted at the present time. To extend the north jetty 255 feet seaward to its full projected extent and to build 905 feet of jetty on the south side will require, it is esti- mated, the sum of $40,000. The Manasquan River has at present but little significance as a place of commerce. It is believed, however, that permanent trade would rapidly follow in the accomplishment of any successful improvement. CHAR T 'OF showing June 30*- 1882. 5 B00 /o a0 ale -. sooofe ZCO Soo 40 of Afap Scale of Sedtms. xs 4 s so Peet. Soc.on d.- 012 f.- . U. S. ENGINEER OFPICE 1rrsz R S (:re ir Sty. New5 Yorr/L, C . y The fgslt pru~ec1[;. rats were 7daeed lewOntdoww along th dickeao a matter a eanor-nzy.Thie darger to underminng wasinrwneni and -nateraXZs //"r macs I/rqPO e a Arogo e /kt. L7c«d. (! '1 1(.S..A i d ldim to cctevin. APPENDIX E. 703 Manasquan River is in the collection district of Perth Amboy, N. J., which is the nearest port of entry. Nearest light-house is Barnegat light, and nearest fort, fort at Sandy Hook. Amount appropriated from March 3, 1879, to June 14, 1880, both inclusive. $32, 000 00 Total amount expended...---. .--..--..................--------....----......... ..... 30, 481 08 Money sthtement. July 1, 1881, amount available........-----....---- .......................... $28, 581 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--....---....--------..----....---.......------...--.........------...-----.... 27, 062 99 Jiuly 1, 1882, amount available-.... -----.....---..---....---------...........-------..-- ......... 1,518 92 Amount appropriated by act passed August 2, 1882 ................ ..... 7, 000 00 Amount available for fiscal year ending June 30, 1883............. ------------------- 8, 518 92 Amount (estimated) required for completion of existing project....-...... 33, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 Abstract ofproposalsfor the construction of a timberjetty at Manasquan Inlet, New Jersey, opened December 27, 1880, by Lieut. Col. N. Mich ler, Corps of Engineers. Channel section. Tner wing, adjoin- Remainder of inner ing channel section. wing. No. Names of bidders. -. . " A Total. 1 H. Du Bois & Sons 200 $30 17 $6, 034 400 $9 50 $3, 800 1, 100 $6 00 $6, 600 $16, 434 2 W. H. Wood...... 200 39 00 7, 800 400 18 50 3, 400 1,100 515 5, 665 16, 864 Contract awarded to the lowest bidders, H. Du Bois & Sons, with the approval of the Chief of Engineers. E 9* IMPROVEMENT OF RARITAN BAY, NEW JERSEY. The project for this improvement was adopted in 1880, and provides for dredging a channel 300 feet wide and 21 feet deep at mean low-water, across the shoal off Seguine Point. This shoal separates the deep water of the main ship-channel in Raritan Bay from the deep water to the west of Seguine Point, Staten Island, and is a serious obstruction to deep-draught vessels seeking the harbor of Perth Amboy, N. J. The least depth on the shoal is 141 feet at low-water; the distance between the 21-foot contours on either side of the shoal, measured along the axis of the projected cut, is 8,000 feet. By the river and harbor act of March 3, 1881, an appropriation of "50,000 was made for this improvement. The amount available for the execution of the project on July 1, 1881, was $49,684.32. In answer to public advertisements, sealed proposals for dredging were submitted and opened June 17, 1881, and the contract awarded to the Atlantic Dredging Company, the lowest responsible bidders, at 28 cents ,per cubic yard. Operations under this contract were commenced Octo- ber 15, 1881, and continued to December 15, 1881, at which time, owing 704 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. to continuous stormy weather, the contractor's plant was withdrawn, and work suspended for the winter. Work was resumed on April 14, 1882, and vigorously prosecuted until June 17, at which date the contract was closed and further operations suspended. Under this contract a total of 166,346 cubic yards of mud were removed; a channel 105 feet wide and 21 feet deep at low-water was excavated entirely across the shoal from the 21-foot contour of the main ship-channel to the 21-foot con- tourof channel leading to Perth and South Amboy. Although the chan- nel is at present only excavated to about one-third of its projected width, it is already used by deep draught vessels on their way to and from Perth Amboy. The most notable of the vessels that have thus far passed through the channel was an iron steamer laden with 2,500 tons of iron drawing 20J feet, and said by the pilot who took her through to be the largest vessel that had ever been in the harbor of Perth Amboy. The original esti- mate places the total amount of material to be removed in excavating the channel to the projected dimensions at 460,000 cubic yards. Up to June 30, 1882, the total amount of material excavated was 166,346 cubic yards, leaving 293,654 cubic yards yet to be removed. On the basis of 28 cents per cubic yard for dredging, the price paid under the contract with the Atlantic Dredging Company, and adding 10 per cent. for super- intendence and contingencies, there will be required $90,445.43 to com- plete the improvement in accordance with the adopted plan. This improvement has an important bearing not only on the commer- cial interests of Perth and South Amboy, but also on the trade and commerce of other large sections of country that are here brought into direct communication with the seaboard through the extensive chain of railroads already in operation or in course of construction or farther extension, so that the improvement may truly be said to be of nation importance and one justifying liberal expenditures. The shoal off Ward's Point, near the beacon on the approach to Perth Amboy, has in some places only 174 feet water at low-tide, and many vessels have lately been detained there. The channel there should be deepened to 21 feet, so that any vessel which can pass the Seguine Shoal may be able to reach the wharves at Perth Amboy without detention. The appropriation for the year ending June 30, 1883, will be applied in deepening the Seguine Channel, and that of $60,000 recommended for the year ending June 30, 1884, will be applied in continuing existing plans and in deepening the channel off Ward's Point. This work is in the collection district of Perth Amboy. Nearest port of entry, Perth Amboy. Nearest light-house, Prince's Bay, and nearest fort, fort at Sandy Hook. Original estimate, not inclusive of Ward's Point Shoal .................. $126, 500 00 Amount appropriated March 3, 1881... .. ........................ 50,000 00 Total amount expended-------...----------...---------..................................... 49.792 47 Money statement. July 1, 1881, amount available .................... $49, 684 32 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181 ........... ........ .... ----...... --.......... 49, 476 79 July 1, 1882, amount available ............------------------------...................... 207 53 Amount appropriated by act passed August 2, 1882 ...... ................. 50, 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 50,207 53 Amount (estimated) required for completion of existing project----. ---- '26, 500 00 Amount that can be protitably expended in fiscal year ending June 30, 1824. 26, 500 00 APPENDIX E. 705 Abstract of proposals for dredging in Raritan Bay, New Jersey, off Seguine Point, opened June 17, 1881, by Lieut. Col. N. Michler, Corps of Engineers. No. Names of bidders. Cubic yards. Cubic per Price yard. cubic 1 John McDermott.................................... 460, 000 $1 00 2 Atlantic Dredging Company ............................ 460, 000 28 3 Morris & Cumings Dredging Company......................... 460, 000 30 Contract awarded Atlantic Dredging Company, the lowest bidder, with the ap- proval of the Chief of Engineers. COMMERCIAL STATISTICS. CUSTOM-HOUSE, PERTH AMBOY, N. J., Collector's Office, July 26, 1882. SIR: As requested in your letter of the 26th ultimo, I have the honor to furnish you with the statement of transactions in this district for the fiscal year ending June 30, 1882. Entered. Cleared. Vessels. No. Tonnage. No. Tonnage. Coastwise (foreign trade ............................ 103 20, 549 41 18, 263 American...-----------. ------------------- 2 685 12 4,386 Foreign .. ..--........... .............................. 15 13, 478 29 7, 189 r- Total ............... .................. 120 34, 712 82 29, 838 . Value of exports -.....--....---- -----......- -..----......- --....--- ---......----- ...... ----...... ---.....--------. $42, 179 00 Value of imports for consumption -----------.....----..--------...................----..- -....-----... 77,883 00 Value of imports for and from warehouse.......... ...... . ......... .... 106, 751 39 Amount ................-------- of duties collected .------ -- --------.......................... 75,715 50 Amount of duties accrued---..........................................--------------------------------------- .... 1,778 50 Amount of tonnage dues collected ...................................... 1, 195 20 Amount of marine hospital dues collected ....--.--..------...................... 3,528 43 Amount of steamboat inspection fees collected . - -........- - -.......... --- .... 530 50 Amount of all other c6llections .... ......... .... ...-.... ............ ... 1, 225 71 Total accrued and collected ------........--.......--....-------....--......-------------. 83,973 83 Number and tonnage of vessels belonging to and documented at port of Perth Amboy, on June 30, 1882. Rig. Number. Tonnage. Remark8. Sailing vessels.-........................... .. .................. 351 17, 215 92 Steam vessels ..---...........----------------------------......---------.--. 73 12, 048 21 Barges ..--..--.---------------------------------------------- 99 20, 174 95 Canal boats-......------- -------------------------------..... 140 15, 341 02 . ...-------------------.... Total--...-............---- 663 64, 780 10 Very respectfully, CHARLIES H. HOUGHTON, Collector. G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. 45 E 706 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E io. IMPROVEMENT OF MATTAWAN CREEK, NEW JERSEY. The project for this improvement was adopted in 1881, and provides for dredging a channel 100 feet wide and 4 feet deep at mean low-water, through the flat at the mouth of the creek, and for dredging the natu- ral channel of the stream to the same depth and to a width of 75 feet from Winkson's Creek to the head of navigation at the crossing of the New York and Long Branch Railroad Bridge. By the river and harbor act of March 3, 1881, an appropriation of $15,000 was made for the execution of the above project, of which there was available at the opening of the year the sum of $14,732.72. In answer to advertisements, proposals for dredging were submitted and opened June 17, 1881, and the contract awarded to John Van Patten, the lowest responsible bidder, at 48 cents per cubic yard. Work under this contract was commenced September 24,1881, and continued to June 28, 1882, at which time the contract was closed. Under this contract the projected channel, 100 feet wide and 4 feet deep at mean low-water, was excavated through the flat at the mouth of the creek; from above Winkson's Creek to the brick-works the channel of the creek was dredged to a depth of 4 feet at mean low-water over a width of about 50 feet, and from this point to within a short distance of the steamboat landing at Mattawan one cut about 25 feet wide was excavated to the same depth. The total amount of material removed was 25,630 cubic yards. The original estimate of the amount of material to be removed was 48,000 cubic yards; 22,370 cubic yards yet remain to be excavated to complete the project. On the basis of 48 cents per cubic yard, the price paid under the con- tract with John Van Patten, increased by 15 per cent. for contingencies and superintendence, there will be required $12,348.24 to complete the improvement in accordance with the adopted plan. The act of June 10, 1872, provided for the survey of Keyport Harbor, and the report submitted in pursuance of the act (Report Chief of En- gineers, page 941) by the officer then in charge, January 13, 1873, pro- vided for the opening of a channel 4,700 feet long, 200 feet wide, and 8 feet deep below mean low-water, at an estimated cost.of $30,475. This project is entirely distinct from the one now in prosecution, the former extending from Keyport Wharf to Raritan Bay, and the latter from Keyport Wharf to the head of navigation of Mattawan Creek. Boats and vessels frequenting Keyport Harbor, which draw 6 feet or more, cannot reach Keyport Wharf at low-tide, but are required to stop at the railroad wharf, one mile to the northward. It is highly important for the commercial interests of this harbor that the project of 1873 should be carried out. A steamboat now plies regularly between Ellis' Dock and New York City, her general freight being garden produce from the rich farms of Monmouth County, a section deeply interested in the im- provement of the creek. The other articles of shipment consist princi- pally of brick, from the factories located on and adjacent to the creek, and of assorted merchandise, lumber, coal, lime, iron ore, &c. The pres- ent shipping of the creek is valued at about $100,000, annually. The amount asked for the year ending June 30, 1884, will be applied to continue the dredging contemplated by the existing project and to extend the improvement to the deep water of Raritan Bay. APPENDIX E. 707 The work is in the collection district of Perth Amboy. Nearest port of entry, Perth Amboy; nearest light-house, Princess Bay. Fort at Sandy Hook is the nearest fort. Amount appropriated by act approved March 3, 1881 ......... .......... $15, 000 00 Amount expended............. ---.................................... 12,577 87 Money statement. July 1, 1881, amount available ............----------.......................-----... $14, 732 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....... .. ..... ...... $12, 310 59 July 1, 1882, outstanding liabilities .................... ..... 2, 267 04 14,577 63 July 1, 1882, amount available-........................................ 155 09 Amount appropriated by act passed August 2, 1882 ............ .......... 6, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 6, 155 09 Amount (estimated) required for completion of existing project .......... 12,120 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 12, 100 00 Abstract of proposals for dredgingin Mattawan Creek, New Jersey, opened June 17, 1881, by Lieut. Col. N. Michler, Corps of Engineers. No. Names of bidders. Cubic yards. per Price yard. Date of Date of cubic commencement. completion. 1 William Flannery...--...--.....-----. 48, 000 $0 77 Not given ...... Not given. 2 John McDermott............... 48, 000 1 20 do ........... .do. 3 Thomas H. Benton .............----- 48, 000 85 do.. .......... do. 4 Elijah Brainard, jr .......... - 48, 000 91 Oct. 1, 1881...... June 30, 1882. 5 John Van Patten ............... 48, 000 48 Sept. 15, 1881 ... May 30, 1882. Contract awarded John Van Patten, the lowest bidder, with the approval of the Chief of Engineers. COMMERCIAL STATISTICS. The following commercial statistics were collected and furnished by a number of prominent business men of Keyport, N. J.: EXPORTS. Value of hay crop, salt hay and straw ...--............................. $450, 000 250,000 barrels potatoes, at $2 ........................... ..-- ...... ..... 500, 000 50, 000 barrels citron melons, at $2 ................................... 100, 000 150,000 barrels apples, squashes, and pears, at $2 ........................ 300,000 Small fruit and garden truck .. _____........................ ............... 1,000,000 Poultry, eggs, sheep, calves, lambs, pork, &c ............. ............ 200,000 500,000 bushels oysters, at $1 ......................................... 500, 000 - ---- Clams ....--- ........................................................... 200,000 14,000,000 brick, at $5 per M .............................. ............. 70,000 Railroad freights, approximate value_ ..... _ ............ .. ...... .......... 500, 000 Miscellaneous ...----------------- -..................................................... 250,000 Total value of exports........._ _....... ...................... 4,070, 000 IMPORTS. Lumber, lgs &c.......----...... ................ .................... .... $300, 000 25,000 tons of coal, at $5 ................................................ 125,000 10,000 tons of manure, at $2.50 ........... _........... ...... ............. 25,000 25,000 bushels of lime, at 5 cents .................... ____................. 1,250 Building material, lime, plaster, and cement ........................... 150, 000 300,000 bushels oysters, for planting, at 50 cents .... ...................... 150, 000 Store goods for Keyport ................... ................. ........ 500, 000 Store goods for Mattawan ...................-......-........-........... 250,000 Store goods for Freehold and way stations.......-- ....................... 250, 000 Miscellaneous -------------------------------------..................................................... 00, 000 1------------------- Total value of imports ............ ........ ................... 1,851,250 708 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMY. Tonnage. Vessels. Trips. From- Tons. Steamer Minnie Carroll-----..--...-------........------.................... 365 New York.. 182, 500 Do----------..---............--...-.. ----------...--...--....---......-------------------................... 365 Keyport .. 182,500 Steamer Holmdell.................................................... 100 - - do ....... 50, 00 Do ...---..----......---------...---......-........-..............----...........---- 100 New York.. 50,00 Steamer Norwalk .............................---------------------..........--......... 100 do........ 40, 000 Do........................................................ ...... 100 K eyport .. . 40, 000 Steamer Wyckoff... .............-- ........ .... ........- -........ 100 New York.. 20, 000 Do....-- .. ................. ..... ................ ...... .......... 100 M attawan .. 20,000 Outside steam ers ............................................................ .............. 50, 000 Outside sailing vessels .......................-- ... ..- ... ---. --- 50, 000 Domestic vessels .---.. ...--------------------------------------------........ . -- ------------ 000 1......0, Total -.............. ....... ........... . ............ . .. .. -... 785, 000 E i. IMPROVEMENT OF HARBOR AT PLATTSBURGH, NEW YORK. The act of March 3, 1881, contained no item for the improvement of this harbor. The balance on hand from previous appropriations at the opening of the fiscal year was $1,772.33, and as the project adopted in 1870 for the extension of the breakwater, 400 feet, was completed in 1873-'74, it was expected that this balance would be applied during the year in deepening the shoal areas between the breakwaters and the city wharves. The only available dredges on the lake, however, were so much needed, during the year for the improvements at Ticonderoga River and Otter Creek that it was thought advisable to defer the Plattsburgh improvement until after the close of the contract for that at Otter Creek. The breakwater sustained no damage during the winter, and the only expenditure required in the near future for maintaining the harbor for all the wants of shipping will be occasional dredging. The amount available for the necessary dredging is insufficient to meet the present wants of the harbor, and an estimate for additional funds for the fiscal year ending June 30, 1884, is embodied in this report. Plattsburgh is in the collection district of Champlain, and is a port of entry ; nearest light-house, Cumberland Head. Beacon lights are maintained upon either end of the breakwater in this harbor. Fort Montgomery, Rouse's Point, N. Y., is the nearest fort. Original estimate for this improvement ------------ ---- ------ --........................... ------ $65, 000 00 -.... Amount appropriated from July 11, 1870, to June 14, 1880, both inclusive.. 53, 000 00 Amount expended----...---------------------......................-..--------.......................--------. 51,371 00 Money statement. July 1, 1881, amount available--------------.................--......---...---..---............ ---- $1,772 33 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 --- ------------------------------------------ 143 33 July 1, 1882, amount available ..........----------.....---- ----... -----------........---..... 1, 629 00 Amount (estimated) required for completion of existing project-.......... 12,000 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 5, 000 00 E 12. IMPROVEMENT OF HARBOR AT BURLINGTON, VERMONT. The amount on hand at the close of last fiscal year was $13,791.34. During August and September the 70-foot crib was covered with super- structure and ballasted, and in November the hemlock timber required APPENDIX E. 709 for a 59-foot crib extension was purchased and the delivery commenced early in December. It was desired to have this crib built and sunk in place before the severities of winter came on, but in this I was disap- pointed. After the winter broke up the framing was continued, and the crib, which consisted of thirty-seven courses, was completed May 31. It will be sunk just as soon as the necessary quantity of stone is delivered. Bids were invited by public advertisement, April 3, for the delivery of 3,000 cubic yards of rubble-stone for this improvement. The bids were opened May 5, and Messrs. Dellaback & Murphy being the lowest responsible bidders, the contract was awarded to them at 70 cents per cubic yard, deposited in place. They have delivered under their con- tract, at a convenient point for handling, about 300 cubic yards, and will soon have on hand a sufficient quantity for sinking the crib. The high- est gauge reading of the lake was 31 feet above extreme low-water. The breakwater was not damaged by ice-floes during the winter. The present project was adopted in 1874, and provides for an extension of 2,000 feet. At the close of the last fiscal year 586 linear feet of exten- sion had been built, leaving 1,414 feet yet to be added. It is expected that the superstructure will not be built over the crib now ready for sink- ing until after another crib shall have been framed and sunk in place. This work is in the collection district of Vermont. Burlington is a port of entry. Nearest light-house, Juniper Island; beacon lights are also maintained on either end of the breakwater in this harbor. Original estimate ............ - ......- ... $...... ........... ......... $340, 000 00 Amounts appropriated from March 3, 1875, to March 3, 1881, both inclusive. 100, 000 00 97, 126 28 --..........----------. -..-....--............-----. Amount expended .............---------------....--- .---....-. Money statement. July 1, 1881, amount available........--........-............----........ $13,791 34 July 1, 1882, amount expended during fiscal year, exclusive of ..--..$10, 917 62 outstanding liabilities July 1, 1881..................-- July 1, 1882, outstanding liabilities...... ............. .. 70 46 10,988 08 July 1, 1882, amount available........................................2, 803 26 Amount appropriated by act passed August 2, 1882..............-- ....--. 12,000 00 ......... 14,803 26 Amount available for fiscal year ending June 30, 1883 ....--...---. Amount (estimated) required for completion of existing project--...---....... 238, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00 Abstract of proposals for delivering rubble-stone for Burlington and Swanton harbors, Ver- mont, opened May 5, 1882, by Maj. G. L. Gillespie, Corps of Engineers. 4 jBurlington Har- Swanton Har- bor, Vermont. bor, Vermont. - Names of bidders. Remarks. - Suan Price. Qn - Price. tity. tity. C.yds. Cyds. 1 Dellaback & Murphy... 3, 000 $0 70 .. ... Lowest bid for Burlington Harbor. 2 George Adgate ..... 3, 000 971 900 $0 89 3 Luther Whitney ... 3, 000 96 900 96 4 Nelson W. Fisk...... 3, 000 982 900 83 Lowest bid for Swanton Harbor. Contract awarded Dellaback & Murphy, the lowest bidders, with the approval of the Chief of Engineers. 710 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E 13. IMPROVEMENT OF SWANTON HARBOR, VERMONT. The amount on hand at the close of the last fiscal year was $6,348.26* Timber and stone for the construction of a 78-foot crib to repair a breach in the breakwater were purchased and delivered during the months of August and September, and in November the crib was sunk in place, with a ballast of 337 cubic yards of stone. Work was then suspended, and was not resumed until May. On the 3d of April sealed proposals were solicited by public advertisement for the delivery of 900 cubic yards of rubble-stone for completing the filling of the crib. The proposals were opened May 5, and the contract was awarded to Nelson W. Fisk, the lowest responsible bidder, at 83 cents per cubic yard, deposited in place. He has delivered, up to date, 648.3 cubic yards. The project of 1873 calls for a breakwater 1,900 feet long. Three cribs have been sunk in place, aggregating a length of 249 feet, and a fourth crib, 78 feet long, was inserted during the past year between the second and third cribs, which had been separated by ice pressure, making a total constructed length of 327 feet. When the site for this breakwater was selected, in 1872, it was alleged by the Portland and Ogdensburgh Railroad Company that their depot buildings and wharves would be located in the upper part of the harbor, and it was with the view of pro- tecting their projected buildings that the breakwater was designed. For reasons not known, the buildings and wharves were located, at the time of the railroad's extension to the harbor, in 1877, in the lower part of the harbor, far removed from any possible protection by the break- water, unless extended northward a great distance. This change in the location of the improvements to be protected makes the continuance at this time of the breakwater construction a questionable matter. Should the few houses now constituting the terminus of the railroad develop into a large town, with an expansion in the direction of the breakwater, additional wharves to accommodate the increased commerce will doubt- less be built, which will need the protection to be afforded by the break- water. This prospective increase of population and commercial wealth must be the factors which will determine the necessity for the contin- uance of the improvement. This work is in the collection district of Vermont. Nearest port of entry, Alburgh, Vt. Fort Montgomery is the nearest fort. The nearest light-house, Isle La Motte, Vermont. Original estimate, 1,900 linear feet of breakwater- -...------... --....-.- $240,000 00 Amounts appropriated from March 3, 1873, to March 3, 1881, both inclu- sive ------------ ---........................................................... 66,000 00 Amount expended----..................................................... 4, 065 11 Money statement. July 1, 1881, amount available--..---------......------.....-------.....-----....--- ...--........--...... $6, 348 26 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-- ..................-..... $4, 413 37 July 1, 1882, outstanding liabilities. -- - - - - - .............. ...... 25 83 -- - 4,439 20 ------- 1,909 06 July 1, 1882, amount available----..--..------..--------------------...................----....----........ Amount appropriated by act passed August 2, 1882.-.- .......... -.......... 4, 500 00 Amount available for fiscal year ending June 30, 1883.... ..... .... ..... 6, 409 06 Amount (estimated) required for completion of existing project.......... 170, 000 00 APPENDIX E. 711 Abstract of proposalsfor delivering rubble-stone for Burli~ngton and Swanton Harbors, Ver- mont, opened May 5, 1882, by Maj. G. L. Gillespie, Corps of Engineers. Burlington Har- Swanton Har- bor, V ermont. bor, Vermont No. Names of bidders. Remarks. Quan- Price. Quan- Price. C. yds. C. yds. 1 Dellaback & Murphy , 000 3.. $0 70 . -.-............. Lowest bid for Burlington Harbor. 2 George Adgate--....---.. 3, 000 97$ 900 $0 89 3 Luther Whitney.- ..--..--- 3, 000 96 900 96 4 Nelson W. Fisk----...- -- 3, 000 98$ 900 83 Lowest bid for Swanton Harbor. Contract awarded Nelson W. Fisk, with the approval of the Chief of Engineers. E 14. IMPROVEMENT OF OTTER CREEK, VERMONT. The amount available at the close of the last fiscal year was $8,430.91. The act of March 3, 1881, appropriated $2,000 for deepening the chan- nel to 8 feet over the several bars between Vergennes Basin and the mouth of the creek. Sealed proposals were invited by public advertise- ment May 31, 1881, for the dredging, but when the proposals were opened, June 30, it was found that only one bid was presented. The price was deemed exorbitant by the officer then in charge, and the bid was rejected. Subsequently a proposition from the contractor was received to dredge the creek at 30 cents per cubic yard, in accordance with the previous specifications, and under authority of the Chief of Engineers a contract was entered into at that price. Work commenced under this contract in November, but the severities of winter compelled a suspension after a small excavation of only 1,616 cubic yards had been made at Deadman's and Brickyard bends. Work was resumed in May, at which time the dredger was transferred to Vergennes Basin, under instructions to open a channel 100 feet wide with 61 feet at low-water, the average depth of the shoal at Steamboat Landing. The amount dredged to date is 6,219.5 cubic yards. In April and May an examination was made of the bars throughout the entire creek, and a special survey of the shoal at Steamboat Land- ing, near the town of Vergennes. The latter shoal, instead of being a sand and gravel shoal, as represented upon the last survey of the river, upon which the project of improvement was based, was found to be a reef of solid limestone, extending from bank to bank, with only a slight depth of sand covering. The opening of a channel through the reef only 50 feet wide, the least available width, with 8 feet at low-water, will require the excavation of 1,773 cubic yards of rock. The accompanying report of Assistant Engineer J. A. Gillespie shows the necessity for cutting a channel through the rock, so that vessels draw- ing 8 feet may reach the wharves in the basin at Vergennes. The depth reached in the basin under the present contract is only 61 feet, as has been stated, but after the removal of the shoal at the Steamboat Land- ing it will be advisable to increase the depth everywhere to 8 feet. The project of improvement adopted in 1871 contemplates only the dredging 712 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of bars usually found in sediment-bearing streams, and the consequent estimate is therefore only approximate. Thie work is in the collection district of Vermont. Nearest port of entry, Burlington, Vt. Nearest light-house, Split Rock. Fort Montgomery, Rouse's Point, N. Y., is the nearest fort. Original estimate ......-----...........- ..........--....... .---.....---....---..--.... $58,146 00 Supplementary estimate for rock removal at Steamboat Landing ......... 15, 602 40 Modified estimate --...... -----....-......-------....--...... ...............----..... 73, 748 40 Amounts appropriated from June 10, 1872, to March 3, 1881, both inclusive. 32, 000 00 Amount expended.---... .......... ..........--------......-------...----..----....--....---....-- 26, 033 07 Money statement. July 1, 1881, amount available--..----.................... .......- ... ..---. $8,430 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......- -..- ...... .... ..... $2, 463 98 July 1, 1882, outstanding liabilities . ............ ..-........ 186 59 2,650 57 July 1, 1882, amount available............... .................... ....... 5,780 34 Amount appropriated by act passed August 2, 1882 .-.......-... ......... 2, 000 00 Amount available for fiscal year ending June 30, 1883- ........... ....... 7, 780 34 Amount (estimated) required for completion of existing project ........... 39 748 40 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 20, 000 00 Abstract of proposalsfor dredging in Otter Creek, Vermont, opened by Lieut. Col. N. Michler on the 30th of June, 1881. No. Name of bidder. Price per Date of com- Date of com- cubic yard. mencement. pletion. 1 Luther Whitney ............... --......... $0 321 Not given .... Not given. This bid being considered too high, no award of contract was made. Subsequently Mr. Whitney inade a proposition to Col. John Newton, Corps of Engineers, the officer then in charge, to do the dredging at 30 cents per cubic yard. This price being con- sidered reasonable, his proposition was accepted, with the approval of the Chief of Engineers. REPORT OF MR. J. A. GILLESPIE, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, Burlington, Vt., May 22, 1882. SIR: I have the honor to submit the following report on survey and examination of Vergennes Reef, Otter Creek, called for in your letter of April 15, 1882: By examining the general chart of the creek from surveys in 1871, by Assistant En- gineer D. White, the position of the reef can be accurately determined, as it forms the entire bottom of the section designated as " Steamboat Landing." As stated on ac- companying chart, it defines the lower limit of Vergennes Basin, while the falls, dis- distant 2,200 feet, mark its upper limit. From the 8-foot contour on downstream side to same contour on upstream side is 525 feet, between which the depth varies, reaching its minimum about mid-way, at which point it shoals to 51 feet. These notes refer to that part of the reef included between the red lines limiting proposed channel. Aside from the natural advantages, in the sense of economy, it is desirable to locate the channel as near the left bank as practicable on account of existing wharves. Soundings were made and located with precision by stretching taut a line from shore APPENDIX E. 713 to shore, with tags 20 feet apart, the lines being parallel, 40 feet apart, and perpen- dicular to a measured base line. A pole graduated to feet and tenths was used for measuring depths, and borings were made with an iron rod similarly graduated. Light anchors distributed along the cross line enabled passages to be made without an ap- preciable deflection from a straight line. Aside from the base line, all shore measure- ments were made with the stadia. Seven observations for surface velocity were made. The gauge registered 3+ feet above low-water at the time of the survey, which correction has been used in reducing soundings. The rock forming the reef is a very hard limestone, the surface of which is notably regular, and it is thought that but little difficulty would be experienced in blasting a channel-way through it, as indicated in yellow on cross-sections. According to your instructions, an estimate for excavating a channel 50 feet wide and 8 feet deep has been prepared, and is as follows: 1,773 cubic yards solid rock excavation, at $8................ ........ $14, 184 00 Contingencies, 10 per cent ......-----------.......----......---.......-------..---...............------- 1,418 40 Total ............ ---...--..----............. .... -------............---------------------...... ----- 15, 602 40 It is impossible to obtain exact commercial statistics of the creek for any part of the season, but arrangement has been made for its procurement at the close of the present Reason. American and Canadian tugs frequently ascend the creek with from two to four canal-boats in tow. Ten such tows ascended during the season of 1881, and one has already ascended this season. The lightest of these tugs draw from 7 to 8 feet, and are compelled at low stages to stop at the point marked "proposed deep- water landing," at which point it seems advisable to prepare a landing for the recep- tion of such vessels. In closing this report I have to state that parties in Vergennes most interested in the commerce of Otter Creek are surprised that no report has ever been made of this barrier to the use of Vergennes Basin at low-water, and are extremely solicitous that proper steps be taken looking to its early removal. Very respectfully, your obedient servant, J. A. GILLESPIE, Assistant Engineer. Col. G. L. GILLESPIE, Major, Corps of Engineers. E 15. IMPROVEMENT OF TICONDEROGA RIVER, NEW YORK. At the beginning of the fiscal year there was available for the im- provement of this river the sum of $4.965.45, the balance on hand of the appropriation of $5,000, act March 3, 1881. This is the first appropria- tion ever made for the river, and was based upon the report of the officer then in charge, dated January 10, 1881, which embodied an estimate for improving the river from the falls to the 8-foot curve of the lake. Under this appropriation bids were invited May 31, 1881, by public advertise- ment fir opening the channel by dredging. The proposals were opened June 30, 1881, and but one bid was presented in answer to the adver- tisement, the terms of which were considered too high for acceptance. Subsequently a contract was made with Mr. Luther Whitney, the bid- der, under authority of the department, at 22 cents per cubic yard. In view of the smallness of the appropriation and of the necessity of mak- ing as long a channel as possible, the contractor was directed to limit the depth to 6 feet at low-water. Work under the contract commenced in October and was closed in November, after the contractor had opened a channel 42 feet wide and 6 feet deep, extending from the 6-foot curve of the lake through the draw of the bridge to within 100 yards of Cassey's wharf, 1 miles below the falls. The channel is barely wide enough to let boats through, and 714 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. should be widened to the full width of 100 feet and then deepened to 8 feet at low-water. This work is in the collection district of Champlain. Nearest port of entry, Burling- ton, Vt.; nearest light-house, Crown Point; and nearest fort, Fort Montgomery, Rouse's Point, N. Y. Original estimate.................----------------..---....-----...-------.....--..---------....................--------. $42, 510 Amount appropriated March 3, 1881----..---.--.........--....----.---....--.....-----.....-----......... 5, 000 Amount expended .-----..... ....- - ....--------..... -- - - - - ----- --. ....----------......-----...... - 5, 000 Money statement. July 1, 1881, amount available.....................------------------.----...................----------------. $4,965 45 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...---------------... ------ ----..--------- ------ 4,965 45 Amount appropriated by act passed August 2, 1882--...-- ..--....--......--....-----.. 5,000 00 Amount (estimated) required for completion of existing project............ 32,516 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 Abs tract of proposalsfor dredging in Ticonderoga River, New York, opened June 30, 1881 by Lieut. Col. N. Michler, Corps of Engineers. No. Name of bidder. Price per Remarks. 1 Luther W hitney ................................................. $0 281 Bid too high. This bid being considered too high, no award of contract was made. Subsequently Mr. Whitney made a proposition to Col. John Newton, Corps of Engineers, the officer in charge, to do the dredging at 22 cents per cubic yard. This price being considered reasonable, his proposition was accepted, with the approval of the Chief of Engineers. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGER- ING NAVIGATION. The wreck of the bark Samarang, which was sunk off Sandy Hook Bar in 1880, to which reference was made in last annual report, has not been of any obstruction to navigation during the year, and it is believed that it has totally disappeared. The Board of Commissioners of Pilots of the city of New York hav- ing made repr entti~on,i Mav 31. 1882, that the wreck of the steamer Nankin, which was lying in the Swash Channel at the entrance to New York Harbor, was a most 1dangerous and hurtful impediment to navi- gation," the Secretary of War, in conformity with the provisions of sec- tion 4 of the river and harbor act of June 14, 1880, directed that the necessary steps should be taken for its removal. On the 14th of June the owners were furnished with copies of the act, and notified that if the wreck were not removed within thirty days, or a reasonable time thereafter, it would be regarded as abandoned and derelict within the meaning of the act, and steps would be taken for its removal by the government. APPENDIX E. 716 E i6. EXAMINATION OF HARBOR AT PORT HENRY, ON LAKE CHAMPLAIN. UNITED STATES ENGINEER OFFICE, New York, December 20, 1881. GENERAL: In compliance with section 3 of the river and harbor act approved March 3, 1881, I have the honor to submit herewith a report upon the examination of the " harbor of Port Henry, on Lake Cham- plain." The harbor of Port Henry, New York, is located on the west side of the south end of Lake Champlain, about 2 miles northwest from the head of the narrows at Crown Point. The mountains to the westward are said to be rich in iron ores of a particularly good quality, which are mined extensively, and the products brought to Port Henry for shipment in the crude state, or after reduction. The shipments are made to Canada and to home ports by rail and by the boats which ply upon the lake. A great deal of miscellaneous mer- chandise is also received and shipped. During the past year the money value of all the exports and imports of the port is believed to be much in excess of that of previous years, but this cannot be verified from reports by the different corporations doing business there, which are dis- inclined to publish to the public their private business. The average depth of water along the docks of the Bay State Iron Company, on the north side of the harbor, is 12 feet, and the average depth along the other docks is 8 feet, except at or near the entrance to Mill Brook, where the depth is reduced to 4 feet by deposits of silt brought down by that stream. Owing to its location at a narrow part of the lake, and the mountainous character of the boundaries on the south and west sides, the harbor is well sheltered, except against storms from the northward, which pile up heavy seal at the foot of the lake, making the anchorage dangerous and the approach to the wharves, at such times, exceedingly difficult. It is to afford protection against these northerly storms that a breakwater has been projected on the north side of the harbor, with a length sufficient to cover the front, where the neces- sity of protection is greatest. The breakwater is projected to be con- structed of timber cribs 33 feet wide, filled with stone ballast and covered by a superstructure of equal width, whose top shall be 8 feet above average low-water. Starting at a point 800 to 1,000 feet from the shore- line, and about ,1,500 feet to the northward of the present steamboat wharf, the breakwater will run in a southeasterly direction a distance of 3,500 feet, where the water is approximately 35 feet deep, the average depth not exceeding 28 to 30 feet. The estimated cost of the project is $559,030. In obedience to the requirements of section 2, act approved March 3 , 1875, a survey of this harbor for a breakwater was made in 1875 by the Engineer officer then in charge of the district, and a report submitted to the Chief of Engineers, dated March 29, 1876, which will be found on page 261, Part I, annual report of the Chief of Engineers, 1876, and to which I respectfully invite your attention. In this report the officer says that- The position and length of the breakwater designed seem to be suitable to afford the protection asked for. The construction of the breakwater would give a iuch-needed pro- tection to the industries which center at Port Henry, and as this is the most important point on the west side of the lake, I would recommend 716 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. that a liberal appropriation be made for the commencement of the im- provement for which an estimate is submitted. COMMERCIAL STATISTICS. Port Henry is in the collection district of Champlain, N. Y. Rouse's Point is the nearest port of entry. .Fort Montgomery, at the outlet of Lake Champlain, is the near- est fort, and the nearest light-house that on Crown Point. The following statement of the district of Lake Champlain for the fiscal year ending June 30, 1881, supplied by the courtesy of Mr. L. Moffin, collector of customs at Plattsburg, N. Y., is respectfully submitted: Value. Duty. Dutiable goods entered for consumption ...- -- -..- --- ..--.-.----. $1, 551, 225 78 $306, 187 56 Free goods entered for consumption .... ............................... 349, 391 83 ........... Goods withdrawn from warehouse for consumption .............. ..... 2, 659 88 4,158 06 Total for consumption--- ............. .. .......... ........... 1,903, 277 49 310, 345 62 Value of silver coin imported .... ................. ....- . ... ..... ...-... 2, 580 00 ............ Value of gold coin imported ............-------------------.................-------------.........----.. 1, 436, 000 00 --..-- :... Goods entered for warehouse and transportation to other districts 1, 311, 435 00 283, 884 97 Goods entered for warehouse (liquors only)- --...--..--.....---....-..--......... 6, 028 75 7, 968 99 Goods entered for transportation and exportation ..----..-......-............ 25, 314 00 9, 439 53 Totals (exclusive of specie) .-..-- . ...-.........- - .. .......... 1, 342, 777 75 301, 293 49 Value of domestic exports .-..........-............................. $2, 068,095 00 Number of entrances of vessels from foreign ports ....----.... ...... -- .. .... 1, 210 Number of clearances of vessels fot foreign ports- .... ....- -............ 1, 292 Coastwise entrances of vessels .... .... ...... ...... .... .......... 55 --------------------------------------- Coastwise clearances of vessels............... .................. .... 943 Amount of tonnage tax collected .... __...... _.... ...... .... ........ _.... $9, 975 46 The amount of commerce which will be benefited by this improvement is approximated at $2,000,000. I am, general, very respectfully, your obedient servant, G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col. U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. D. WHITE, ASSISTANT ENGINEER. FORT MONTGOMERY, Rous e Is 1 1 .t . Y., VIIVeI - 11, 1881. COLONEL: I have the honor to report that, in compliance with your instructions of October 6, 1881, I have made an examination of Port Henry Harbor, New York. A series of soundings in parallel lines, extending along the harbor front, varying in 2 length from 1,500 feet to miles, to the opposite shore, have been taken, and the im- provements or changes carefully observed, and as a supplement to my report on this harbor made to General John Newton, United States Engineers, January 26, 1876, and printed in the report of the Chief of Engineers for that year, I would state, as will be observed by comparing the sketch of the harbor, herewith respectfully transmitted, with the former chart, that no material changes have since taken place, save in the extension eastwardly of the embankment at the southeast corner of the Bay State Iron Company's property, by the continued deposit of slag from the iron furnaces, and a like filling at either side of the Cedar Point Iron Company's wharf, near the southern end of the harbor, which, together with the soundings, will be found indicated by red lines and figures in the sketch. The need of a breakwater at this point of the lake, in the interest of both local and general commerce, as fully set forth in my former report, remains the same. APPENDIX E. 717 A revision of the estimate made in the former report, on the present basis of prices for labor and material, demonstrates the fact that no changes need be made, and I herewith submit these estimates as the estimates for this report as follows, namely: 1,066, 800 cubic feet of pine timber, at 30 cents -..- .. - --- ..---............. - .. $320, 040 00 --------.... 105, 000 feet, B. M., pine plank, at $25 per M..---------- ----........----........ 2,625 00 965, 019 pounds drift bolts, at 4 cents -----....----------.........--..--.... ........ 38,600 76 .------- 11,760 pounds 8-inch wrought spikes, at 5 cents ... ........--......-.... 580 00 124, 163 cubic yards rubble, at $1..---------------------------------124,263 00 Contingencies, 15 per cent-...--.--..-------------...... .......-----..--------........---- ----....--....--72, 913 24 Total------...........------....----....----...------------------------------........... 559,030 00 Very respectfully, your most obedient servant, D. WHITE, Assistant Engineer. Col. G. L. GILLESPIE, Major of Engineers, U. S. A. E 17. EXAMINATION OF THE CHANNEL BETWEEN THE ISLANDS OF NORTH HERO AND SOUTH HERO, LAKE CHAMPLAIN. UNITED STATES ENGINEER OFFICE, New York, December 27, 1881. GENERAL: In compliance with section 3 of the river and harbor act approved March 3, 1881, I have the honor to submit herewith a report upon the examination of the ' channel between the islands of North Hero and South Hero, Lake Champlain," accompanied by an estimate of the cost of the improvements deemed proper to be made in the interests of commerce. The examination was made under my direction by Assistant Engineer D. White, whose accompanying report gives a full description of the channel and its approaches. These two islands lie wholly within the State of Vermont, and on the east side of the main commercial channel through the lake. To reach Swanton Harbor by water from the Canadian route along the Richelieu River the natural course is past Rouse's Point through the main chan- nel on west side of Isle La Motte to opposite the North Point of Point au Roche, thence northeast through the Alburgh Passage to McQuam Bay. If the voyage is to be continued to the southern ports on either side of the lake, the proper course to follow is south along the west side of Butler's Island and out through the " gut" between the North and South Hero Islands. This passage, or the " gut," so called, is then an important feature of the navigation affecting the commerce of the east side of Lake Cham- plain from Missisquoi Bay south to Sand Bar Bridge, at the south end of South Hero Island, where the passage is closed by an artificial em- bankment, built to facilitate traffic between the island and the Vermont shore. The '" gut " is an irregular sheet of.water of about 4 square miles in extent, with 10 feet of water in the center, where the channel is 4,000 feet wide at the maximum cross-section. From the center the channel contracts towards the entrance and to the outlet, but much more rap- idly toward the latter than to the former. The entrance on the west side is 1,900 feet wide, but is partially closed by a bar connecting the two shores, composed of bowlders, gravel, and sand, through which there is a navigable passage only 60 feet wide. The outlet on the east side is 1,700 feet wide, and has a bar, similar to the one at the entrance, through 718 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. which there is a channel 100 feet wide. The shoalest parts of the bars, which lie on the north side of the contracted channels, and which spring from narrow points projecting from south end of North Hero Island, have an average width, east and west, of 600 feet. On the south side the configuration of the shore near the bars is more nearly parallel to the channel line, and the shoals are wider and longer. The waters of the lake on either side of the " gut" are exceedingly deep, and, if re- quired, could float sea-going vessels of the largest class. If the bowlders were removed from the two bars so as to widen the channel-way to 250 feet it would seem that the improvement would be a permanent one, and would be of great benefit to boats and tows during northwesterly weather, when the waves are high, the currents strong, and the passage difficult and dangerous. I therefore recommend that the sum of $8,000 be appropriated for the :improvement, for which an estimate is submitted by Assistant Engineer White. COMMERCIAL STATISTICS. This passage is in the collection district of Vermont. The port of entry is Bur- lington, Vt. Application was made to the collector of customs at that place for the amount of revenue collected, but no answer received. Fort Montgomery, Rouse's Point, is the nearest fort; nearest light-house, Point an Roche. It is impossible to state the amount of commerce which will be benefited by this improvement, but it can be said that it will greatly facilitate traffic and commerce with all the west shore line of Vermont, extending north from Burlington to and inclusive of Missisquoi Bays. I am, general, very respectfully, your obedient servant, G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. D. WHITE, ASSISTANT ENGINEER. FORT MONTGOMERY, Rouse's Point, N. Y., .ovember 11, 1881. COLONEL: I have the honor to submit the following report on the examination and :survey of the " Gut," made in accordance with your directions under date of October 6, 1881. The passage in Lake Champlain, lying between the islands North and South Hero, Vermont, known as the " Gut," is about 2 miles in length, and the navigable part varies in width from 60 feet at the entrance and 100 feet at the exit, where buoys are placed, to about 4,000 feet a little east of the center. Its entrance is about 19 miles south of Rouse's Point, the outlet of the lake. It is the mIai water communication between the commercial channel on the western, and Swanton Harbor and Saint Albans Bay on the eastern side of the lake. This passage is in use by both steamers and sail craft engaged in the general and local commerce of the lake. The passage along its chan- nel, as will be seen by the soundings shown upon the chart herewith respectfully sent, carries an average depth of about 10 feet, and has sufficient width, except at two points, its entrance at the western and its exit at the eastern end, where, by the for- mation of bars, extending from either shore, the channel has become narrowed at these places to about 60 feet at the entrance and about 100 feet at the exit. The volume of water in the passage has no permanent set of current, but an ebb and flow, according to the direction and force of the winds, which at times during our operations amounted to 1,500 feet per hour either way. The bar at the entrance of the passage consists of bowlders of various sizes, closely packed together, and the interstices filled with tenacious clay, sand, and gravel, and the surface of the bar is thickly strewn with bowlders, large and small. Just inside this entrance, and a little to the left, are two large and dangerous bowlders, the re- ,spective positions of which are indicated on the chart by the letters X and Y, upon either of which is less than 2 feet of water. APPENDIX E. 719 The bar at the exit is made up of gravel, clay, sand, and small bowlders. There is also a dangerous rock here, lying in the direct course between the exit and Ludd's Wharf," the position of which is marked on the chart by the letter N, and upon which " is only 6 feet of water. It is at these two points, the entrance and exit, where im- provements are mainly required. During the prevalence of heavg northeasterly and northwesterly winds the water rolls into the passage with great force, rendering its navigation most hazardous, and it is not infrequently the case that vessels have to pass each other in these narrow places at these times. As a relief to navigation it is asked that the channel at these points, entrance and exit, be enlarged to 250 feet in width, and the dangerous rocks and loose bowlders al- luded to be removed. In view of the importance of this passage to the well being of both general and local commerce of the lake, I would respectfully propose the widening of the channel at the entrance and exit and the removal of the dangerous rocks, The estimated cost of the work is as follows, viz: 5,969 cubic yards of dredging at the entrance, at 50 cents................. $2, 984 50 2,246 cubic yards of dredging at the exit, at 35 cents----................... 786 10 For removing dangerous rocks, &c ..................................... 500 00 Contingent ....-----------------..---......---..-----......--...................------------------------....... 629 40 ......----......----------....-----..------....-----------------------.... Total-------- 4,900 00 Very respectfully, your obedient servant, D. WHITE, Assistant Engineer. Col. G. L. GILLESPIE, Major of Engineers, U. S. A. E I8. SURVEY FROM A POINT BETWEEN ELLIS ISLAND AND THE DOCKS OF NEW JERSEY CENTRAL RAILROAD TO A POINT BETWEEN ROBBINS' REEF LIGHT AND CONSTABLE HOOK, IN WATERS OF NEW-YORK BAY, NEW JERSEY. UNITED STATES ENGINEER OFFICE, New York, December 28, 1881. GENERAL: In compliance with section 3, river and harbor act ap- proved March 3, 1881, I have the honor to submit herewith my report on the examination " from a point between Ellis Island and docks of New Jersey Central Railroad to a point between Robbins' Reef light and Constable Hook, in waters of New York Bay, New Jersey." This examination was made under the direction of my predecessor, in July and August, 1881, and was conducted personally by Assistant Engineer A. Doerflinger, whose report accompanying this communica- tion gives the outline of the projected improvement and the estimated cost. The area covered by the examination is locally known as " Jersey Flats," which lie on the west side of the Upper Bay of New York, imme- diately south of Jersey City, extend to the entrance to Kill van Kull, and comprise 4,886 acres. The Coast Survey chart of the Upper Bay, prepared in 1855, by com- parison with that of 1835 shows that during the intervening twenty years the flats had moved greatly to the eastward, with an accompany- ing diminution in the depth of water. This shoaling is known to be due in part to the encroachments upon the river front by wharf con- structions at Jersey City, and in part to deposits of dredgings taken from the slips in New York City. The shoalings from these sources caused the 20-foot curve between Ellis Island and the canal basin in 720 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Jersey City to advance 230 yards, and it has been estimated that the average daily deposit upon the flats was, during the interval stated, 1,500 cubic yards. The bed is composed generally of a deposit of mud, silt, sand, gravel, and bowlders, with an average depth of 6 feet water over it at low stage. From Oyster Island to Craven's Point, on the Jersey shore, a wide shqal of rock in position underlies the bed; at many points the rock is visisble at low-water, but generally lies at an average depth of 12 feet below that grade, with a varying covering of sand and silt, such as is found at other points of the flats. In the immediate vicinity of the small islands which lie adjacent to the main ship channel there are no- ticed small submerged areas of bowlders. In 1872 the Coast Survey completed additional surveys to ascertain the extent of the continued shoals on the flats. To form a comparison with the survey of 1855 a line was drawn from Robbins' Reef light-house to Bedloe's Island flag-staff, and thence slightly deflected through Ellis Island flag-staff to the New Jersey Central Railroad wharf. From these datum lines normals were laid off, and by the latter the changes in the 6, 12, 18, and 24 foot curves were noted. It was observed that all the curves had been pushed outwards or eastward, but most conspicuously the 24-foot curve near Ellis Island, which had moved on the average 303 feet, the maximum advance being 825 feet, reducing by so much the width of the main channel for heavy ships and increasing the shoal ground by 129 acres. The 18-foot curve had advanced in the av- erage 211 feet, representing a shoaling of 92 acres, and at Oyster Island the 12-foot curve had advanced over 1,000 feet, due to careless and inju- dicious dumpings there of city dredgings. It was estimated that the total deposits from 1855 to 1871 upon the border of the main channel, due to natural and artificial causes, reached the high figure of 3,000,000 cubic yards. Since 1871 dumpings of city dredgings upon the Jersey Flats have been prohibited by the pilot commissioners, and in conse- quence the shoalings arising from deposits due to natural causes have been so slight as to be almost inappreciable except on the outer edge of the flats. Later examinations, including the one to which this report refers, show that the flats, being under the lee of the long wharves at Jersey City, and sheltered from the currents which bring down deposits from the upper river, are not subject to further material shoalings, and that the present average and almost uniform depth of 6 feet over the general surface at low stage will be probably maintained indefinitely. As the many railroads which concentrate at Jersey City now occupy all the belst deep-water front in that city for their ferry slips, and for their own storehouses, elevators, and shipping wharves, the city feels sadly in need of a larger water front to accommodate the commerce which naturally seeks that side of the harbor, and which now goes else- where to overcrowd the wharves in New York City and Brooklyn. . To get a relief from this state of things it has been proposed to extend on . the south side of Jersey City the exterior line of piers farther across the flats towards deep water, so that the property holders on the west shore line may render their water fronts available for shipping pur- poses, and increase, by these improvements, the storage and shipping business of the harbor. The movement was commenced in 1864 by the riparian commissioners of the State of New Jersey, establishing the exterior line of solid filling shown on the chart, 500 feet beyond which was placed the exterior line of piers. These lines follow generally the curvature of the shore. The promoters of the present examination now APPENDIX E. S721 desire that the government shall excavate a channel 300 feet wide, bot- tom measurement, and 21 feet deep at low-water, from the wharves of the Central Railroad of New Jersey in a straight line to the deep waters of Kill van Kull, the axis of the channelso excavated to be 670 feet to the eastward of the established exterior line of piers. Should the govern- ment undertake the opening of the communicating channel, the riparian commissioners agree to extend the exterior line for piers 500 feet beyopd the line now adopted, which will then make the prospective piers and their intervening slips accessible to the deep-water channel, and open a shorter and more sheltered interior channel from the docks in Jersey and New York cities to those on Kill van Kull. Already have some of the property holders on the west shore commenced the excavation of channels across the flats to connect their wharves or slips near the present shore lines with the main channel of the bay. Two are shown upon the map; the first, that of Messrs. Morris & Cumings, starts nearPamrepa, and strikes the 12-foot curve midway between Robbins' Reef light and Oyster Island. It is 8,400 feet long, 100 feet wide, and has 10 feet water at low stage. The second, in process of excavation, extends from Made Island to deep water, midway between Oyster Island and Bedloe's Island, part of it being excavated through the rocky area shown on the chart. It is probable that other channels, with the same object of util- izing the western shore, will be opened at an early day, but their limited width and depth must restrict their use at high-water to vessels draw- ing not exceeding 15 feet of water, and they will therefore not be able to afford all the relief that is desired. The estimate which accompanies this report shows that the opening of the government channel, now so earnestly advocated by the property holders on Bergen Neck, will be a work of great magnitude, and will cost the large sum of $7,134,980. This estimate has been carefully revised, and is approximately correct. Although it is stated that the channel across the flats, opened at the expense of private individuals, has not shoaled since its excavation, it is not at all certain that the government channel once opened will be self sustaining. The ebb and flood currents set directly across its projected axis, and it is to be.expected that a slight degradation of the slopes of the cut in sand and silt will take place, and that a large percentage of the movable material of the bottom adjacent to the improvement will gradually find its way into the deeper part. For this reason it is almost certain that dredging will be irequired at intervals to keel) the channel free after it has been once opened. The projected channel will surely be of great benefit to any wharves which may be built out to it from the west shore, but it cannot be considered at all a complete, nor even an approximate, solution of the problem which is presented when the future application of the flats is considered. The time will come when this section will be examined with the view to its conversion into wet-basins, and if we heed the rapid growth of the city's commerce and wealth during the past twenty years, we may be impressed with the conviction that this conversion will not be long deferred. The rapid development and increase of the commercial wealth of Lon- don, Liverpool, and other important seaports of the Old World following the establishment of wet-docks to facilitate trade and commerce, furnish prominent examples of what our own largest seaport may develop into when the shipping necessities of the harbor are once appreciated and suitable sums are devoted to the construction of improvements which will extend the field of its commercial greatness by giving not only piers 46 E 722 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for handling produce entering into immediate consumption, but by giv- ing facilities for housing that designed for exportation. It is inopportune now to consider the conditions under which this con- version should take place, or to divide by exact lines the water spaces to be reserved; but any adopted plan should be based upon the princi- ple of preserving, as far as possible, the tidal reservoir of the flats, which equals 30,000,000 cubic yards approximately. Neglecting at this time, then, all reference to an improvement which contemplates the construc- tion of wet-docks, it will be stated that the immediate effect of opening a channel 300 feet wide from the north to the south end of the flats will be, first, to diminish in a moderate degree the sailing distance between the New York City wharves and the waters of Kill van Kull, and to give a better protected interior channel for the shipping between those points; and, second, to diminish in the average by 3,700 feet the length of piers, or piers and channels, connecting the west shore line with the deep- water channel to enable that portion of the water front to be utilized to an equal extent with other parts of the bay. As the flats are quite shoal, well sheltered from river currents, and have their eastern edge precipit- ous and bold, it is believed that the building of piers and docks across them will not disadvantageously effect the present currents of the main channel, and that these improvements may be made without conflicting with any interest involving the security and preservation of the navi- gation of the Upper Bay or any of its approaches. Jersey Flats are in the collection districts of New York and Newark, N. J., which are the nearest ports of entry. The nearest fort is at the Narrows, and the nearest light-house on Robbins' Reef, Upper Bay, New York Harbor. The amount of revenue collected at the port of New York, for the year ending June 30, 1881, was $139,579,562.83. The amount collected for the same period at Newark, N. J., was $9,327.06. Number of vessels permanently documented at Newark for the coasting trade is 28 sail and 30 steamers, with an aggregate tonnage of 5,402 tons. Vessels entered from foreign ports, 49; vessels cleared for foreign ports, 10. The proportion of commerce represented by the foregoing figures which will be benefited by the improvement cannot be given approximately. It has been estimated as high as $10,000,000 annually. I am, general, very respectfully, your obedient servant, G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. A. DOERFLINGER, ASSISTANT ENGINEER. NEW YORK, December 12, 1881. MA. : I respectfully to submit the following repuorton the examination of .have New Jersey Flats, made with the view of determining the feasibility and cost of con- structing a ship-canal extending " from a point between Ellis Island and the docks of the Central Railroad of New Jersey to a point between Constable Hook and Robbins' Reef Light, New York Harbor." The field work of the survey was executed between July 10 and August 23, 1881, under instructions from the late Lieut. Col. N. Michler, Corps of Engineers, brevet brigadier-general United States Army, and was confined principally to making bor- ings in order to determine the character and extent of a ledge of rock underlying the flats off Craven's Point. The soundings on the chart submitted herewith are taken principally from a United States Coast Survey chart, based on resurveys made in 1871, 1872, and 1873. In con- nection with the borings, however, soundings were also taken in the present exami- APPENDIX E. 723 nation, and compared with those of the United States Coast Survey; no material dif- ference was found to exist between the present soundings and those of 1871, 1872, and 1873, from which it appears that no marked change in the depth of water over the portion of the flats examined has taken place since the date of the earlier survey. The total number of borings made is 328, of which only those most characteristic are shown on the map; they were made with a well-pointed iron rod, which could be lengthened at will by the addition of 10-foot sections. This rod was charned down from a platform framed across two row-boats by the united efforts of two men, until rock or other impenetrable strata was reached; the rod was withdrawn by means of a simple windlass arranged for the purpose on the platform. The position of each boring was located by sextant observations. From this investigation it was found that the material composing the upper straum of the flats is principally mud, soft on top, becoming more or less stiff and harder with depth. A ledge of rock was found to extend out from Craven's Point to the- main ship-channel. The higher portions of this ledge come to the surface at several points on a line drawn from Craven's Point to the southerly end of Oyster Island, which latter is one of the summits of the ledge. Outcroppings of the rock, which consists of gneiss nearly vertically stratified, the strata running in a northeasterly direction, are also found on the mainland at Cra- ven's Point. Sand, shells, and gravel, and mixture of the latter form, the more im- mediate covering of the rock, accumulations of bowlders of various sizes, some of which are dry at low-water, were found at the points where the rock comes to the sur- face. Immediately north of the ledge, for a distance of about 2,000 feet, soft mud was found to a depth of 22 to 23 feet below low-water; from this point to the docks of the Central Railroad hard sand was found a short distance below the surface. To the south of the ledge mud was generally found to a depth of 18 to 21 feet, below which, in most instances, sand and clay were reached. To determine the velocity and direc- tion of the tidal drift, current observations were made off Craven's Point, and also between Ellis Island and the docks of the Central Railroad. The observations at each station were continued during the greater part of one tide. On the chart the direction and velocity of maximum current only is indicated. During the period covered by the observations, about 4 hours on each tide, but little change in the direction of the current was observed, with the exception of the flood current at the last-mentioied station, the direction of which during maximum velocity was found to bear 100 further north than during the first and last stages of the tide. Between Ellis Island and the docks of the Central Railroad maximum ebb current occurs about 4 hours after the preceding high-water, and maximum flood about 4 hours after the preceding low-water. Off Craven's Point maximum flood current happens about 4 hours after preceding low-water, and maximum ebb 3 hours after preceding high-water. From observations on the currents in the Hudson River, between Bedloe's Island and Castle Point, made under the direction of Col. John Newton, Corps of Engineers, in 1874, it was found that "the occurrence of maximum discharge of the river takes place about 14 hours 19 minutes after moon's transit"; and also that "the swiftest flood currents happen about 8 hours 22 minutes after moon'ssouthing." (Report of the Chief Engineers, 1875, page 217, part 2.) At the " Idle Hour" Dock the mean interval of high-water after preceding moon's transit is 8 hours 1 minute, and mean duration of fall of tide 6 hours 32 minutes; from which it appears that maximum ebb in the Hudson River happens 6 hours 18 minutes after high-water, or about 2 hours 18 minutes after the occurrence of maxi- mum ebb on the flats near Ellis Island, and 3 hours 18 minutes later than off Craven's Point; and likewise that maximum flood in the Hudson River occurs about 2 hours 28 minutes later than at both current stations on the flats. To obtain access to the deep water of New York Harbor it is the desire of the owners of the lands bordering on the flats, and of others interested in the utilization of the flats for the purposes of trade and commerce, that a ship-channel be constructed about 500 feet outside of the pier line as at present established from the docks of the Central Railroad to Craven's Point, the channel to continue in a straight line to the deep water of Kill van Kull. The Riparian Commissioners of the State of New Jersey propose, should the construction of the channel be undertaken by the United States Govern- ment, to establish a new pier line to coincide with the westerly limits of this channel so that the future pier heads will thus be accessible from the navigable waters of the bay. In addition to affording a means of deep-water communication between future piers that may be built on the flats and the navigable waters of the harbor, the chan- nel would somewhat shorten the distance from points on the Hudson River to points on Kill van Kull, and would afford a more sheltered water-way to the numerous tows now plying between these points, and one more free from strong head currents than the main ship-channel. The proposed channel is shown on the chart. The depth of the projected cut has been assumed at 21 feet at mean low-water, with a bottom width of 300 feet, and slopes 724 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of 1 upon 1 in earth, the sides of the cut through rock to be nearly vertical. The quantity of excavation has been calculated from the soundings and borings. The rock cutting should be regarded as approximate only, since a more detailed survey than it was possible to make with the funds available for the present examination would be necessary to determine this amount with a greater degree of accuracy. It will be seen by an inspection of the chart that both the ebb and flood currents do not run in the direction of the proposed cut, but make an angle of about 22 degrees with the same. It is probable, however, that the effect of the channel, should the same be ex- cavated, would be to somewhat modify the present currents on the flats, so that on the completion of the work the direction of the tidal drift would become more nearly coincident with that of the channel, and the currents, by their scouring action, tend to keep the channel open; especially would this result be likely to follow should piers be built from the main land out to the line of the channel. Still, in all probability, more or less silting up would take place by the washing in of the banks of the cut, at least in those portions where the cutting is through soft mud, as is the case directly north of the ledge of rock, so that redredging would likely become necessary from time to time in order to maintain a depth of 21 feet in the channel. The estimated cost of the proposed channel is herewith respectfully submitted. The cost of $12 per cubic yard for rock excavation is based on the supposition that the work will be done in the ordinary way of drilling from the surface, breaking the rock up by blasting, and removing the fragments by means of a dredge. • It is believed, however, that should appropriations be made sufficiently large to warrant the adop- tion of a comprehensive plan of operations the greater portion of the rock could be removed at a much less cost by inclosing the area to be operated on with a coffer-dam, and carrying on the excavation in open cut. ESTIMATE OF COST. 458,333 cubic yards rock excavation, at $12 per yard.. .................. $5, 499, 996 3,945,400 cubic yards dredging, at 25 cents per yard .................... 986,350 Engineering, contingencies, &c.............................. .... 64, 634 Total.................... ................... ...... ........... 7,134,980 I am, very respectfully, your obedient servant, A. DOERFLINGER, Assistant Engineer. Mal. G. L. GILLESPIE, Corps of Engineers, Bvt. Lieut. Col., U. S. A. APPENDIX F. IMPROVEMENT OF DELAWARE AND SCHUYLKILL RIVERS; OF THE SUSQUEHANNA ABOVE RICHARD'S ISLAND; AND RIVERS IN NEW JERSEY AND DELAWARE-HARBOR IMPROVEMENTS IN DELAWARE RIVER AND BAY-CONSTRUCTION OF PIER AT LEWES AND OF ICE HARBOR AT HEAD OF DELAWARE BAY-DELAWARE BREAKWATER. BEPORT OF CAPTAIN WILLIAM LUDLOW, CORPS OF ENGINEERS, BVT. LIE UT. COLONEL, U. S. A., OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 188'2, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Delaware River, between Trenton, 14. Salem River, New Jersey. New Jersey, and Bridesburg, Penn- 15. Chester Creek, Pennsylvania. sylvania. " 16. Rancocas River, New Jersey. 2. Delaware River below Bridesburg, 17. Saint Jones River, Delaware. Pennsylvania. 18. Susquehanna River, Pennsylvania, 3. Delaware River at Schooner Ledge. above Richard's Island. 4. Delaware River near Cherry Island 19. Iron pier in Delaware Bay, near Lewes, Flats. Delaware. 5. Schuylkill River, Pennsylvania. 20. Ice harbor at head of Delaware Bay. 6. Ice harbor at Marcus Hook, Pennsyl- 21. Delaware Breakwater Harbor. vania. 22. Removal of wrecks from Delaware 7. Ice harbor at Chester, Pennslvania. Breakwater Harbor. 8. Ice harbor at New Castle, Delaware. 23. Removing sunken vessels or craft ob- 9. Wilmington Harbor, Delaware. structing or endangering naviga- 10. Broadkiln River, Delaware. tion. 11. Mispillion Creek, Delaware. 24. Port Warden's Line, Philadelphia, 12. Duck Creek, Delaware. Pennsylvania. 13. Cohansey.Creek, Delaware. EXAMINATIONS AND SURVEYS. 25. Newton Creek, Camden County, from 28. Salem and Cohansey Creeks, N. J. Delaware River to head of naviga- 29. Murder Kiln, Delaware. tion. 30. Frankford Creek, from its mouth in 26. Mantua Creek, Gloucester County, the Delaware River to Frankford from Delaware River to head of Avenue. navigation. 31. Indian River, in the State of Dela- 27. Maurice River, from Delaware Bay to ware, from its mouth to Millsbor- Millville, Cumberland County. ough. UNITED STATES ENGINEER OFFICE, Philadelphia, Pa., July 31, 1882. SIR: I have the honor to submit herewith the annual reports of the works for river and harbor improvement, and of the examinations and surveys in my charge, for the fiscal year ending June 30, 1882. 725 726 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Until September 3, 1881, tol. J. N. Macomb, Corps of Engineers, with whom I was on duty as his assistant, had charge of these works. Very respectfully, your obedient servant, WILLIAM LUDLOW, Captain of Engineers, Bet. Lieut. Col., U. S. A. The CHIEF OF ENGINEERS, U. S. A. F I. IMPROVING DELAWARE RIVER BETWEEN TRENTON, NEW JERSEY, AND BRIDESBURG, PENNSYLVANIA. While the limits designated in the title of the appropriation include the considerable stretch of navigation from Trenton to Philadelphia, within which are several points that will ultimately demand attention, the appropriations hitherto made have been for the most part expended in improving the navigation in the vicinity of Bordentown, N. J., where the principal obstructions are found. Operations at other points were necessarily deferred by reason of the limited sums available. The project approved September, 1878, had for its object the exten- sion of the 7-foot low-water navigation (which formerly terminated just below Bordentown) upward, past the city and the entrance to the Del- aware and Raritan Canal, to the corresponding depth abreast Duck Island, and operations thereunder are given in the successive Annual Reports of 1879, 1880, and 1881. The works involved were: 1. The construction of two dikes at the head of Duck Island and Long Bar, to prevent a detrimental division of the river at those points, and a deposit of sand and alluvium in the main channel, near the lower end of Duck Island; and 2. The dredging of the river bed to such extent as should be found necessary to give the required depth, the amount of such dredging being uncertain by reason of the character of the material and the action of the river currents thereon. With the $10,000 appropriated in the act of March 3, 1881, the con- struction of the channel past Bordentown was continued and brought to an advanced stage. As stated in the last annual report a portion of this sum was al- lotted to repairing the dikes which, built in 1879, had been injured by the flow of heavy ice over them, due to the formation of a gorge during the winter of 1880-'81. The remainder of the appropriation was ex- pended in dredging under the contract with Mr. Herron, of July 27, 1881. This agreement provided that for all material salable as building sand the contract price for dredging within the channel line should be 22 cents; for other material, to be landed or otherwise removed from the river, 50 cents per cubic yard. Operations under this contract began September 5, and continued until November 18, when the available sum had been expended. The amount of material removed from the channel during that period was 21,085 cubic yards, of which 17,865 yards were marketed by the con- APPENDIX F. 727 tractor, and the remainder brought ashore or dumped back of Duck Island. During the progress of the dredging the wreck of a canal boat was uncovered within the channel limits and removed by the contractor at a cost of $300. Subsequent examination showed the result of the work to have been as follows: The 4-foot low-water curve, which, previous to operations, had closed above and below the bar near the foot of Duck Island, leaving a shoal over 400 feet in width, with a least low-water depth of 2j feet, now formed a straight channel through the bar of 100 feet width. The 7-foot low-water curve had been moved about 700 feet farther upstream, with a width of about 150 feet, while a narrow 6-foot low-water channel nearly penetrated to the same depth above. A general lowering of the river- bed in the vicinity of the channel was observed, and the currents, re- lieved from a large portion of the obstructing shoals, traversed the channel with an increased velocity. The indications seem favorable to the maintenance of a good naviga- ble depth, when the full effect of the dredging shall have been secured. The choking of the channel at this point and the subsequent dete- rioration of the lower portions was unquestionably due, in a consider- able degree, to the discharge back of the islands, which has been cut off by the building of the dikes above. The natural and miost effective position for the main channel is evi- dently in the concave of the Jersey shore, and it is possible that the river will be able, with some assistance, to maintain itself in this posi- tion without the necessity for deflecting dikes from the Pennsylvania bank. The freshets during the past year were exceptionally high, and over- flowed for several days the island and adjacent lowlands. Some wash- ing out of the filling of the dikes and of the light soil near their upper ends occurred and was repaired at a small expense. In order to relieve somewhat the pressure in future, two of the upper courses of logs were removed from the middle section of the upper dike. During the ensuing fiscal year it is proposed to make the channel through the bar near the lower end of Duck Island 150 feet in width, and to remove a small shoal at a point below, due to the dredging above. For this purpose and to begin operations at the other points requiring attention, appropriation should be made for the fiscal year 1883-'84 of $25,000. This improvement is in the collection district of Burlington, N. J., which is the near- est port of entry. Fort Mifflin is the nearest fort, and the Horse-Shoe Range lights the nearest light- house. Total amount appropriated to June 30, 1882.. ... -- $81,000 __....................... Total amount expended to June 30, 1882..........................-.... _-. . 81,000 Money statement. July 1, 1881, amount available.......................................... $9, 683 41 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.........--------------..-..--..---..------........--.........--------------........ 9, 683 41 Amount appropriated by act passed August 2, 1882 .. ---- .----- .... . 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 25, 000 00 728 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Stat6ment of tonnage passing (east and west) through Delaware and Raritan Canal at Bor- dentown, . J., for the year 1881. Character of freight. East. West. Tons. Tons. Lumber, &c .. .................. ... .................................. 48,404 17, 368 Coal ....------------------------------------------------------------- 761,704 64, 943 Stone, lime, &c ...................................................... 47, 231 202,104 Flour and provisions. ---..-------.....---....--...--.........................---------------------------......-------....... 20, 677 12, 514 Grain, cotton, &c............--.............--.......... ---......-..-..-..-...-......... 20, 198 27, 471 Iron (railroad, pig, &c.)- ....-- ............--.- .......----- . .........-. 12, 186 24, 156 Sugar and molasses... --..............------ ----.....----..--.... --.....--------- 22, 706 39, 380 Manufactures and machinery ......................--- ..--...........-- 97, 131 55, 950 Merchandise................................. ...... ..................----- 16, 134 16, 352 M iscellaneous .. ........... ........... ....... ...... ......... .. ....... ......... 8,243 12, 727 Total--------......-----------.......--.......------------------------------..--...---........... 1,054,614 472,965 Gross tons, 1,527,579. Abstract of contract entered into during fiscal year ending June 30, 1882, for improvement of Delaware River, near Bordentown, N. J. Refuse mate- rial to be de- Merchantable Date of con- Name and residence of contractor. sand. posited on tract. Remarks. shore or be- hind dike. Percubic yard. Per cubic yard. Michael Herron, Bordentown, N. J.. $0. 22 $0. 50 July 27, 1881. Completed. F 2. IMPROVEMENT OF DELAWARE RIVER BELOW BRIDESBURG, PENNSYL- VANIA. The improvement of the Delaware River navigation has now so far advanced in consequence of operations at several points and of the sur- veys which, as elsewhere reported, have been completed from Brides- burg to Liston's, a distance of 57 miles, as to have developed the loca- tion and character of all the obstructions existing and requiring present attention. It may be said with regard to the general subject that over very few stretches of the main channel are the depths or widths greatly in ex- cess of those needed for purposes of free navigation for the Delaware commerce, which includes the heaviest class of vessels engaged in for- eign trade, and that for long distances, even where no obstructions exist, the capacity is only just sufficient for that commerce. For this reason the system of landing the dredgings in such manner as to pre- vent their return to the river to be redistributed by the alternating cur- rents, has now been adopted since 1880, in accordance with the recom- mendations from this office, confirmed by the report of a Board of En- gineers and approved by the Chief of Engineers. The immediate result was an increase in the cost of dredging, but as the contractors sought for and found opportunities to fill lands and derive a profit therefrom, the cost of dredging fell again to what it had been under the former system of throwing the spoil into the river. The points at or near which obstructions to the navigation of the Delaware, below Bridesburg, exist are as follows, all of which, with but APPENDIX F. 729 one important exception, it will be observed are in process of improve- ment: 1. Near Five-Mile Point, between Bridesburg and Philadelphia. 2. The vicinity of Petty's Island, Philadelphia. 3. The bars between Philadelphia and Camden. 4. A shoal near Greenwich, Philadelphia. 5. The ' Horseshoe," between Philadelphia and League Island. 6. Mifflin Bar, 3 to 4 miles below League Island. 7. Schooner Ledge, between Chester and Marcus Hook. 8. The Cherry Island Flats, opposite Wilmington. 9. Bulkhead Shoals, between New Castle, Delaware, and Pea Patch Island. 10. Dan Baker Shoals, near the head of Delaware Bay, between Reedy Island and Liston's Point. In the case of Schooner Ledge and the Cherry Island Flats, the river and harbor acts make specific appropriations, which are not included in the general appropriation for the Delaware River, and are separately reported upon elsewhere. Of the remaining localities there are given the following description and account of operations during the past fiscal year under the provis- ions of the river and harbor act of March 3, 1881, which appropriated $100,000 for the general improvement of the Delaware below Brides- burg. The allotments of this sum to special localities was made as fol- lows: To the new up-river channel, past Petty's Island ..-- ..................... 3, $-- 000 To continuing operations, Petty's Island Bar ...... .................. ...... 20, 000 To continuing operations, Mifflin Bar ........------ .................. .... .. 45, 000 To beginning work on Bulkhead Shoals ................................... 32, 000 Total ......------......------ ......----------......----......-----......----....-----.............. -- 100, 000 FIVE-MILE POINT. The obstructions in this vicinity principally affect the up-river trade; the main ship-channel and the export business of the port terminating below. This trade, however, reaches large proportions annually by reason of the numerous steamboats plying to Trenton and intermediate river points, and because the business of the Delaware and Raritan Canal, furnishing inland transportation between New York and Philadelphia, takes this route.' For the accommodation of the general river business, an available depth of 9 or 10 feet is needed, but the crooked channel under Five- Mile Point has but 6 to 7 feet only, and the attainment of a better navi- gation through this would, from the circumstances of the case, be im- practicable unless at a heavy cost. Past the upper end of Petty's Island, however, it was found that a narrow channel of about the same depth existed, with the advantage of being perfectly straight and par- allel to the flow of the currents. It seemed probable, therefore, that a deepening and widening of this channel, which had free communication with deep water at each extremity, would give permanent relief. With an allotment of $3,000 from the general appropriation, contract was made October 4, 1881, for a channel 800 feet in length, 100 feet in width, and 9 feet in depth at mean low-water. The work was done in December, 1881, and January, 1882, 6,500 cubic yards of material having been removed. By reason of the moving in of the fine sand from the adjacent banks 730 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the full width of channel was reduced from 100 to 70 feet. A survey made this spring showed that the channel dimensions had fully main- tained themselves during the winter, and that with an increased width this channel will be in condition to meet the requirements of the up- river commerce. To effect this increase to 200 feet, sufficient to give room for the heavy canal tows, will require the expenditure of about $4,500 during the fiscal year 1882-'83. The act of March 3, 1881, ordered a survey of Five-Mile Point, but as the purpose of the survey was not designated, it is presumed the intention was to call attention to the needs of the up-river trade. The survey was made in May, 1881, and a tracing of the chart, on a scale of 200 feet to the inch, is submitted herewith. Were it a question of continuing the deep-water navigation of the port upward, it is evident that to connect the 24-foot curves between Five- Mile Point and Fisher's Point with the same depth on the Philadelphia front would demand very extensive dredging, separated as they are by a broad shoal with a least depth upon it of 4 or 5 feet, through which a channel half a mile in length must be made. Furthermore, by reason of the curvature of the river and its separa- tion into two channels by the wedge-shaped mass of Petty's Island, it is more than probable, that to maintain the increased depth, a perma- nent dike would be required curving from Fisher's Point to the east- ward, with a final direction towards the upper end of Petty's Island. This dike would not connect with Petty's Island, but leave an open- ing between them of greater or less width as might be found necessary to support the western channel without causing undue shoaling in the east channel at the lower end of Petty's Island. These works are not estimated for, because of their great develop- ment and cost, and because, if the up-river traffic only is in question, there is reason to believe that the works now under construction will upon completion furnish the desired relief. PETTY'S ISLAND BAR. The removal of the bar abreast of Petty's Island, which separated the main ship-channel from a stretch of 1 miles of deep water lying off the upper part of the city, has been in progress since 1879, and on June 30, 1881, the 24-foot low-water channel through the bar had a total width of 225 feet, with the uncompleted contract of August 26, 1881, still in force. Upon the termination of this, in September, further contract was made October 4, 1881, with the allotment of $20,000 from the general appropriation in the act of March 3, 1881. The unusually mild and open winter permitted the continuance of the work with but slight interruption from October, 1881, to the end of March, 1882, when the funds were exhausted after the removal of 30,571 cubic yards. This amount, with the 8,298 cubic yards dredged earlier in the season, under the previous contract, made a total for the year of 38,869 cubic yards. The work thereby accomplished was the widening of the channel, par- ticularly in its lower portion, to the great relief of the commerce coast- wise and foreign centering near Port Richmond. With additional appropriation this work should be continued with the ultimate purpose of making a 24-foot mean low-water navigation to the full width necessary for the turning and docking of vessels. APPENDIX F. 731 For this purpose an expenditure of $25,000 could be judiciously made during the fiscal year 1882-'83, and a similar sum during 1883-'84. SMITH'S ISLAND BAR. Siith's and Windmill Islands, which are practically one, being sepa- rated only by a narrow passage for ferry-boats, divide the river between Philadelphia and Camden into two channels. The main channel (be- tween the islands and Philadelphia) has been so reduced in width by the gradual extension of the Philadelphia wharves that its navigation is often inconveniently crowded, while the increasing dimensions of vessels call for correspondingly longer docks, space for which the narrowed channel cannot afford. Above and below the islands bars extend, the former stretching upward and iearly overlapping the lower end of the bar below Petty's Island. The passenger and freight traffic between Philadelphia and Camden is in consequence greatly interfered with, and the use of the eastern channel between Smith's Island and Camden for the general navigation is prevented, except for vessels of light draught. In the river and harbor act of 1880 it was provided that $10,000 of the general appropriation for the Delaware River should be expended in such manner as to afford the greatest relief to the navigation in this vicinity, and in the following fall a channel 10 feet in, depth at low- water, with a width of 200 feet, was dredged in a diagonal direction up- stream from Camden towards Shackamaxon street, Philadelphia, con- forming as well as might be with the movements of the current. In this work somewhat less than half the allotment was expended, as it seemed doubtful from the physical configuration of the stream at this point if the dredging would be effectual. Re-examination in the spring of 1881 showed results more favorable in the direction of permanence than had been anticipated, and in con- sequence the balance of the 1880 allotment was put under contract September 23, 1881, and an additional 13,000 yards removed. A recent survey proves that the channel is capable of maintaining itself, at least to the extent to which the improvement has been made. The 10-foot channel has in part deepened to 12 feet, and has a width of 375 feet, sufficient to give relief to the ferry traffic and to promote the use of the east channel along the Camden front by a large number of vessels which have hitherto been compelled to crowd the narrow main channel to the westward. So far as it has progressed, therefore, the results of the improvement have been favorable, but the complications due to the curvature of the stream, the existence of Smith's and Petty's Islands, and the partially conflicting action of the tidal currents are such as to make the question of the proper remedial measures to improve the navigation between Philadelphia and Camden and to fully develop the commercial advan- tages of the port, one of great difficulty, requiring for its solution the most careful investigation and study. If the expenditures in this direction are to be continued they should be preceded by a thorough examination of the whole subject, including the geological character of Smith's Island and the Shoals. SHOAL NEAR GREENWICH, PHILADELPHIA. As has been hitherto reported, this shoal lies in mid-channel, with about 17 feet of water upon it at low-water, and contains above the 24-feet contour about 250,000 cubic yards. Nothing has been done for 732 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. its removal on account of the necessity for expending the appropria- tions made at more important points. Its removal once effected would no doubt be permanent. THE HORSESHOE. In passing the lower part of Philadelphia, between Gloucester, N. J., and League Island, the river describes a long curve of nearly ninety degrees, and is bordered on both banks by extensive shoals. On these, and especially upon the concave New Jersey shore, the ice in winter accumulates, gorging on both tides, by reason of the grounding of the ice and the constrictions in width above and below the Horseshoe. The city ice-boats during severe winters are engaged in part in keeping an open channel through the ice-fields, but the task is one of much diffi- culty and their efforts sometimes unavailing, by reason of the jamming of the floating ice against the ground ice and the consequent cessation of movement. Since the presence of ice in the river during and subsequent to the. prevalence of low temperatures cannot be prevented, it can only be gotten rid of by keeping it in motion during the continuance of the ebb current, and so gradually free the harbor by passing the ice down- stream in successive stages. To break the jam on the flood, unless when essential for the inward passage of a vessel, defeats the object, and only sends the ice upward to add to the difficulty on the subsequent ebb. The masses of ice in the " Shoe " are occasionally so heavy that the ice- boats are ineffective, and motion ceases for hours. A dike or bulkhead from Gloucester to near Eagle Point, somewhat flattening the curve of the river, and following apprpximately the 12 or 15 foot curve on the concave side, would be an efficient means of keep- ing the ice in motion, as its smooth surface would afford no hold for the floating ice, and the depth of water would prevent grounding. Whatever works of this kind may be hereafter adopted, the expense in any case will be considerable. It is probable, however, that as the business of the port increases, renewed attention will be given to the disadvantages of the Horseshoe navigation. MIFFLIN BAR. The construction of a channel across this bar has been in progress since 1873, without attaining any permanent results. The bar lies up and down stream in mid-riter, and obstructs the passage of vessels between the ship-channels lying on either side of it. The maintenance of communication is therefore indispensable to the Delaware navigation. The shoal consists of fine sand and mud, and the dredged channel through it, although so directed as to invite the flow of the currents, is constantly filling in from the sides. In 1879, by efficient work, a channel depth of 26 feet at low-water was secured, which is the depth needed for the purposes of reliable deep-water navi- gation. In 1880 the depth had decreased to 24 feet, and in 1881 to 22 feet, by reason of the dilatoriness and lack of energy of the contractors and the unsuitable and inefficient character of their plant. The operations of the past year were as follows: Under the contract of October, 1880, reference to which .is made in the last Annual Report, work was continued in a desultory fashion until early in October, 1881, when the contractor finally withdrew his dredge and abandoned the work, having taken out only about 22,000 yards. APPENDIX F. 733 With an allotment of $45,000 from the general Delaware River appro- priation of $100,000 in the act of March 3, 1881, a new contract was made in December with other contractors. By the abandonment of the previous contract an unexpended balance of about $10,000 remained, which was also put under contract in June last. At the close of the fiscal year no work had been done under either contract (both of which are held by the National Dredging Company), by reason of the engagements of the contractors' machinery on other government work, which was nearing completion, and of the necessity for somewhat elaborate preparations. Both contracts will be completed during the present season, and con- tinuance of the work provided for without intermission with the aid of such appropriation as may be made in the river and harbor act of 1882. BULKHEAD SHOALS. The ship-channel through these shoals lies on the New Jersey side of the river, and passes to the eastward of Pea Patch Island and Fort Del- aware. It has a narrow navigable depth of 22 feet at low-water, marked by two sets of range-lights, the lines of which intersect to the westward of the " Elbow." The obstructions lie near the upper end of the " Shoals," on Deep- water Point Range. With the balance of the appropriation reserved for that purpose from 1880, and the allotment of $32,000 from the general Delaware River appropriation of March 3,1881, making a total of about $42,000, contract was made in December, 1881, under which work began in May, 1882, and continued to the close of the fiscal year, at which date about 40,000 cubic yards had been dredged and landed on Pea Patch Island. The project is to dredge the channel to a clear depth of 24 feet at mean low-water; with a width of 600 feet. The present contract, which will be completed early this season, provides, for the construction of about one-fourth of the work, which will be continued with such appro- priation as may be made for the fiscal year 1882-'83. DAN BAKER SHOALS. Nothing has been done during the past year for the improvement of the navigation through these shoals, and the obstructions remain as heretofore reported. It was recommended in the last Annual Report that an appropriation of $50,000 be made for beginning the work of construction of a channel 24 feet in depth, with a width of 300 yards. The estimated cost of the work would be about $200,000, to be completed in four years. ICE-HARBORS. The convenience or necessity of ice-harbors in the:Delaware has been fully recognized, and their construction provided for in successive river and harbor acts. With the Marcus Hook Harbor enlarged, the New Castle Harbor com- pleted with the exception of some dredging and minor expenses, and the ice-harbor at the head of the bay projected, the needs of the present commerce of the Delaware in this respect will have received full consid- eration. The proper use and maintenance of the harbors should likewise be 734 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provided for. As pointed out in previous reports, their conveniences are largely improperly used by laying up vessels in them for the winter, thereby taking up a considerable space, frequently to the exclusion of other vessels in actual need of shelter while pursuing their voyages. It is for this class only that the United States have built these harbors. I respectfully renew the recommendation made in the last Annual Report, that, so long at least as the harbors shall be under construction, and therefore in charge of the United States Engineer Department, the officer in charge shall be authorized to appoint harbor-masters, who, under suitable regulations, shall be charged with the duty of regulating the use and occupancy of the ice-harbor, and be vested with the requi- site powers to enable him to discharge it. DREDGING PLANT. With regard to the acquisition by the United States of dredging plant for general use on the Delaware and its tributaries, which was strongly recommended in the last Annual Report, page 743, et seq., to which atten- tion is invited, additional data are furnished in the accompanying report* which I had the honor to submit to the department under date of June 22, 1882. The Annual Report of the Chief of Engineers for 1881, at pages 743, 744, and 745 contains the following remarks and recommendations : "The task of regulating a stream of the dimensions of the Delaware must be re- garded as a formidable one, whether from the point of view of time or cost. In order to attain a continuous low-water navigation of 25 or 26 feet from Philadelphia to the sea, large annual expenditures will be required for many years to come, and the greater portion of these will probably be needed for the dredging operations necessary for the removal of shoals and silt from the bed of the stream. In addition to the Delaware itself, an amount of dredging, perhaps half as great, will be demanded for the improvement of its numerous affluents. "Under these circumstances, any practicable reduction of the cost of dredging is of great importance, both to the navigation and to the United States Treasury. "The contract system generally in force for this work has some serious defects. "The appliances owned by the contractors have not as a rule been radically im- proved for many years. The requirements of their business are such that they must be ready to take any sort of work at short notice. The dredging plant is, therefore, not perfectly adapted to any one kind of work, and in the majority of cases is not capable of economical or scientific work at all. The English and Canadian authori- ties get their dredging done at stated cost, averaging about one-half that paid for similar work in this country. It follows that either the American contractors make immense profits (which is certainly not the case), or that the average dredge is an unscientific and costly machine. As a matter of fact, regarded as pieces of machinery adapted to a special purpose, they are as a rule extremely defective. " So far as the government work is concerned, the remedy is obvious. In any stream where it is certain that large amounts of dredging will be annually required, the United States should build their own plant upon the most approved plans, and use the most recently perfected appliances. In the Delaware there will be full em- ployment for at least three powerful dredges, with the necessary scows and other ap- pliances. The advantages of the possession by the United States of an efficient dredg- ing plant would be several. 'CThe cost of dredging would be greatly reduced, and the ultimate effectiveness of the appropriations for river and harbor works would be correspondingly augmented. "'When rapid and thorough execution is required, such as that on Mifflin Bar, the government dredges could be trusted to do the work, when few contractors could be found with proper plant. " At such times as an emergency called for the immediate use of a dredge, it could be had without loss of time. " The cost of many of the smaller dredging works would be reduced one-half or even two-thirds. For the larger works competition tends to keep down prices. The smaller ones fall to those having unemployed dredges in the vicinity at prices fre- quently two or three times greater than the real cost of the work. "The appropriations in the river and harbor acts for improvements, being usually less than are needed for the execution of the work itself, allow no margin for the ac. APPENDIX F. 735 cumulation of plant by the government, and special authority and provision are therefore required. I respectfully recommend that a beginning be made during the ensuing year by means of a special appropriation of $75,000, independent of the amounts of appropriations for particular streams, for the construction, under plans to be prepared in this office, of one improved dredge and three scows, for general use in this district, wherever they may be useful. " It should be understood that even were three dredges owned by the government, there would still be full occupation for all serviceable plant owned by contractors." In illustration of the views and opinions above expressed, I have prepared the ac- companying schedule, exhibiting in as concise and intelligible manner as possible, the relative cost of dredging work ;n various localities, including those where opera- tions of this character are and have for many years been conducted on a large scale, and under circumstances fairly comparable to those existing on the Delaware. The three sheets are intended to show- First. The cost and other particulars of dredging work in foreign countries, in Can- working ada, and on the Ohio River, with plant owned and operated by those in charge of the improvement; Secondly. The contract cost, &c., for several seasons of dredging work on the Del- aware and dependent streams; and, Thirdly. A comparison reached by averaging and summarizing the more significant data. The sources whence this information has been derived are indicated in the first col- umn of the tables. The figures have been collected with much care and labor, and in this work Lieu- tenant Black, of the Corps of Engineers, has rendered valuable assistance. A few preliminary remarks are needed for a proper understanding of the figures. The cost of dredging work depends upon several factors, quantity, depth, current, locality, machinery, &c., of which the character of the material to be dredged is the most important. The cost of handling increases rapidly with the change from asemi- fluid mud to sand and clay and bowlders, or a mixture of all. To dredge such rock as is susceptible of being torn up by the bucket or grappling-teeth of a dredge is still more costly, the more resisting materials requiring the expenditure of greater power and operating not only to reduce the product of a day's labor, but largely to augment the bills for repairs and maintenance. In making comparisons, therefore, it is essential to take this item into account. Referring to Sheet I, it will be seen that the cost of dredging work in Great Britain for silt, sand, gravel, and clay varies from 2.5 cents to 23.8 cents per cubic yard. On the Tyne the average cost for five years, exclusive of interest, is 9 cents, the dredging being towed from 6 to 12 miles and dumped at sea. The Clyde data are especially valuable. The reports are quite full and explicit, and show that, including all charges and 10 per cent. interest on cost of plant, the average expense of five years' dredging, part of the material being put ashore and part towed 10 to 18 miles to sea, has been 15 cents. The rapid annual reduction in cost of the Clyde dredging from 23.8 cents in 1870- 1871 to 10.8 cents in 1879-1880, due to improved machinery and methods of operating -the other conditions remaining the same-is to be particularly noted. The Canada work may perhaps be considered a fairer standard for our own, and the statistics derived from the official reports of the chief engineer and harbor commis- sioners are particularly instructive. In Montreal Harbor proper the work is of a miscellaneous character, including dock-dredging and the removal of all varieties of material (by far the greater part of which was landed upon the banks), with frequent interruptions due to the traffic of the harbor and a strong current in deep water to contend with. Under these circumstances the cost varied from 21.6 to 45 cents per cubic yard, the average being 29.3 cents. In the ship-channel proper, between Montreal and Quebec, where powerful dredges can work up to their full capacity, it is shown that suitable plant can operate on a large scale, and with material varying from shale rock to sand and mud, at an average cost of 22 cents for dipper-machines and 12.9 cents for elevator-dredges. In Lake Saint Peter, dredging to 24 feet with elevator-dredges, the cost in 1881 was 3.8 cents per cubic yard for sand and mud, and 69.4 cents for solid shale, these figures covering all charges except interest. The difference in cost in operating dipper-machines suitable for dock and miscel- laneous work, and representing the type of machines in general use in this country, and in operating elevator-dredges, which have been adopted on the Tyne, the Clyde, the Saint Lawrence, and other streams where large amounts of material are to be handled, is noteworthy. On the Ohio, with all the disadvantages of short seasons and variation of level, the average cost of dredging gravel and sand for seven years has been 19.6 cents; or, in- 736 REPORT OF TIHE CHIEF OF ENGINEERS, U. S. ARMY. eluding 10 per cent. interest on cost of plant to allow for depreciation, 25.3 cents. Similar work under contract at present prices would cost at least 75 to 80 cents per cubic yard, which is what we are now paying on the north branch of the Susque- hanna near Wilkes-Barre. The Delaware sheet shows the contract prices, obtained after public competition, for the several works in this district. The cost of supervision, varying from 10 to 30 per cent., must be added to get the final cost. Great discrepancies are observable for the same work in different years, showing the great unreliability of estimates for contract work. As a rule the material dredged is mud or mud and sand, and therefore the cheapest to handle. In 1879 a change was made in the method of disposing of spoil. Previous to that time it was dumped again into the river, but experience as well as reasoning clearly proved that this course was disadvantageous in a stream possessing the physical characteristics of the Delaware, in which the depth that could possibly be attained so closely approximates to the depth needed for purposes of economical navigaiion. The dredgings were therefore to be taken out of the reach of the currents and landed on the banks. The marked change in cost at this time is due not only to this alteration in the con- tracts, but to the fact that just previously competition had cut down prices to a ruin- ous figure. The contract prices given for 1880 exhibit a recovery in this respect, as contractors made arrangements to utilize the dredgings in filling lands, so that the prices for 1880, the spoil being landed, were about the same as were formerly asked for discharging the dredgings back into the river. In the summary the principal data are shown: The Tyne dredging, with all charges, averages 9 cents. The Clyde work, adding 10 per cent. for depreciation, costs 15 cents. The Saint Lawrence channel-digging, including shale rock, costs 12.9 cents. The Delaware work, without charges for supervision and including the low figures of 1878-1879, averages 221 cents, the contracts for 1879-1881 averaging 24.6 cents. The contract prices now in force are from 10 to 50 per cent. greater, with a prospect that under the stimulus of large appropriations and full employment they will go still higher. The effect of handing this work over to contractors every year, without check or limit, is simply to offer a premium for the keeping in service of obsolete machines, which, in competition with improved machinery, would immediately disappear. The law directs that the work shall go to the lowest bidder, and Congress orders the expenditure of the amounts. The engineer officer in charge, and responsible for the application and expenditure of the appropriations, finds himself confronted by the necessity either to accept an offer which he knows to be out of all proportion to a fair price, or to stop the improvement which the commercial interests of the vicinity are urgently demanding and for which Congress has made appropriation, without desig- nating any other means than the contract system for getting it done. The conclusion seems evident that where, as in the Delaware, large amounts of dredging must be done for a long period of years, the possession by the United States of a certain amount of dredging plant of improved construction would operate to regulate prices and double the efficiency of appropriations either by reducing the cost of a given work or doubling the product with a given sum. It remains only to respectfully renew the recommendations above quoted from the Annual Report of the Chief of Engineers, and to request that if the Chief of Engineers shall think proper to do so, he will lend to them the weight of his favorable indorse- ment. The estimates submitted in the last Annual Report, page 745, for the continuance of the general improvement of the Delaware River during the fiscal year 1882-1883 included the following itemns: Improvement of the Delaware River below Bridesburg .-. -.............. $150, 000 Beginning operations on Dan Baker Shoals......................... .... 50, 000 Construction of one improved dredge and appliances-. -.... ........ ....-. 75, 000 I respectfully renew the recommendation for the appropriation of these items, which amount to $275,000 for the fiscal year 1883-1884, either in separate appropriations, as specified, or in one sum, with the necessary authority to build the dredge. Total appropriations to June 30, 1882.....-----------...-------..................----------.....-----. $535, 000 Total expenditures to June 30, 1882-----............-------....................... 478, 356 APPENDIX F. 737 Money statement. July 1, 1881, amount available......................................... $142, 237 78 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---..... .----.-... - - $56, 643 93 July 1, 1882, outstanding liabilities .... ....... . .. 10, 771 94 67,415 87 July 1, 1882, amount available .---.... ------ ........--- ..-.......... ...-------..--...-----. 74, 821 91 Amount appropriated by act passed August 2, 1882...-................ 136, 000 00 Amount available for fiscal year ending June 30, 1883 ................ 210,821 91 Amount that can be profitably expended in fiscal year ending June 30,1884. 275, 000 00 Abstract of proposals received by Capt. William Ludlow, Corps of Engineers, brevet lieu- tenant-colonel, U. S. A., at Philadelphia, Pa., September 15, 1881, for dredging in Dela, ware River near Petty's Island. N a ean esd nc f --- - -- -- - , - - - Name and residence of Guarantors. Price per Commence Complete bidders. cubic yard. work. work. 1 G. H. Ferris, of Baltimore, O. E. Maltby, E. V. White. $0 57 Jan. 1, 1882 Oct. 1, 1882 Md. 2 American Dredging Con- James M. Naglee, Alex. 58 Mar. 1,1882 June 30, 188k pany, of Philadelphia, Pa. M. Purves. Abstract of proposals received by Capt. William Ludlow, Corps of Engineers, brevet lieu- tenant-colonel, U. S. A., at Philadelphia, Pa., September 15, 1881, for dredging in Dela- ware River near the upper end of Petty's Island. No. Name and residence of Price per Commence Complete bidders. cubic yard. work. work. 1 American Dredging Com- Samuel Castner, jr., James $0 41 Nov. 1,1881 Dec. 15, 1881 pany, of Philadelphia, Pa. N. Knipe. 2 G. H. Ferris, of Baltimore, O. E. Maltby, Edward 45 Nov. 15, 1881 Jan. 1, 1882 Md. Pickup. Abstract of proposals received by Capt. William Ludlow, Corps of Engineers, brevet lieuten- ant-colonel, U. S A., at Philadelphia,Pa., September 15, 1881, for dredging in Delaware River between Camden and Philadelphia. Name and residence of Guarantors. IPrice per Commence Complete bidders. cubic yard. work. work. 1 American Dredging Com- Samuel Castner, jr., James $0 39 At once ... Nov. 1, 1881. pany, of Philadelphia, Pa. N. K1nipe. 47 E 738 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of proposals received by Capt. William Ludlow, Corps of Engineers, brevet lieuten- ant-colonel, U. S. A., at Philadelphia, Pa., September 15, 1881, for dredging in Delaware River at Bulkhead Shoals. Dredging per cubic yard. ,0o o Name and residence of Commence Complete No. bidders. Guarantors. o n 0 work. work. ;44-z 05u 0,.>0 E3PIo. a" . . 000 b 1 American Dredging Com- James M. Naglee, Alex. (*) (*) Apr. 30, 1882 Nov. 30, 1882 ,any, of Philadelphia, M. Purves. 2 National Dredging Com- John O. Evans, John ........ $0 40 Mar. 1, 1882 June 30, 1882 any, of Washington, G. Moore. D. C. * Forty-eight cents per cubic yard bid, but under which stipulation is not stated. Abstract of proposals received by Capt. William Ludlow, Corps of Engineers, brevet lieuten- ant-colonel U. S. A., at Philadelphia, Pa., for dredging in Delaware River, at Mifflin Bar. Price per cu- bic yard. s::, p~ Comec No Name and residence of bidder. Guarantors c $ .B Commence work. Complete work. a G o U American Dredging Com- Joseph M. Naglee, Alex- $0 45 $0 45 Mar. 20, 1882 Nov. 30, 1882 pany, Philadelphia, Pa.* ander Purves. National Dredging Com- John O. Evans, John G. 37 34$ Mar. 1, 1882 June 30, 1882 pany, Washington, D.C. Moore. National Dredging Com- John G. Moore, Charles 40 372 July 1, 1882 Sept. 1, 1882 pany, Washington, D.C. t, F. Peck. American Dredging Com- Beauvais Borie, Samuel 43 40 Aug. 1, 1882 Dec. 1, 1882 pany, Philadelphia, Pa. Castner, jr. *Proposals received and opened September 15, 1881. tProposals received and opened May 8, 1882. Abstract of contracts entered into by Capt. William Ludlow, Corps of Engineers,brevet lieu- tenant-colonel, U. S. A., during the fiscal year ending June 30, 1882, for i2mprovement of Delaware River, below Bridesburg, Pa. Dredging, Date of con- Name and residence of contractor. Locality. price per tract. cubic yard. American Dredging Company, Phila- Near upper end of Petty's Island..- $0 41 Oct. 4, 1881 delphia, Pa. Near Petty's Island ....... .. . .... 58 Oct. 4,1881 Eastern channel between Philadel- 39 Sept. 23, 1881 phia and Camden. National Dredging Company, Wash- Mifflin Bar -.... ..-------------------.... Dec. 22, 1881 ington, D C. Bulkhead Shoals ------....--................ '40 Dec. 22, 1881 Milffin Bar .------------ 40 June 16, 1882 'When using government plant and depositing at Fort Mifflin. t When using own plant and at own i)lac(e of deposit. With use of government plant and depositing on Pea Patch Island. APPENDIX F. 739 COMMERCIAL STATISTICS. [From Report of Philadelphia Maritime Exchange, 1881.] American vessels entered from foreign ports: Tons. Vessels (with cargo) ...---......-..------....--------.----- ...-----.............-----..... 396 248, 925 Vessels (with ballast) .....----------.............--------------.........------.......----.. 9 10, 757 American vessels cleared for foreign ports: Vessels (with cargo) .........----------....-----.--..----....-....--------------.............. 235 199,256 Vessels (with ballast) .--....--.-----.......--------- ----....-----..--..---......... 15 4,206 Foreign vessels entered from foreign ports: Vessels (with cargo) --...--......-----..-------.. --------... ---.......---. 730 577, 355 Vessels (with ballast) ...---....-------.---........---------------........--...--- 144 109, 092 Foreign vessels cleared for foreign ports: Vessels (with cargo) ............---------------............-----................------. 881 776, 024 Vessels (with ballast) ...----.......---....-----................-----..---......-----... ----- 21 15,476 Coastwise arrivals: Steamers----....--........---------.....--.---------..........--------.....---............-----.. 1, 657 Ships--.........----..-----......--......----..........................--------....... 5 Barks------...........--------...----............------------............................ 47 Brigs .----....---..--------..------------...----........--...............--- -.......---....---- ------ 50 Schooners-----------------..........................---...--..--.....-----..-...---------........ 3,549 ............------ Total--- -----------..---- .----.......--------...--... 5, 308 Coastwise clearances: Steamers--...............----....---------....---.....--------------........----..............-----1,667 Ships ......------------...... ---......------......--.......----------..........--.---------...--......-- 9 Barks--.........-------------............................................. ------------ 60 Brigs .----.........----.... ..--..--------------....-------- .......------------. -----....----............ 75 Schooners- ----------------.....................------..----....----....---------...--.............. 3, 581 Total ....------------..........------------------------------.............. 5, 390 Exports from Philadelphia, during pastfive years, of wheat, corn, and petroleum. Year. Wheat. Corn. Petroleum. Bushels. Bushels. Barrels. 1877 .---............-----..-------..-....----...------.....--.......--......---..-----------..........---....-- i 2, 550, 619 10, 114, 642 986, 799 1878 -------..........................................-------------------------------------------------......------... 8, 954, 449 19, 652, 826 1, 503, 833 1879 ............................................................----------------------------------------------------------.. 16, 814, 562 14, 039, 228 1, 726, 118 1880 ... ................. ........... .... --.............-- .......... 11, 312, 590 16, 579, 644 1, 084, 682 1881...---...................-------------------..--.........--...---...............-...... 8, 892, 260 6, 099, 434 2, 20, 193 Exports of cotton from Philadelphiafor pastfour years. Bales. 1878 ......--------- --........--------.........................-------- ------..............- ....---------....---.......... 29,760 1879 ---------------............................------..------- 26,938 ------------...................-----..----....... 1880 ---------------------------------------- ---------------....................................................................... 48,532 1881 --------...........----------............ ........................---------------------...--.....---- ..........-..--........... 68, 942 Importations of sugar and molasses at the port of Philadelphiafor 1880 and 1881. Year. Sugar. Molasses. Hhds. Boxes. Bags. Hhds. 1880----------------...................--..---........----.......--....................... 79, 650 691 2, 058 97,273 1881--..--.......----....--......-----.--...-------------------------....-----..--....--..... 60, 227 354 47, 304 68, 597 740 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Value of exports and imports at Philadelphiafor the past five years. Year. Exports. Imports. 1877.................................................... $37, 823,356 .................--- .... $20,126,032 1878. . ..----.....--------------------- -..--------..----- 48, 362, 116 21, 048, 197 1879...------------------------------------------...... -.. 838 865,,50, 27, 224, 549 1880..-.46, 589, 584 38, 933, 832 1881-------------------------------,,-- -- ..- 41, 162, 957 29, 764, 278 LETTER OF THE PHILADELPHIA GRAIN ELEVATOR COMPANY. PHILADELPHIA, Serenth mouth 11, 1882. DEAR SIR: We have to report the shipment of grain from Port Richmond elevator from June, 1881, to June, 1882, inclusive. Cargoes were furnished for 71 steamships, 77 barks, 86 schooners, 8 ships, 8 brigs, 55 sloops, and 124 barges. Owing to short crops, high prices, and speculative influences, the export move- ment has been greatly reduced, and the year and statistics are abnormal for con- parisons. Very truly, THE PHILADELPHIA GRAIN ELEVATOR COMPANY, FRED. W. TAYLOR, Manager. Col. WILLIAM LUDLOW, United States Engineer Corps. LETTER OF THE PHILADELPHIA AND READING RAILROAD COMPANY. THE PHILADELPHIA AND READING RAILROAD COMPANY, OFFICE GENERAL TRAFFIC MANAGER, Philadelphia, July 17, 1882. DEAR SIR : I beg to hand herewith memorandum of tonnage passed over this com- pany's piers on the upper Delaware front during 1881: Tons. Anthracite coal -----..----.....--------.....------......---------.......---....----.......--...-----...........------ 1,738,795 General merchandise --....----...---...........------......----------------....--..------.................. 968, 696 Grain (6,769,635 bushels) . ----------------- . .................. ............ 203, 089 The following statement, giving tonnage since 1874, is added as information tending to show the development of the business: Tons. 1874 ......................--........... .......----..------...... .... ...... 2,236...... ,236 , 236,878 1875 ...--..................-------.......... ....--.. 1,881,950 -----------......----.....-----..........---- 1876 .----..--...--....---.......-----.....--...... --...................-...-------- --------- ------ ..--....------...... 2, 030, 482 1877 ..--..........----.....................---- ....---...........------------................. 3,043,881 1878 ....--------- ....----....---......................------....---......----.......... -------------......-----....------.... 2,533, 856 1879 ..---.---....--.....----.--.....----------------.................---------------------...........---..............----........ 3,241,817 1880 --..----------------.....----....----------..........------....----....----....---...... ----....----.........-- ............ 2, 983, 870 1881 .................. .............. ............ ....... ............. .. 2,910,850 Very truly, J. LOWRIE BELL, Trafic Manager. Genera ra Col. WILLIAM LUDLOW, United States Engineer. F 3. IMPROVEMENT OF DELAWARE RIVER AT SCHOONER LEDGE. Operations upon this work, the only one of like character on the D)elaware River involving the removal of fast rock from the channel have APPENDIX F. 741 continued during the past year, in accordance with the lines indicated and under the contracts reported in the last Annual Report. Two contracts, one of August 28, 1880, the other of August 13, 1881, made under the appropriations of $40,000 in each of those years, have been in progress, by the same contractors, and both will be completed during the present season. At the close of the fiscal year there remained, to complete the 1880 contract, the removal of about 200 cubic yards, of which one-half had been drilled and blasted. To complete the 1881 contract about 300 cubic yards are to be re- moved from a considerable extent of surface. The operations for the year may be summarized as follows: Materials removed. Date of contract. Broken. Bowlders. Sand nd rock. gravel. Cubic yards. Cubic yards. Cubicyards. 1880----------------...... . -------..... - ---------.......--... . ---.... ..- 1.116 --..-..... 407 2,172 --------- 770 1881 ....-------...................................-------------------------------........ 427 1,695 Totals---------........ ..----------------------.... ..... .... ...----. 1, 886 834 3, 867 Of these amounts only the rock and bowlders are paid for under the contract, making a total of material removed and paid for of 2,720 cubic yards. Adding the ma- terial yet to be removed, viz, 500 cubic yards, there will have been accounted for :3,220 cabic yards in addition to that reported last year. This work will represent an addition to the width of the 24-foot low- water channel of 70 feet, increasing it to a width of 140 feet in the clear to the eastward of the line of range lights, and a total clear width of channel of 220 feet. During the progress of an examination of the vicinity of the ledge by sweeping the channel, two wrecks were discovered directly in the path of vessels, and authority was obtained for their removal. This was effected early in January under an informal agreement with the Delaware and Chesapeake Improvement Company, at a cost of $1,200. Upon completion of the two contracts now in force there will remain about 2,000 cubic yards additional, to secure the removal of the ledge above the 24-foot mean low-water plane, in accordance with the original project. In the course of the necessary examinations, numerous points, peaks, and ridges have been discovered, principally between the line of range lights and the shore, which project considerably above this plane, and whose existence is dangerous to the navigation of the locality even by vessels of no great draught. With the evident tendency to the transportation of ocean freights in ships of constantly increasing depth and tonnage, the dangers are pro- portionately greater and with them the necessity for their removal. It may likewise be remarked that the work in question is one admit- ting of definite computation and results, that it is entirely permanent in character, will never need to be done again, and that the locality can- not, with the strong currents of the Delaware, be made secure until the entire removal of the subjacent prominences shall have been attained. The main ship channel quite nearly approaches the shore, the range- lights serving to mark the passage are by necessity some miles distant, and in winter buoys are frequently either ,overrun or carried away by the ice. The passage of the ledge under the most favorable circum- stances involves very careful navigation, while at night in thick weather, 742 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and in winter, it is in a high degree dangerous to heavy vessels. When accidents occur the character of the bottom is such as to render them extremely costly. The light-house system of the Delaware is now nearly perfected and in such condition as to answer the requirements of navigation for many years to come, but its full value cannot be realized so long as the river obstructions are such either in number or character as to forbid the utilization of its benefits. The last annual report recommended the appropriation of the full amount, $97,000, needed to complete the work according to the original project. The discoveries since made necessarily increase this amount by a considerable sum, and any appropriation less than the whole amount that can be profitably expended upon the work in one year, will inevitably defer its final completion and increase its ultimate cost. The commerce to be benefited by this improvement is nearly the whole maritime business of the Delaware. This work is in the collection district of Philadelphia, which is also its nearest port of entry, the revenue collected there during the past fiscal year amounting to $11,969,231. Fort Mifflin is the nearest fort and Schooner Ledge range lights the nearest light- house. Total appropriations to June 30, 1882 ...................... .............. $130, 000 00 Total expenditures to June 30, 1882 ............-- ....................- . 107, 638 22 Original estimated cost of the work ....................... ..........-- 227,000 00 Money statement. July 1, 1881, amount available- ........................................ $78,212 31 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ......................... 55, 845 62 July 1, 1882, outstanding liabilities ........----........ . .... 5, 989 15 61, 834 77 July 1, 1882, amount available .......--............ ..... -.......--.. 16,377 54 Amount appropriated by act passed August 2,1882 ... __..-.... ....-...... 40,000 00 Amount available for fiscal year ending June 30, 1883 --...................----. 56,377 54 Amount (estimated) required for completion of existing project .......... 57, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 57, 000 00 Abstract of proposals received July 28, 1881, for removing rock from Schooner Ledge, Dela- ware River. No. Nameofand residence bidder. Guarantors. per Priceyard. cubic Commence work. Complete work. j ! ..... ..... .... . ......... . . .!. .......... 1 American Dredging Henry R. Towne, Alex. $24 00 March 1, 1882 Within 12 months. Company, Philadel- Purves. phia, Pa. Abstract of contract entered into during fiscal year ending June 30, 1882, for removal of rock from Schooner Ledge, Delaware River. Name and residence of contractor. Priceyper Date otrf con- cubic.......................... Dredging ican $24 Philadelphia, Company, 00yard. tract. Ameian Dredging Companry, Pildelplia, Pa....................../ - 2 jAugust 13, 1881 APPENDIX F. 743 F 4. IMPROVEMENT OF DELAWARE RIVER NEAR CHERRY ISLAND FLATS. The construction of the ship channel through Cherry Island Flats, which was fully begun in the spring of 1880, under the project of 1879, has since continued without intermissions other than those due to the presence of ice in the river. In the last Annual Report the history of the work was brought down to July 1, 1881, and the correction to the original estimates, which actual operations had shown to be necessary, were discussed and stated. The work of the past year, with the $100,000 appropriated in the act of March 3, 1881, is given in the following tables, which constitute also general summaries of the entire work from the beginning: TABLE I.-Iaterial dredged during fiscal year 1881-'82. Seventh Eighth Shoals. Ninth Tenth cut. cut. cut. cut. Amount cubic yalds .............. .......... 3,647 127,750 126, 470 146, 325 5,150 Cubic yards. Total removed July 1, 1881, to July 1, 1882............................... 409,342 Total removed previously ..--...............--..................----------.....------..----. 705, 374 .........-------..---.......... Total removed to July 1, 1882----...---- ---- -----.....--- ---- 1. 114,716 TABLE II.-Details of dredging operations. No. of Begun. Completed. Width. Cubic yards Remarks. cut. removed. Feet. 1 )ct. 10, 1879 Mar. 4, 1880 45 100, 890 West side of cut 60 feet west of axis. 2Mar. 5,1880 May 17, 1880 40 113, 612 West side of cut 15 feet west of axis. 27East side of cut 25 feet east of axis. 3 May 18, 1880 June 23, 1880 25 70, 053 East side of cut 50 feet east of axis. 4 June 24, 1880 Aug. 5,1880 40 93, 922 East side of cut 90 feet east of axis. 5 Aug. 6, 1880 Sept. 24, 1880 40 82, 957 East side of cut 130 feet east of axis. 6 Sept. 26, 1880 Dec. 3, 1880 40 119, 065 East side of cut 170 feet east of axis. 7 Apr. 20, 1881 July 7, 1881 40 128, 522 East side of cut 210 feet east of axis. 8 July 8, 1881 Sept. 21, 1881 40 127, 750 West side of cut 100 feet west of axis. Shoals. Sept. 22, 1881 Dec. 22, 1881 ...... 126, 470 Shoals formed midway of channel. 9 Dec. 23, 1881 June 28, 1882 40 146, 325 West side of cut 140 feet west of axis. 10 June 29, 1882 Not yet com- 40 5, 150 West side of cut 180 feet west of axis. pleted. Total June 30, 1882........... 390 1,114,716 Feet. Width of channel east of axis ......-..... .... ........... --....----...... .... 210 Width of channel west of axis.............. ... .... .... .... .... .... ...... 180 'Total width of channel June 30, 1882............ ................ .......... 390 'Total width of channel June 30, 1881 .......................................--. 270 Additional width gained during the year ..... ... ...... ......- --...... ---- ........-- -- 120 744 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE III.-Summary of appropriationsand contracts. Appropriations. Contracts. Work. Money. Date. + Made. Begun. Ended. Otn. Ots. 1 Mar. 3. 1879 $100, 000 Sept. 8, 1879 23 Oct. -, 1879 Aug. -, 1880 396, 235 25. 24 $100, 000 2 June 14, 1880 100, 000 Aug. 16,1880 21.7 Aug. -, 1880 Aug.-, 1881 414, 658 24. 11 100, 000 3 Mar. 3,1881 100, 000 Aug. 16,1881 21 Aug. -, 1881 Incomplete. 303, 823 ... - 73, 784 $26, 216 Total. 300, 000 .............. .......................... 1, 114, 716 The suspension of operations due to ice was from December 28, 1881, to April 5,1882, which was taken advantage of by the contractors to overhaul and repair the plant. A comparison of the surveys made in the fall and spring shows that the channel generally maintains its depth, notwithstanding the constant marginal disturbance due to the dredging, and the fact that the traf- fic of the river continues to a considerable extent to use the eastern channel. The shoals in the channel referred to in Tables I and II, as having been removed last fall, have not re-appeared this spring. As stated in the last annual report, they were quite certainly due to an erosion of the bottom by the current to depths considerably in excess of the dredging depths, viz, 24 feet below mean low-water, the lighter components floating off and leaving the sand to accumulate in a wave. With the greater width of channel that has now been attained, and the general us the new channel by all vessels, there seems heof no reason to doubt that a permanently increased depth will be secured. The only source of uncertainty in this connection is involved in the consideration of the necessity for some deflecting work from the Dela- ware shore near the upper end of the new channel, to guide the ebb- tide more directly through it. At present a flat curve to the westward is described, of which the channel is the chord, and there is in cotise- quence a partial loss of power. With the increasing width, however, a still greater proportion of the ebb will traverse the cut. It seems desirable at this time to refer to the great assistance that might be rendered the work by the masters and pilots of vessels, with corresponding advantage to themselves. Even inin a hard bottom such as that at Mifflin Bar and Bulkhead Shoals, the effect of the frequent passage of screw steamers, both large and small, along the same lines, is very marked in the gradual deepen- ing of the channel. In such soft material as constitutes the bed of the river at Cherry Island, this effect is many times multiplied. If the ves- sel run the range, the benefit to the channel under construction is great. If another course be taken the loss is double by reason of the advan- tage being given elsewhere. It may in fact be asserted that the securing and maintenance of the new channel without the aid of permanent works, in great measure depends upon its invariable use by all steamers. Earnest representations of these faicts have been made from this office to owners and masters, and it is a matter of serious grgret that APPENDIX F. 745 full co operation has not up to this time been secured. The obstacles to the free use of the channel are unimportant. It is clearly marked by ranges by day and night. The width, 390 feet, and depth, 24 feet at low-water, are ample and largely in excess of what are found else- where; yet the indisposition of pilots and mastersto travel out of their accustomed path, and the inertia of their " conservatism," appear to be such as to make it impossible to secure their co-operation in an important work, undertaken and prosecuted by the United States for the benefit of the very interests they represent. The present contract will be completed early in August proximo, and as soon as practicable a new contract. will be executed with such appro- priation as Congress shall have seen proper to make. The sum of $100,000 as hitherto annually appropriated is the least with which operations can be continuously sustained. The commerce to be benefited by this improvement is nearly the whole maritime business of the Delaware, as given in the report of the Dela- ware River below Bridesburg, Pennsylvania. The collection district of the work is Delaware, and Wilmington its nearest port of entry, at which revenue to the amount of $50,530 was collected during the past year. Total appropriations to June 30, 1882 ..... ..................... .. $300,000 00 Total expenditures to June 30, 1882---------.......--.....--..--- ...--..--------............ 262, 222 78 Total estimated cost of project ---------....---------------........................---.....----....---. ---- 522,720 00 Money statement. July 1, 1881, amount available...... -----.... ...... --......----......----.........---. $125, 711 58 July 1, 1881, amount expended during fiscal year, exclusive of olutstand(ing liabilities July 1, 1881--.......... ... --........$82, 342 24 July 1, 1882, outstanding liabilities............-........_...... 17, 153 34 - 9,495 58 July 1, 1882, amount available...---.---. - -..-- ------ --- .. 26,216 00 Amount appropriated by act passed August 2, 1882...--........ ....... 100, 000 00 Amount available for fiscal year ending June 30, 1883--....--...... ---...... 126, 216 00 Amount (estimated) required for completion of existing project.... , .. 122, 720 00 Amoun t that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 Abstract of proposals received July 28, 1881, for dredging in Delaware Rirer, near Cherry Island flats. 1No. Name and residence of bidders. Guarantors. Price. Commence Complete /-............. I ......... Per cub. yd. 1 American Dredging Company, Henry R. Towne, $0 22 Sept. 1, 1881 July 1, 1882 Philadelphia, Pa. Alexander Purves. 2 National Dredging Company, John O. Evans, John 21 Sept. 1, 1881 July 1, 1882 Washington, i. C. G. Moore. Abstract of contract entered into duringfiscal year ending June 30, 1882,for improvement of Delaware River, near Cherry Island flats. Name and residence of contractor. Dredging. Date of con- Per cub. yd. 1 National Dredging Company, Washington, D. C...........----------....----..-- .... ------ $0 21 Aug. 16, 1881 746 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. F 5. IMPROVEMENT OF SCHUYLKILL RIVER, PENNSYLVANIA. The accompanying report by Mr. Valentine, the Assistant Engineer superintending the work, gives a history of the operations of the past fiscal year for the improvement of the Schuylkill River. In view of the heavy and increasing business of the Schuylkill, its posi- tion as an important part of the port of Philadelphia, and the point of departure for the heaviest cargoes of the Delaware, the inadequacy of its present facilities for navigation has become yearly more apparent, and in consequence it has been in contemplation to consider and prepare a new project which should provide for the greater channel dimensions required for the transaction of heavy ocean freighting. The commercial preparations for this business are constantly increasing, and are now in advance of the condition of the river improvement. The project would have been prepared, as the necessary hydrograph- ical information is available, were it not for the desirability of including all those portions of the stream (particularly from Gibson's Point down- ward) whence the heavy freights are sent out, and, as a preliminary to any project of this character, a knowledge of what are to be the wharf lines and lines of solid filling of the banks is indispensable. The local au- thorities having in charge the determination of these lines have now for many years had the matter under advisement, but even with the aid of an advisory commission of United States officers, who have given the subject their careful consideration, and embodied their conclusions in reports, the adjustment of the Port Warden's line has not yet been ac- complished. As the total of the appropriations to the present time (July 1, 1882) is still $75,000 short of the estimated cost of the project now in force, no im- mediate suspension of the improvement is probable, but a determination of the Port Warden's line must be had before the future navigation can be adequately provided for. The abandonment by the contractor in October last of his contract of October, 1880, leaving a large portion of the work uncompleted, was the cause of much embarrassment and delay to the improvement. By direction of the department the contract was finally annulled and the payments due thereunder were forfeited to the United States in pursuance of the provisions of the contract. The bids received in response to re-advertisement not proving satis- factory, further action was deferred with the view of uniting the balance remaining to such new appropriation as might be made during the present session of Congress. At the date of this report no final action by Congress had been reached. For the continuance of the work during the fiscal year 1883-'84, ap- propriation should be made of $40,000. This work is in the collection district of Philadelphia, at which, as a port of entry, there was collected during the past fiscal year revenue to the amount of $11,969,231. The nearest fort and light-house are, respectively, Fort Mifflin and Schuylkill range- lights. Total amount appropriated to June 30, 1882..... ...... ..... ........ $300, 000 00 Total amount expended to June 30, 1882 ....- ..-.. . ............ 249,905 06 Estimated cost of present project .......... .... ... .. ....... ....... 374, 700 00 APPENDIX F. 747 Money Statement. ---- -- --............-- July 1, 1881, amount available...... -----... ---........ -....--.... $77, 325 79 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.---....-..- -- -.... 13, 691 00 $--- July 1, 1882, outstanding liabilities...........--.-- ----. 9, 540 85 23,231 85 July 1, 1882, amount available...---..........------..... ...................----. 54, 093 94 Amount appropriated by act passed Ausust 2, 1882---.. ........ ---- . 25, 000 00 Amount available for fiscal year ending June 30, 1883-- ------------ ---.................... 79, 093 94 Amount (estimated) required for completion of existing project ......-- - ...--. -- 149,700 00 Amount that can be profitably expended in fiscal year ending June 30, 1 8 84. 40, 000 00 Abstruct oq'lproposals reccived August 22, 1881, at Philadelphia,Pa., for dredging in Schuyl- kill River, Pennsylvania. ar aa.o a WbtP' i e ~" -t8' o .a ~c~pica a~ - No. Name and residence of bidders. Guarantors. ar c a p,-, a OL c NAcybAmt. Rate.1 " Rate.' Amt. pc Rate. Amt. O Cts. Cts. Cts. 1 Delaware and Chesapeake Im- James A. Wright, 29 $9, 570 35 $5, 250 38 $11, 400 provement Company, Phila- John C. Darrah. delphia, Pa. 2 American Dredging Company, Joseph M. Naglee, 27 8, 910 30 4, 500 35 10, 500 Philadelphia, Pa.* Beauvais Bore. 3 National Dredging Company, JohnO.Evans,John 24 7, 920 30 4, 500 37 11,1100 Washington, D. C. G. Moore. 4 Frank Pidgeon, jr., Philadel- George Cromwell, 31 10, 230 31 4, 650 35 10, 500 phia, Pa. Charles B. Carman. No. Name and residence of bidders. Guarantors. otal. Rate. Amt. Rate. Amt. Cts. Cts. 1 Delaware and Chesapeake Im- James A, Wright, 42 $5, 040 49 $9, 800 $41, 060 provement Company, Phila- John C. Darrah. delphia, Pa. 2 American Dredging Company, Joseph M. Naglee, 39 4, 680 47 9, 400 37, 990 Philadelphia, Pa.* Beauvais Borie. 3 N: tional Dredging Company, John O.Evans,John 45 5, 400 60 12, 000 40, 920 Washingten, D. C. G. Moore. 4 Frank Pidgeon, jr., Philadel- George Cromwell, 38 4, 560 45 9, 000 38, 940 phia, Pa. Charles B.Carman. Contractor to use his own plant and find his own place of deposit. * Offer reduction of 2 cents per yard at each locality if allowed use of government plant. 748 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of contract entered into by Capt. William Ludlow, Corps of Engineers, Brecet Lieu- tenant Colonel U. S. A., during the fiscal year ending June 30, 1882, for improvennent of Schuylkill River, Pennsylvania. Name and residence of con- Date of con- Locality. Dredg- Remarks. tractor. tract. Localit. ing. Per c.yd. American Dredging Corn- Sept. 6, 1881 Between mouth of riverand $0. 25 Contractor to have pany, Philadelphia, Pa. Girard Point Piers. the use of gov- Between Girard Point Piers 28 ernment plant and Penrose Ferry Bridge. when required. Between Penrose Ferry 33 Bridge and Yankee Point. Between Yankee Point and 37 Point Breeze. Between Point Breeze and 45 Gibson's Point. REPORT OF MR. THOMAS VALENTINE, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, Philadelphia,Pa., July 28, 1r2. SIR ' I have the honor to submit the following report of operations for improving Schuylkill River, Pennsylvania, for the fiscal year ending June 30, 1882: During the year, operations in continuance of the improvement of this river were in progress at the following named localities: Between the mouth and Girard's Point piers; Between Girard's Point piers and Penrose Ferry bridge; Between Penrose Ferry bridge and Yankee Point ; and Between Point Breeze and Gibson's Point; During the early part of the fiscal year dredging operations were in progre s un- der the contract of October 25, 1880, and continued until the early part of October, 1881, when the contractor, unexpectedly, and without giving notice at this office, suspended operations and immediately withdrew his machinery, leaving the work un- finished. The result of the season's operations, July to October, 1881, under the above-named contract, was the removal of 42,573 cubic yards of material, distributed as follows, Viz: Cubic yards. Between the mouth and Girard's Point piers .......................... ... 19, 696 Between Girard's Point piers and Penrose Ferry bridge-..-........-.......--. 19, 993 Between Penrose Ferry bridge and Yankee Point. ...... ...........----...... 2, 884 By the abandonment of the work in October, 1881, under the contract of October 1880, there remained an unexpended balance of the appropriation of about $25,000, and by authority from the department, under date of April 10, 1882, advertisements were issued, under date of April 18, 1882, inviting proposals for dredging in Schuylkill River, Pennsylvania, under the unexpended balance of the appropriation ot June 14, 1880, for that work. In response thereto, one bid was received and opened May 8, 1882, a copy of which was transmitted to the department. After full consideration, it was determined to reject the bid as unnecessarily large, and to defer further action in the matter until a new appropriation should have been made for the work. Under the act of March 3, 1881, appropriating $40,000 for continuing the improve- ment of this river, advertisements were issued, under date of August 1, 1881, inviting bids for the work, and in response thereto proposals were opened August 22. Subse- quently a contract was awarded to and executed with the American Dredging Com- pany of Philadelphia, dated September 6, 1881. The work under this contract calls for the removal in the aggregate of 110,000 cubic yards of material from the following localities: Cubic yards. Between the mouth and Girard's Point piers ............ ...... ........... 33, 000 Between Girard's Point piers and Penrose Ferry bridge ............... .- -- . 15, 000 Between Penrose Ferry bridge and Yankee Point....-...... ................ 30, 000 Between Yankee Point and Point Breeze .... .... ................ ............ 12, 000 Between Point Breeze and Gibson's Point ...... .................. ........... 20, 000 Owing to the contractors' machinery being engaged at other points, principally upon government work, they had no appliances available for the Schulylkill work until the spring of 1882. On May 9, 1882, dredging operations were begun along the east side of the channel APPENDIX F. 749 at the angle between Point Breeze and Gibson's Point, and at the close of the fiscal year (June 30, 1882) excavations at that locality under the existing contract had been completed. Operations during the past ear were continued under the project approved in 1875, and have resulted in the partial removal of a shoal, consisting of mud and sand, lying along the west side of the axis of the channel between the mouth and Girard's Point piers (about 1,500 feet below the south light of ranges for entering the river); in making two cuts, about 1,700 feet in length, along the north side of the channel be- tween Girard's Point piers and Penrose Ferry bridge; in the partial removal of a shoal of gravel lying in mid-channel about 3,000 feet above Penrose Ferry bridge; and in making two cuts about 1,200 feet in length upon the east and one cut about 400 feet in length upon the west side of the channel at the "angle," so called, and one cut about 1,100 feet in length upon the west side of the channel abreast of the works of the Philadelphia Oil Refinery, between Point Breeze and Gibson's Point. At the two first-named localities the work was executed with a view of increasing the width of the existing 24 foot channel; at the other localities named, to increase the width of the existing 20-foot channel. During the present season and under the existing contract it is proposed to con- tinue dredging along each side of the axis of the channel from the mouth to a point 1,500 feet above Girard's Point piers, so as to secure a low-water channel 24 feet in depth and 250 feet in width, and thence to Point Breeze a low-water channel 20 feet in depth and about 175 feet in width. The material removed from the channel of the river (under the existing contract) is transported in scows to the government basins at Fort Mifflin, redredged into cars, carried out, and deposited upon the lands of the United States. Should an appropriation be made during the present session of Congress for the improvement of this river, it is proposed to expend the funds in continuing the dredg- ing under the present project by increasing the width of the existing 24-foot channel to3:00 feet between the mouth and Girard's Point piers. Re-examinations and charts of portions of the river were made during the year. The first, made in November last, extended from the mouth to a point just above Penrose Ferry bridge. The second and last examination, made during May, 1882, covered that section of the river lying below Penrose Ferry bridge and the section from Point Breeze to Gibson's Point. Traffic upon the lower portion of the Schuylkill received a severe check during the past year, owing to the disastrous fire at Girard's Point, which occurred in the latter part of April, 1881, destroying the large elevator building and warehouses. Steps were immediately taken, however, not only to replace the elevator destroyed by fire, but for the construction of an additional elevator, to give increased facilities for the reception, storage, and delivery of grain. Of the two elevators building, the larger one will b. so near completion as to be ready for use about the middle of August next. It is 269 feet in length, 81 feet in width, and 160 feet in height to the top of the roof, capable of storing 1,200,000 bush- els, with a delivering capacity of 250,000 bushels every ten hours. The smaller elevator, built on the site of the structure destroyed by fire, it is ex- pected will be ready for use by October 1 next. This building has a capacity of 800,000 bushels. It is 201 feet in length, 90 feet in width, and a total height of 156 feet, with a delivering capacity of 150,000 bushels every ten hours. The four docks afford ample room for the loading and unloading of fifty sea-going vessels. In addition to the extensive preparations in progress at Girard's Point for the re- ception and shipment of grain, the oil refineries and storage establishments at Point Breeze and at Gibson's Point are being enlarged from year to year. From this it ap ,ears that the existing channel dimensions, or even those called for in the present project, are quite inadequate to the accommodation of the existing and future heavy traffic of the Schuylkill. The total of appropriations to the present time is still $75,000 short of the estimated cost of the project now in force. This work is in the collection district of Philadelphia, at which, as a port of entry, there was collected during the past fiscal year, revenue to the amount of $11,969,231. The nearest fort and light-house are, respectively, Fort Mifflin and Schuylkill range lights. Total amount appropriated to June 30, 1882---- .--...----.---.........--...- .........--.---.--- $300, 000 Total amount expended to June 30, 1882 ------------------------------- 245,905 Estimated cost of present project ...--------------------- ------ 374, 700 Very respectfully, your obedient servant, THOMAS VALENTINE, Assistant Engineer. Col. WILLIAM LUDLOW, Captain, Corps of Engineers, U. S. A. 750 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. NUMBER OF VESSELS AT AND SHIPMENTS OF PETROLEUM FROM POINT BREEZE, FROM JULY 1, 1881, to JUNE 30, 1882. Steamers .....--------........---- ..------------------ ------------..----- -........---------........ Ships--..--...--.---------................................................................... 86 Barks........................................................------....------------------................. 332 ......------............---------......----------......---.... Brigs----------- ....------......-------....------....---......-----....----.....----...... 17 Schooners--------------..................................................................... 37 Barges.----...--...----....---.-------------------------------------.......................................---------------------...................... 92 Total vessels ...........------.....--------..---- ---------------- 566 ------------------ ------............ Number of barrels-----..........------.....------------ --- ---- ----------------.......................--..------ 1, 869,329 NUMBER OF VESSELS AT AND ESTIMATED SHIPMENTS OF PETROLEUM FROM GIBSON'S POINT FROM JULY 1, 1881, to JUNE 30, 1882. Ships ----.........--..-----------------------..-..----..---....-------------- . ..........----.....------. 3 Barks-------------.......................................................................... 50 Brigs ......-----......---....--........------.--........---....................-----------------.. --..--..----..........------- 13 Schooners-----.....----................................................................ 1 Barges........................---------------..----...-----.....................................-.... 10 Total vessels..-----------------------------...............................-----......---...........-----------...... 77 Number of barrels---..--..--. -...---....---------------- 203, 500 -----..---.---------......... GIRARD'S POINT. Owing to the destruction by fire on April 28, 1881, of the elevator, the business at this point for the year ending June 30, 1882, was done principally by barges, the grain thus handled being finally shipped from the Delaware front, and statistics are una- vailable. New elevator "B," 1,200,000 bushels capacity, is just completed, and elevator "A," 800,000 bushels capacity, is being rebuilt, and is expected ready about September 15, 1882. F 6. ICE HARBOR AT MARCUS HOOK, PENNSYLVANIA. The Annual Report for 1881, pages 764 et seq., brought the history of this work down to the close of the fiscal year, and stated that the two piers under contract, constituting the third and lowermost line, were nearing completion, and that for the enlargement and perfecting of the harbor an amended project would be submitted. A copy of this project, dated October 6, 1881, accompanies this report. Beyond closing accounts with the contractor for the construction of the two piers above referred to, which were finally completed in October, 1881, and making some slight repairs to the landing piers by replacing a portion of the filling, no action was taken towards the continuation of the improvement pending the action of Congress with regard to the project of October 6. Marcus Hook is in the collection district of Philadelphia, at which, as a port of entry, revenue was collected during the past fiscal year to the amount of $11,969,231. The nearest fort and light-house are, respectively, Fort Mifflin and Christiana light. Total appropriations to June 30, 1882- -.... -......... .. . . -.......... $169, 000 00 Total expenditures to June 30, 1882....... ----.....- .................... 130, 203 88 Total estimated cost of project of October 6, 1881..-... .... .... . ...... 74, 000 00 APPENDIX F. 7,51 Money statement. July 1, 1881, amount available................--......----..-- .........----. $40, 676 91 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881--....--......-------.----..----..----..----..---.--------...---..--.. 1, 882 79 July 1, 1882, amount available--..--.. .........-- ... .......... .. .. .... .. 38,796 12 Amount appropriated by act passed August 2, 1882.......... -........ 15, 000 00 Amount available for fiscal year ending June 30, 1883...............-.. 53,796 12 Amount (estimated) required for completion of existing project-..--....... 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 PROJECT OF CAPT. WILLIAM LUDLOW, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Philadelphia,Pa., October 6, 1881. SIR: I have the honor to submit the following amended project for the ice-harbor at Marcus Hook, Pa., modifying in some respects the preliminary project for this harbor as set forth in the report of the un- dersigned, dated January 24, 1880, to Col. J. N. Macomb (then in charge of improvements of Delaware River, &c.), and by the latter transmitted to Chief of Engineers, January 28, 1880, with favorable indorsement. This preliminary prqject was to effect an enlargement of Marcus Hook Harbor, doubling its (then) capacity by the construction of a third line of detached ice-piers, similar to those already built, and subsequently dredging the space between the landing piers, thereby increasing the width of the enlarged harbor, and again doubling its capacity. The harbor at that time inclosed about 3- acres, which the successive en- largements by building piers and dredging would increase to about 14 acres. In accordance with this project and with a portion of the sum appro- priated for Marcus Hook Harbor ($35,000), by the act of June 14, 1880, the construction of two ice-piers is now approaching completion. The harbor space will then be 8 acres. The balance of this appropriation unexpended to this date (about $10,200), and the entire appropriation of March 3, 1881 ($30,000), mak- ing a total of $40,200, are available for the continuance of the project, which, after a more careful study of the present and future requirements of the harbor, it is now proposed to modify. Referring to the plan of Marcus Hook ice-harbor, a tracing of which accompanies this letter, it will be seen that about 500 feet below the third line of piers, now constructing, there is a landing pier belonging to the shore owners, similar in construction and dimensions to the gov- ernment landing piers above and about on a line with them. By omit- ting entirely the third pier of the third line and building it 200 or 225 feet outside the private pier the two will in effect constitute a fourth line of piers, forming the lower limit of the harbor. The sheltered area will thereby be enlarged about 45 per cent. over the present limits, namely, from 8 to about 114 acres, without any additional expense, ex- clusive of any dredging. The only incidental increase of the estimate will be the cost of the greater amount of dredging shoreward, due to the greater length of the harbor. , With regard to this dredging the following considerations have a cer- tain importance: 752 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project approved by the Chief of Engineers and Secretary of War, and authorized by Congress by appropriations in river and harbor acts of 1880 and 1881, calls for the dredging of the harbor between the land- ing piers for a distance shoreward, inside the line of low-water, of 200 or 250 feet, as might be found expedient. The Pennsylvania law concedes to the riparian proprietor the owner- ship of the shore or bed of the river between high and low- water marks, and permits him freely to build wharves and other structures on his own front to the limit of low-water. For the extension of such struct- ures beyond low-water (within the collection district of Philadelphia) a license is required, and the port wardens of Philadelphia may regu- late their form and dimensions. This regulation is practically effected by drawing a line approximately parallel to the shore, called the " Port Wardens' Line," beyond which no wharf shall extend, but this line can- not be drawn, according to existing State legislation, inside of low-water mark. The Marcus Hook Harbor is within the local jurisdiction of the Philadelphia Board of Port Wardens. In order, therefore, to dredge the harbor inside of low-water mark, and thereafter prohibit encroachment by shore structures into the harbor space thus made, the exercise of the powers of the general government is required. There is no question as to the right of the United States, by simple enactment, to protect the navigation of such streams as the Delaware, or the harbors constructed therein, for the benefit of navigation, by pro- hibiting undue encroachment, or directing the removal of injurious structures. They may further, for the improvement of such navigation or harbors, build upon or dredge the bed to the limit of high-water mark, and thereby supersede and practically extinguish allodial rights outside that line. It might further be held that the authorization by Congress of a pro- ject which includes such dredging, and the orders for its execution con- veyed by means of two successive appropriation acts, would warrant the officer charged with its execution in proceeding with the work. In order, however, to avoid complications, conferences were had with the riparian owners, whose lands abutted on the harbor, and it was found that they were desirous of meeting the United States on the ground of common interest. A memorandum of agreement was therefore drawn up and generally signed by the owners, authorizing the United States to construct a bulk- head about midway between high and low water marks, and roughly parallel thereto, thereafter to dredge the space outside the bulkhead to such depth as might 1U bjeuvavisabiul ntodit the dredgings behind the bulkhead. In such case the owners would surrender control of the submerged lands outside, would guarantee the free public use of harbor space, and grant the right to all persons to enter upon and pass along the bulkhead for mooring purposes, and to use the mooring rings or posts to be provided by the United States without tax or charge. Furthermore, the United States were to have the right to keep the bulk- head in repair, &c. The bulkhead answers two purposes. It limits the line of dredging as well as the extension of shore structures, and would practically become the permanent low-water mark, as well as the frontage of the harbor. A place of deposit for the dredgings would be required, and the space between the bulkhead and the shore would be available for this, and could be filled up to the level of the street alongshore, to the great advantage of the owners, whose title to the lands would not APPENDIX F. 753 be affected thereby nor their occupation and use of them impaired. The proposition was recognized as favorable both to the requirements of the harbor and to the interests of the shore owners, who all signed it, with the exception of two in the upper part and one in the lower. The result of the proposed work would be the increase of harbor space to about 18& acres, with security against encroachment and provision for future maintenance. The amended project for the completion of the harbor is, therefore:- 1. The construction of a pier opposite Walker's wharf, the private wharf previously mentioned. 2. The construction of a substantial and permanent bulkhead through the entire length of the harbor between the upper line of piers and Walker's pier, and at an average distance of about 150 feet from the shore, line of high-water. 3. The dredging of the harbor shoreward to a depth of 15 feet at mean low-water, shoaling to about 10 feet alongside the bulkhead. The amended project presents two main advantages: 1. The construction of a bulkhead, parallel to the shore, the entire length of the harbor,*limiting the extension of shore structures, and furnishing increased dock space and mooring facilities. 2. A valuable enlargement of the available sheltered area of 4 acres in addition to the 10 acres gained by the original project. The cost of securing the extra 4 acres is, according to the estimate, $8,800, requiring the appropriation of this amount only in addition to the $90,000 of the original estimate. The project herein stated has, in principle, been previously offered for consideration. On the 20th November, 1880, a communication discussing the en- largement of the ice-harbor at Marcus Hook was forwarded from this office to the Chief of Engineers. It was therein stated that confer- ences had been held between representatives of the owners of the shore properties, the port wardens of Philadelphia, and this office, at which it was informally concluded that the owners would agree to the estab- lishment of the bulkhead line as the Port Warden's Line, with other concessions on certain conditions set forth. It was, however, then only in contemplation to construct 1,200 feet of bulkhead, namely, the frontage of the harbor as then proposed; and the extension of the harbor 550 feet southward to Walker's pier line was not at that time anticipated. The proposition received a favorable indorsement by the Chief of En- ginieers, recommending "' that Congress be asked at its next session to permit the expenditure of the appropriation (of $35,000), or as much of it as may be necessary, to the construction of the bulkhead along the Port Wardens' Line." This indorsement was approved by order of the Secretary of War November 30, 1880. In pursuance of these approvals, the memorandum above mentioned, constituting a preliminary agreement, was drawn up and presented to the owners for signature, who, after full deliberation, signed it, with the exception of two-Kerr and Green-representing adjacent frontages to the united amount of 78 feet. Meanwhile the project for the further extension of the harbor took shape, and the signatures of the owners between the present lower piers and Walker's pier were appended to the memorandum. About the time of signing, Dr. Walker sold a portion of his front, amounting to 100 feet, to persons unknown, represented by an agent in Philadelphia, 48 E 754 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and the signatures of the unknown owners cannot be obtained. There are, therefore, out of the thirty owners, but three, representing 10 per cent. of frontage, whose signatures have not been secured. The re- mainder, recognizing the advantage to themselves of the proposed im- provements, are anxious that favorable action should be had and the United States proceed with the work. The description and estimates of cost of the proposed works are as follows : 1. The new pier, to be located about 200 feet in front of Walker's pier, and being similar in all respects to those previously built does not call for specific description at the present time. The cost, as estimated, will be $14,000. 2. The bulkhead to be built as shown in the accompanying drawings. It will consistof pile substructure, with crib-work above. A row of piles is driven 3 feet apart, raking outwardly 1 in 12, cut off and capped so that the upper surface of the cap will be 1 fdot below high-water. Be- hind the front row of piling a row of sheet piling, raking and in con- tact with the front row, and also inclined in the direction of the bulk- head, so as to cross three piles. Behind the sheet piling a row of stay- piles 6 feet apart, with a rake of 1 in 3 backward. The whole bolted to- gether at the head and forming A braces to carry the bank. Above the cap crib-work to a height of 4 feet, or 3 feet above high-water. The crib-work tied back to stringers set in the bank. For the purpose of driving the piles a row of piles temporarily set in front as false work to support the pile-driver, the material to be afterwards used as ties for the cribbing. The material used will be hemlock piles and dock timber, pine caps and sheet piling, oak curbs, locust tree-nails, iron bolts and spikes. The estimated cost of the bulkhead is $10.60 per linear foot, or for 1,740 feet, the total is $18,444. 3. To dredge the shore outside the bulkhead from 15 feet at low-water shoaling to 10 feet alongside the bulkhead will require the removal of 162,400 cubic yards, which, at 25 cents per cubic yard, will cost $41,000. SUMMARY. 1. One additional pier .... .......----....---........------------..........--------------...-----......----...... $14, 000 2. 1,740 linear feet of bulkhead, at $10.60---- ................ ..---------.....--......-- 18, 500 3. Dredging 162,400 cubic yards, at 25 cents---.......... .....--..........-- .. 41, 000 73,500 Add for mooring-posts, &c ..................... .... ....... ......... .. 500 ? 4,000 The funds now available are: Balance of appropriation June, 1880 ............-----------------------..--...--......--......-------...... $10, 200 Appropriation of March 3, 1881..------------ ------...--------......--------------. 30, 000 Total now available................--------............................... 40,200 Needed to Needed complete ------- to complete ..........- ------------ ----.............................................. ---- ---- ------ ------ ------ ------ 33, 800 33, 800 Amount asked for in annual report 1881 for fiscal year 1882-'83 (being bal- ance of original $90,000 project)---- ..........................------------------------------....--. 25, 000 Additional amount required for completion of project as herein amended .--.. 8, 800 The above estimates include 10 per cent. for superintendence and contingencies. By original project 10 acres of additional space would cost $90,000 = $9,000 per acre. APPENDIX F. 755 By amended project a further addition of 4 acres would cost $8,800 = $2,200 per acre. I respectfully recommend that Congress be asked formally to author- ize the amended project, including the construction of the bulkhead and the dredging as specified. The following papers accompany this report: 1. Chart of harbor, showing present condition and proposed enlargement. 2. Descriptive drawings of the proposed bulkhead. 3. Copy of the memorandum of preliminary agreement, herein referred to. Very respectfully, your obedient servant, WILLIAM LUDLOW, Captain of Engineers, Bvt. Lieut. Col., U. S. A. P. S.--The copy of the "memorandum" herewith is forwarded, prin- cipally for the information of the department, and to show both the character of the preliminary negotiation and the general assent thereto by the several riparian proprietors. In case the desired action is had by Congress authorizing the con- struction of the bulkhead above described (or some structure hav- ipg a similar purpose), and the dredging shoreward from low-water mark to the bulkhead, no further action by the shore-owners will be necessary to enable the officer in charge to proceed with the project. W. L. The CHIEF OF ENGINEERS, U. S. A. F7. ICE-HARBOR AT CHESTER, PENNSYLVANIA. There is nothing to add to what has been said in regard to this harbor in previous reports. In its present condition it cannot be regarded as possessing any such value as a protection for vessels during the winter as would justify the outlay of public funds for its maintenance. The Marcus Hook Harbor, 31 miles further down, is in process of en- largement, and completed will furnish all needed facilities as a shelter for shipping in this part of the Delaware during the season of running ice. Total appropriations to June 30, 1882----------...........---..---..--------------------................. $32,933 Total expenditures to June 30, 1882------------ ------------..... ------ - 32, 933 Money statement. July 1, 1881, amount available---------- -------------........................................----...--..------. $32 24 July 1, 1882, amount expended during fiscal year, exclusive of outstanding lia- bilities July 1, 1881------------------------------------------------32 24 F 8. ICE-HARBOR AT NEW CASTLE, DELAWARE. As stated in the annual report of last year, contract, under date of July 6, 1881, was made, with the $20,000 appropriated in the act of March 756 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3, 1881, for the construction of the additional ice-pier needed to complete the harbor according to the present design. The work was to have been completed on or before January 1, 1882, in order that the harbor should be fully available for shipping during the winter season ; but the contractor did not get to work until about the end of August, nor finish the construction of the crib-work to the level of the upper platform (at about the level of low-water) until the early part of October, when the lateness of the season and the stormy weather that prevailed prevented the preparation of the crib for the reception of the stone superstructure until late in the following April. The con- tractor asked for and received an extension of time for completion until July 31, 182. In May the stone-work was begun, and continued through the fiscal year, with the expectation that the pier will have been completed by August 1, proximno. The appropriation of $3,000 asked for in the last annual report will suffice to make some needed repairs and put the harbor in a condition of thorough efficiency. This harbor is in the collection district of Delaware, Wilmington being its nearest port of entry, at which the revenue collected during the past fiscal year amounted to $50,530. Fort Delaware and Bulkhead Shoal range-lights are, respectively, the nearest fort and light-house. ...-..- ...- ..-......--...... $130, 000 00 Total amount appropriated to June 30, 1882--- Total amount expended to June 30, 1882 ...... ___....___..................... 107, 839 72 Money statement. July 1, 1881, amount available---...............------........----............... $23,566 64 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---...----- -------------.. $1,578 72 July 1, 1882, outstanding liabilities ...................... .... 21, 987 92 23, 566 64 Amount (estimated) required for completion of existing project-.......... 3,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 3, 000 00 Abstract of contract entered into duringfiscal year ending June 30, 1882, for construction of a pier in the ice harbor at New Castle, Delaware. Price for Date of con- Name and residence of contractor. pier Date ofcon- complete. Frank Pidgeon, jr., Philadelphia, Pa ..................................... $21, 949 July 6, 1881. F g. IMPROVEMENT OF WILMINGTON HARBOR, DELAWARE. After full consideration and discussion of the project for the improve- ment of the Christiana River so as to afford a 15-foot low-water naviga- tion from the Delaware past the city of Wilmington, which was printed in the last annual report, the project dated September 14, 1881, a copy of which accompanies this report, was submitted to and approved by the Chief of Engineers. In pursuance thereof contract was made in November, 1881, for the construction of the jetty at the mouth-to reach the 12-foot low-water curve in the Delaware, at a cost of $33,000. APPENDIX F. 757 In December, 1881, a further contract was made for the extension of the existing 12-foot low-water channel from below the Third Street Bridge upward to the Pulp Works, as a preliminary to the future at- tainment of the deeper navigation. This work was not definitely pro- vided for until the city of Wilmington had taken action towards recti- fying the faults of its sewerage system, so far as related to the Chris- tiana. Traps were built by the city to intercept the solid matter trans- ported by the sewers, and enactments provided for their systematic in- spection and clearance. Although these preventive measures cannot be regarded as fully meeting the requirements of the navigation, omitting from considera- tion the question of public health and the needs of the future popula- tion, it was believed that the compliance with the demands of the situa- tion was such as to warrant the inauguration of the improvement and justify the beginning of the dredging and deepening operations essen- tial thereto. The dredging work was begun in February, 1882, at a point about 500 feet below the Third Street Bridge and thence carried to the Pulp Works, deepening the navigation wherever necessary to not less than 12 feet at mean low-water. The work was completed in May, after 38,290 cubic yards had been dredged. The present condition of the channel is as follows : From the point of beginning to Harlan & Hollingsworth's ship-yard the width is 150 feet; thence to the Delaware Western Railroad Bridge the width is 100 feet; thence to a point about 200 yards below the Pulp Works 70 feet. As the funds had been nearly expended at this stage, a single cut 40 feet in width was carried through the remaining distance. Work on the jetty at the mouth was not begun until May, and has since progressed but slowly. The delays are due in part to the excep- tionally stormy spring weather and to the apparent absence of facilities on the part of the contractor. The contract required that the pile-work to the outer crib should be completed by July 1. Considerably less than half the amount has been done, and at this date not to exceed 100 linear feet of jetty have been completed and filled with stone. The necessity for cutting off the piles near low-water, and of putting on the wales and ties during the short daily period within which the work is not covered with water retards operations greatly. An energetic prosecution of the work will be needed to complete the jetty during the present season. The bar at the entrance, which was dredged year before last to 13 feet at low-water, has retained its depth, and exhibits indications of permanence by aid of the increased traffic in the stream. There is every reason to believe that a low-water navigation of 15 feet once secured will be measurably permanent, both in the river and on the bar. The jetty built to 15 feet in the Delaware will undoubtedly answer its purpose. The drainage-works of Wilmington are receiving an intelligent con- sideration, which will, in all probability, result in a general reconstruc- tion of this important measure for the protection of the navigation and of the public health. There will be required for the continuance of operations under the project to secure a 15-foot low-water navigation, an annual appropria- tion of not less than $50,000. 758 REPORT OF THE CHIEF OF 'ENGINEERS, U. S. ARMY. Wilmington is a port of entry, and is in the collection district of Delaware. The revenue collected during the past fiscal year amounted to $50,530. The nearest fort and light-house are, respectively, Fort Delaware and Christiana light. Total appropriation to June 30, 1882 ................................... $133, 000 00 Total expenditures to June 30, 1882---.................--- ------ ................. 100, 522 22 Total estimated cost of project of January 7, 1881 --....--......-- .....-- --...... 175, 551 00 Money statement. July 1, 1881, amount available...................................----------..--- $49, 843 92 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ........................---- $16, 866 22 July 1, 1882, outstanding liabilities .... ...........-..-..- ..---..-- 534 12 17,400 34 July 1, 1882, amount available ... ........... .......... ........... 32, 443 58 Amount appropriated by act passed August 2, 1882 .................. 50,000 00 Amount available for fiscal year ending June 30, 1883... ...... ........ 82, 443 58 Amount (estimated) required for completion of existing project.......... 75, 551 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 PROJECT OF CAPT. WILLIAM LUDLOW, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Philadelphia,Pa., September 14, 1881. SIR: The accompanying plan and specifications for the jetty to be constructed at the mouth of the Christiana River are respectfully sub- mitted for approval. In the presentation of these, it has been the endeavor to conform to the recommendations of the Board of Engineers to whom the project was referred, as expressed in their second report, dated August 6, 1881, making such modifications only as a careful study of the peculiar local conditions seemed to require, and as the Board appear willing to concede to the judgment and opinion of the constructing officer. The jetty, in accordance with the recommendation of the Board, ter- minates at the 12-foot curve, and is built with pile substructure and crib superstructure; the whole filled with stone. In order to give greater stability, with a slight increase only of fill- ing, the piles are driven with an outward rake or batter of 1 in 12, and the heads thereafter slightly drawn together. The width of the jetty throughout is 12 feet at low-water, and its height 4 feet above that plane. A greater height would increase its exposure to injury and decay, and add to the cost without increasing its efficiency in guiding the ebb current. The width of 12 feet at low-water might, perhaps, be decreased shore- ward, with a saving in filling partly compensated, however, by greater cost of construction due to change of dimensions and adjustment of plant. Owing to this and to the anticipation that deep water will form against the jetty near the above line, it is considered advisable to carry that stated width to the shore. The iron ties have been increased, as it is believed that the 14-inch rods, having about 1 square inch of cross-section, would not be in excess, for every 5 feet 4 inches of length of jetty to sustain the outward pressure of stone filling 10 to 12 feet in depth. APPENDIX F. 759 It is considered that the construction of the terminal pier is desirable, even anticipating the future extension of the jetty to the 15-foot curve. It is so built into the jetty as to present no impediment to such exten- sion. The end of the jetty will be at all times exposed to much greater ac- tion of the tides, waves, and ice than any other.portion, and disintegra. tion of the end would lead to the continuous destruction of much of the remainder. The estimates have been carefully prepared from the best attainable local data, and are believed to be ample to cover cost. If contract be made this fall, the contractor having sufficient time within which to prepare his material, will, it is thought, be able to do the work at a cost of $2,000 or $3,000 less than the estimate, bringing the expense of the jetty down to about $35,000. The $12,000 or $15,000 remaining of the appropriation of $50,000, in act of March 3, 1881, is to be applied to the continuation upward of the existing 12-foot low-water channel to the Pulp Works. A letter to the Chief Clerk, War Department, accompanied by adver- tisement and specifications, is therefore inclosed. It should be stated, in case of possible misapprehension on this point, that while a considerable amount of scour along the face of the jetty will probably result from its controlling the effluent current of the Chris- tiana, nevertheless the useful effects to be anticipated are not the " re- moval of the bar" at the mouth so much as the maintenance of an in- creased depth to be hereafter attained by dredging. The projects and estimates presupposed the removal by dredging of the necessary amount of material. Unless this is done it is doubtful whether its scouring at one point will not be compensated for by filling at another. Very respectfully, your obedient servant, WILLIAM LUDLOW, Captain of Engineers, Bvt. Lieut. Col., U. S. A. The CHIEF OF ENGINEERS, U. S. A. ESTIMATE FOR JETTY AT MOUTH OF CHRISTIANA RIVER, DELAWARE. 2,229 hemlock piles, 12 to 15 inches butts by 8-inch points by 27 to 30 feet, at $2.25----------- ---- --------------------------------..----.... $5,015 25 18 oak piles, 16 to 18 inches butts by 8-inch points by 40 to 43 feet, at $12.. 216 00 3,129 runing feet 6 by 12 inches yellow pine, 18,774 feet, at 21 cents- .----- 469 35 11,733 square feet face-hemlock dock timber, at 14 cents..--.----. ----. 1, 642 62 600 cross-ties, pine or hemlock, 8 to 10 inches, 7,958 feet, at 10 cents ...... 795 80 3 inch hemlock plank, creosoted, 1,200 feet b. m., at 3$ cents-... ---- ---- - 42 00 3 oak knees, at $7 ...------------------------------------------------ 21 00 Total for lumber ........----------------...-----------------------..................................-----..... 8,202 02 Work, pile setting, &c., 2,247 piles, at $2.50$.................... $5, 622 50 Work, dock face, 11,723 feet piles, at 10 cents--. ---........-----....... 1, 173 30 Work, cross-ties, 1,100 joints, at 40 cents --..--....- ....--....--..... --- 440 00 Work, cross-ties, 100joints, at 60 cents ....................... 60 00 107 10 Extras----------------------------..............................--- . ---- ---- ------ ------............... 7, 402 90 Bolts, nuts, &c., 35,162 pounds, at 41 cents .....---............. 1, 582 29 Ice shields and spikes, 1,503 pounds, at 6 cents ....--. -- ...-- 90 18 Covers, heads of piles, &c. (galvanized sheet iron), 200 pounds, at . . 10 cents --------------...- .......... .............. --- - 20 00 Galvanizing bolts, nuts, &c., 19,944 pounds, at 1# cents .......---. 348 97 2, 041 44 760 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY Stone (20 per cent. added for subsidence), 11,374 cubic yards, at $1.40.... $15,923 60 Paving 1,732 square yards, at 30 cents-------------------------------................................... - 519 60 Dredging 300 cubic yards, at 20 cents---- --------------------.............................--..---.. --- 60 00 34, 149 56 'Ten per cent. for engineering and contingencies ......................... 3,414 96 37,564 52 Abstract ofproposals received by Capt. William Ludlow, Corps of Engineers, brevet lieutenant. colonel, U. S. A., during fiscal year ending June 30, 1882, for improvement of Wilming- ton Harbor, Delaware. FOR DREDGING IN CHRISTIANA RIVER, WILMINGTON, DELAWARE. [Received and opened November 28, 1881.] No. Name and residence of bidder. Guarantors. Price per Commence work. Complete work. cubic yard. 1 National Dredging Company, Charles F. Peck, $0 31 December 15, 1881 June 30, 1882. Washington, D. C. Wilson Godfrey, FOR CONSTRUCTION OF JETTY AT THE ENTRANCE OF CHRISTIANA RIVER, WIL MINGTON, DELAWARE. [Received and opened'November 8, 1881.] No. Name andresidence of bidders. Guarantors. Price for jetty Remarks. complete. 1 Ira Lunt, New Castle, Del..... Wm. G. Gibbons and Emlen $34, 157 24 Hewes. 2 Isaac Neveling & Son, Phila- Geo. Gillespie and M. W. 33, 000 00 delphia, Pa. Kulp. 3 John B. Ely and Benjamin John R. Hudgins and I. N. 42, 000 00 Guarantors not Glenn, Baltimore, Md. Sauner. qualified. Abstract of contracts entered into by Capt. William Ludlow, Corps of Engineers, brevet lieu- tenant-colonel, U. S. A., during fiscal year ending June 30, 1882, for improvement of Wilmington Harbor, Delaware. CONSTRUCTION OF JETTY AT ENTRANCE OF CHRISTIANA RIVER, DELAWARE. Name and residence of contractor. Price for jetty Date of contract. complete. Isaac Neveling & Son, Philadelphia, Pa.......... ............ $33, 000 Novemberl8, 1881. DREDGING IN CHRISTIANA RIVER, WILMINGTON, DELAWARE. Name and residence of contractor. per cubic Price yard. Date of contract. Date of contract. Remarks. Remarks. NationalDredging Company, Washington, $0 31 December 22, 1881. Completed May 2, D. C. 1882. APPENDIX F. 761 Maritime business of the port of Wilmington, Delaware, from June 1, 1881, to June 1, 1882. Cargoes. Tonnage. Value. Coal.............. ...........--------..----......----.---.......---........----------..-....---...-------------........... 133, 500 $601, 750 Lumber (18,750,000 feet)...-----.--...--................. .....--- ..... 46, 825 498,600 Iron ---- ,-- ..--------------- - ----............--. ---... 49, 300 1, 972,000 Saltpeter, potash, &c .---..--...-----.--.----...---..-.--..---......... 2, 100 252,000 Fire-brick.. .............---.............-- ----- ----- -- - --..............................-- 600 Brick .............----..---...---..--......-----......----................................... 3, 000 16, 000 Ice--------------- ------------------------------------------------ 10,000 50,000 ooMeal........ ............. ........ ....... Sandlour........................................ .................. ...... ............................... ............. 40, 1, 000 000 110,000 80, 000 Meal ------------------------------------------------------------------ 5, 300 180, 000 Flour.---------------------- ------------ ----- ----------------... 1,000 80,000 Grain ------..-----------.........----.....--------.....---------.....--....................................... 8, 400 291,000 Fertilizers and fertilizing material .-........................................ 70, 000 1, 553, 000 Paper and paper material..--..--................................--................. 15, 000 1, 754, 000 General merchandise..---............................--... ..... ................ 48, 000 7, 962, 000 Canned goods (93,395) ..-----------------..........---------------------------- 1, 000 93, 395 Iron ore-..-----.---. 3, 500 28, 000 Total merchandise .....----..... .... .... .......... .................... 447, 005 15, 452, 345 New vessels built (38) .--..--...... ..............-...... ...... ..... ..-...... ...... 12, 685 1, 690, 150 Vessels in for repairs (81).................................................... 32, 090 348, 245 Total volume of trade.................................. ..- ........... 491, 780 $17, 490, 740 Steamers-- ------.................................................................... 1,043 Brigs..................................... 18 ................................--------------------------------------------------- Barks- --------------------........................ ----------------............-------------...........----------........---............. 13 Schooners--.------ .--------------------------------------------- 1,005 Sloops...............------------------.....----------...... .........----------..------........-------------------.................. 301 Barges----..--------------------..................--....-----------------------------------.......................................... 4,826 Rafts -....----.......----............----....---........-------......-----....--....--------- --------....--......-----....------....... 25 ............. .....-- Total----.... ------....--....----....----....-- ---....------------- --....--------....-- ----...... 7, 231 LETTER OF COL. J. N. MACOMB, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Philadelphia, July 19, 1881. SIR: I have the honor to acknowledge receipt of department letter of 16th ultimo, covering copy of report dated June 7, 1881, by the Board of Engineers for Fortifications and River and Harbor Improve- ments, in New York, to whom was referred the project from this office of April 8, 1881, for the application of the $50,000 appropriated in river and harbor act of March 3, 1881, for the improvement of Wilmington Harbor, Delaware.* This project, in conformity with the conclusions expressed in the original report of January 7, 1881, made subsequent to a somewhat ex- tended examination during the previous summer, recommended the con- struction of a jetty to extend from the Light-House Dike on the north side of the Christiana entrance outward to the 15-foot low-water curve in the Delaware River, with direction and development as shown on an accompanying chart. The jetty, as proposed, was to be a pile structure filled with stone, or with mud and stone, as might be found most economical, having due regard to necessary stability and durability, with its top at 4 feet above low-water, and therefore 2 feet below high-water, and a width equal to the depth of water at low-water, the minimum width being 6 feet. * See Annual Report Chief of Engineers for 1881, page 775. 762 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The cost of the jetty, as originally estimated, was $31,500, which, out of the $50,000 of appropriation, would leave a sum of $17,500 to be ex- pended in prolonging the 12-foot low-water channel in the Christiana upward to the Pulp Works, and a remainder of about $1,000 for con- tingencies. It is gratifying to find that the Board, after their investigation of the subject, concur generally with the project, and confirm its recommenda- tions as to the extension of the 12-foot channel" and the construction of the jetty. The dimensions to be given the jetty constitute the main points of difference. The Board recommend that the jetty be built up to the level of high-water, or reference 6, instead of to reference 4-low water being 0-and that its width throughout be made equal to its height, instead being made equal to the low-water depth of the site outside the 6-foot curve. As these recommendations involved serious increase of cost, and the report of the Board was unaccompanied by any drawings or estimates, it became necessary to prepare these, in order to ascertain the probable cost of the work as proposed. It was evident at once upon the completion of sketch, plans, and careful estimates based thereon, that the cost of the jetty, even if stopped, as pro- posed by the Board, at the 12-foot curve, would exceed the total amount of the $50,000 appropriation. A series of plans was therefore considered, involving five methods of construction and nine totals, with the view of determining whether the expense of the work could not be brought within desirable limits without impairing its effectiveness or stability. The results of this investigation are given in the accompanying draw- ings and schedule, in which the comparison between the several methods of construction considered is made both numerically and graphically. The prices are those of to-day, and are greater than those of last year, by reason of a considerable advance both in cost of material and labor. The estimates have been carefully gone over, and while on the whole they are larger than the work can probably be done for by contract, if given out at one time for the whole work, they have been brought down to the point within which an equitable margin of profit could be made, and give an accurate idea,. at any rate, of comparative cost. While submitting these estimates and exhibitions of the several methods of construction, I desire to ask a reconsideration of the recommendations of the Board with regard to the dimensions of the jetty. The increase over the dimensions recommended in the original project is illustrated by taking the case of the jetty in 10 feet of water at low- water. According to the project, the jetty at this point would be 14 feet in height and 10 feet in width. According to the report of the Board, the height would be 16 or 17 feet, and the width the same, an increase of 83 per cent. in cross-section, with a corresponding increase in cost. The total cost of the jetty supposed to be built to the 15-foot curve, on the same methods, with the differing dimensions, is nearly double. The report of the Board does not indicate the reasons upon which their recommendations as to width and height are based. A careful study of the local conditions, and considerable knowledge of the character of other structures in the Delaware of equal, and even much greater, exposure, justify the belief that the dimensions as origi- nally proposed are ample to attain all necessary strength and effective- ness. The construction of the partly submerged jetty rests upon the follow- ing considerations. The Delaware, in common with similar tidal streams, exhibits a char- APPENDIX F. 763 acteristic lowering of the water surface, and consequent decrease in depth during the last quarter of the flood, while the upstream current is still strong. Conversely during the last quarter of the ebb there is a rapid rise on the gauge, while a steady ebb current continues. This difference in time between high or low water and slackwater varies daily according to the winds and the phases of the moon, and is frequently overlooked, even by pilots and masters of vessels. It amounts to as much as an hour or' an hour and a half. It follows that after high- water the tide will fall 18 inches or 2 feet before the ebb-current is en- tirely established. Furthermore, at or near high-water, although the flood-tide is running strongly up the Delaware in the channel where the depths are greatest, an eddy current in the opposite direction is com- mencing along the shores. The application of these facts to the Christiana jetty is evident. Since no effective ebb-current out of the Christiana is established until the *tide has fallen about 2 feet, the upper 2 feet of the jetty, if built to high-water, will be of no effect in directing the efflux, this service being entirely performed by the jetty below reference 4. Again, the dike to high-water will at or near that stage of tide tend to interfere with the complete flooding of the Christiana basin by interrupting the eddy cur- rent back of the jetty. The upper 2 feet of the dike will therefore be under the first consideration useless, and under the second, if of any effect, disadvantageous. The economical aspect of the case is simpler. A dike built to refer- ence 4, high-water being 6, will be entirely submerged twice a day for periods of at least four hours each, making a total of over eight hours out of the twenty-four. It will therefore have that protection against decay ensured by the saturation due to regular and constant overflowing. The durability of a structure so circumstanced, if of good material, may fairly be put at twenty or twenty-five years before decay will have materially impaired it, this period rapidly decreasing as the height is increased. With regard to the proper width to be given the jetty, the' conclusions of the project are based less upon reasoning than experience. Under the ordinary conditions of a fresh-water construction on the banks of a tidal stream of moderate range and velocity, with bed of mud and sand, it is certain that a jetty having a width equal to the low-water depth would be secure. The presence of heavy ice in the stream introduces an ele- ment of danger to be considered. It seems probable that the appre- hension expressed in the report of the Board that an unusual ice move- ment might sweep away the jetty, as originally proposed, is the basis of their recommendation of the much greater width. The contemplation of a large field of ice, moving at the rate of 1 to 2A miles an hour, might well suggest apprehension for the security of a structure opposing its progress, however massively constructed; but, as a matter of fact, there are numerous slightly-built structures, wharves, cribs, jetties, &c., in the Delaware that have stood for years, although within five years there have occurred two of the heaviest ice seasons ever known. The tramways at Forts Delaware and Mifflin, for landing material, built upon open piles 4 to 8 feet apart, have stood for three years without injury, although the ice has at times nearly covered them. An old tramway built nine years ago by a contractor near Fort Mifflin, when the battery was constructing, is still in existence, although the timber above high-water is thoroughly rotted. This apparent discrepancy between cause and effect is due to two facts. 764 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. First. The main movement of ice, set in motion by the currents, is, necessarily, in the channel, while the movement along shore is controlled by the more sluggish current, and retarded by the friction of the bot- tom. Under these circumstances the ice lodges in the shoal water, and, from the constant pressure of the channel ice, is gradually pushed in and heaped up until, even at high-water, there is no movement. The shore structures are thus incased in ice. Second. The lodgment and consequent immobility of the ice are greatly aided by the difference in time previously referred to between high. water and slackwater. During the later stages of the flood the ice is pressed shoreward as the tide rises, and is held in that position by the continu- ing flood-current until the gauge shows a fall of a foot or more, and the ice is securely frozen to the underlying mass. In this way the ice will have reached, in some seasons, a depth of 8 to 12 feet without damage to the comparatively slight shore structure, against and upon which it rests. All the shoal water, both on the banks and in midstream, is in this manner occupied by stationary fields of ice. With regard to the Chris- tiana jetty, the conditions, both general and special, favor stability. The river is wide, the shores low, the bottom flat and muddy. The flood-tide will continue in the channel after high-water, the slow eddy current aiding the shore movement of the ice, and its lodgment as the tide falls. Furthermore, during the winter northwest winds are the prevailing ones, and the west side of the river is frequently freed from floating ice by the pressure of the winds forcing it to the opposite shore. The only portion of the dike exposed to dangerous action by the ice will be the outer end, which, in the project, is supported by a heavy crib solidly filled, and its corners sheathed with iron plates to prevent cut- ting. It is assumed, since the ultimate object is the attainment of a 15-foot low-water channel, that the Board would have recommended both the extension of the jetty to the 15-foot curve in the Delaware and the con- struction of the crib at the end had they supposed the funds were avail- able. This is inferred from the remark of the Board that, " to secure a depth of 15 feet will require the scouring effect" (of the Christiana out- flow) "to be extended to the 15-foot curve of the Delaware." If the dimensions of the jetty, as recommended by the Board, can be recon- sidered, a complete structure can be built to the 15-foot curve for about $35,000, which will do its full service and last for twenty years, while otherwise the $50,000 appropriation will be exhausted in reaching the 12-foot curve. It is not supposed that the whole jetty can be built this season, but it can be put under contract with economical advantages and completed next spring. In connection with the general subject of the improvement of the Chris- tiana, entrance, two other points have received consideration. First. The wharves belonging to the depot of the light-house estab- lishment, which project into the stream from the north bank, interfere with the proper flow of both tides, and should be removed. Their in- jurious effect will be still more evident after the construction of the jetty than they are now. It is not anticipated that any objection will be made to the removal, since the light-house establishment has built a new depot near the Cherry Island range lights, some miles above, on the Delaware shore, with the intention of abandoning the Christiana depot so soon as the other shall have been completed. Second. To perfect the entrance some works are necessary on the south bank. On the tracing prepared to accompany this report are APPENDIX F 765 drawn lines intended as dike or bulkhead lines. The purpose of these is to regulate the flow of the Christiana, and in connection with the proposed jetty, to give its mouth that ear-trumpet shape, opening to- wards the flood-tide in the Delaware, which is desirable for the em- bouchure of a secondary stream almost entirely dependent upon the tides of the primary for its water supply. No project for the construction of a jetty along these lines has been submitted, for the reason that the bordering lands are owned by wealthy manufacturers, who propose the erection of works in the vicinity, and who will, in time, doubtless see the desirability of taking in the area inclosed between the present dike line and those proposed as bulkhead lines, since they will gain a large additional acreage, at the expense only of the dike. As this will join the main land at both ends, the common mud dike, pitched with stone on the river side, as usually con- structed on the Delaware, will answer all requirements, and the gov- ernment will not be called upon to build it. The accompanying schedule gives the several methods of construction and total cost, in parallel columns. No. 1 is that recommended by the Board to the 12-foot curve, with the additional amount necessary to carry it to 15 feet. The height is car- ried in the estimates to 7 feet, since the high-waters frequently reach that elevation. It has the crib superstructure proposed by the Board. No. 2 is a modification of No. 1, using sheet piling and part mud filling. The expense in both cases exceeds the appropriation. The remaining methods have dimensions as in the original project. No. 3 is believed to be the best, but its cost is too great. No. 4 is cheaper, and would be entirely effective even if built with hem.- lock piles, the frequent submergence protecting it. No. 5 is a combination, having the piles cut off at low-water and a crib superstructure as proposed by the Board, but with the dimensions of the project. It is rather more expensive than No. 4 (b), and the crib superstructure cannot have the strength against pressure of the solid piles, the material in both cases being the same. It is believed that on the whole No. 4 (b) will answer all requirements and possess sufficient durability to warrant its construction, which is, therefore, respectfully recommended. Very respectfully, your obedient servant, J. N. MACoMB, Colonel of Engineers. The CHIEF OF ENGINEERS, U. S. A. REPORT OF THE BOARD OF ENGINEERS. OFFICE OF BOARD OF ENGINEERS FOR FORTIFICATIONS AND FOR RIVER AND HARBOR IMPROVEMENTS, New York, August 6, 1881. GENERAL: In reply to your reference of Col. J. N. Macomb's letter of July 19, 1881, discussing his projects for improving Christiana River, in connection with the Board's report upon the same subject, we submit our views as follows: In our report of June 7, 1881,* we concurred generally with Colonel * See Annual Report Chief of Engineers for 1881, page 775. 766 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Macomb as to his views upon the improvements that could be effected in the way of deepening the above river, except that our confidence in the maintenance of a 15-foot channel by the erosive power of the current was not as great as his. We also concurred as to the use of the north jetty to remove the bar in the Delaware at the mouth of the Christiana, with the following changes: First. That the jetty be built at the present time only as far out as the 12-foot curve. It was thought quite probable that the erosion would extend a little beyond the jetty's end, but whether it would or would not it seemed very suitable to let its extension be dependent upon the successful maintenance of 15 feet depth of channel to Wilmington. Second. To make the jetty more effective it was proposed to raise it to high-water (mean high-water). Third. As the portion above low-water would be alternately immersed and exposed to the sun's rays, this Board suggested that the pile struct- ure of Colonel Macomb s project should be terminated as near the ordinary low-water as " economy of construction will admit, and to put on a superstructure of crib-work rising to high-water. This last when decayed can be removed." Now the ordinary rise and fall of the tide at this place is 5 feet 6 inches. As the finished pile structure will rise about 1 foot 6 inches above mean low-water, the superstruct- ure will be but 4 feet high. A method of construction in conformity with our design is exhibited on accompanying sketch. By the change thus indicated the Board thought that oak might be dispensed with and much saving effected. Fourth. It was also suggested that while the width of the jetty as originally designed by Colonel Macomb would endure all ordinary press- ures it might be insufficient as against ice floes. The widening by the Board bore reference to the possibility of its being subjected more or less to ice piled upon it or borne down against it by reason of rising river, excessive currents, and high storm winds. The experience on the Hudson was the Board's guide in suggesting additional width of sec- tion to jetty at the mouth of the Christiana. The question was fully discussed whether to make a return as a protection against ice or to widen the jetty. It may not be necessary to widen the inshore portion where the ice grounds. If the constructing officer, however, knows, from his own experience, that there is no danger to his jetty from ice floes, there seems to be no reason why he should not build'it with the width shown in his project. Stone is in our opinion altogether prefer- able to mud for filling between the piles. We submit the following as an approximate estimate: NORTH JETTY. One thousand four hundred and seventy feet long and extending to 12-foot curve, and rising to level of mean high-water. Piling 66,660 linear feet, at 25 cents-----.---... ----......--...-----................. $16, 665 00 Longitudinals --................------------------------..............feet b. m.. 141,816 Stringers .---......--...---....-----....----......------------------------.... do.... 26,460 Pile cross-ties .........--------- ------------------------............ do.... 10, 128 68,347 Cross-ties (cribs)...........-----------------------..................--...........do.... 246, 751 at $23 per 1,000 feet --..------.....---...... ..---.------------------, ---- ....----.. 5, 675 27 1,286 feet 1-inch bolts, 1,960 feet 1-inch tie rods, 10,800 pounds, at 6 cents..- 648 00 22, 988 27 Stone, 12,675 cubic yards, at $1.75 ....................................... 22,181 25 45. 169 52 APPENDIX F. 767 The timber, piles, &c., are at the contract prices for the Savannah River. The price of stone is assumed at 75 per cent. greater than con- tract prices on Long Island Sound, and more than twice as great as those paid on the Hudson River. The Board presents the annexed sketch to accompany its estimate and to show how its results were obtained. Respectfully submitted. Z. B. TOWER, Colonel of Engineers, Bvt. Maj. Gen. JOHN NEWTON, Colonel of Engineers, Bvt. Maj. Gen., U. S. A. HENRY L. ABBOT, Lieutenant-Colonel of Engineers, Bvt. Brig. Gen. Brig. Gen. H. G. WRIGHT. Chief of Engineers, U. S. A. oe 20moreh sone 6ian show n in t is sketkh is allowedfor in 64e estimae.. 768 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. F io. IMPROVEMENT OF BROADKILN RIVER, DELAWARE. In the last Annual Report a full exhibit was made of the condition and circumstances of the Broadkiln improvement, and recommendation was made that the application of the available balance of the appro- priation be deferred until further action of Congress. Such action not having yet been taken, the matter remains as last reported, no reasons having presented themselves for altering the, recommendations then submitted and approved. This work is in the collection district of Delaware, Wilmington being the nearest port of entry, the revenue collected there during the past fiscal year amounting to $50,530. The nearest fort and light-house are, respectively, Fort Delaware and Delaware Breakwater light. Total amount appropriated to June 30, 1882-......................-..--- . $20, 000 00 11,022 42 Total amount expended to June 30, 1882..-------....-----------.....................---. Money statement. July 1, 1881, amount available......----.........-----.....--....--------..--......--------.... $8,977 58 July 1, 1882, amount available...... ............... .............. ..... 8, 977 58 Amount aopropriated by act passed August 2, 1882....................... 5,000 00 Amount available for fiscal year ending June 30, 1883 .................... 13, 977 58 Amount (estimated) required for completion of existing project.......... 36, 500 00 Amount that can be profitably expended in fiscal year ending June 30,1884. 16, 000 00 FII. IMPROVEMENT OF MISPILLION CREEK, DELAWARE. The improvement of this stream was begun in 1879, with an appro- priation of $3,000, and continued with the further appropriation of $4,000 in 1880. The general plan was to remove the shoals in succes- sion downward from the head of navigation to a depth of 6 feet at low- water, and a width of 40 to 50 feet. The details of operations are given in the Annual Reports of the Chief of Engineers for 1880 and 1881. During the past year, with the appropriation of $3,500 in the act of March 3, 1881, the work has been continued in accordance with the pro- ject. Contract was made and the work begun May 26, 1882, and con- tinued until July 1, 1882. During this time a channel of the prescribed width and depth was made through the " MuShpot Shoal," a distance of 950 yards, requiring the removal of 5,550 cubic yards of mud which were deposited upon the bank. A similar channel was made through the " Fork Shoal," and an additional 793 yards removed, making a total of 6,343 cubic yards. In addition to appropriating for the improvement, the act of March 3, 1881, provided for a survey of the mouth of the stream, report of which has already been submitted, and will be found elsewhere, herewith. In the case of the Mispillion, as in that of most of the minor streams in Delaware tributary to the bay, the entrance is shallow, and its deep- ening both the most costly and important part of any valuable improve- ment. The work already done in the stream itself has had, however, a cer- APPENDIX F. 769 tain beneficial effect in relieving the vessel-builders from the annoyance and expense of the delays heretofore encountered in getting their vessels down to the bay. These delays, in frequent cases, absorbed the profits of the builders, and seriously limited the dimensions of the vessels for which contracts could be made. Ship-building at Milford has during the last two years shown a considerable increase, and several vessels of from 400 to 1,000 tons were built during the last year. Three more are constructing, and several others are under contract. The business of the stream is reported to have increased about 25 per cent. For the completion of the present project of a 6-foot low-water navi- gation to the mouth, there will be required the sum of $6,500. It will always remain, however, to open the mouth of the stream to such extent, at least, as will admit of the entrance and exit of loaded vessels near the period of high-water. In this connection attention is invited to the accompanying report of the survey of February 20, 1882. To secure an available entrance depth of 4 feet at mean low-water would cost about $55,000, or for a 3-foot low water entrance, which with the rise of the tide would admit vessels drawing 7 feet, about $49,000. Mispillion Creek is in the collection district of Delaware, Wilmington being its nearest port of entry, the revenue collected there during the past fiscal year amounting to $50,530. Mispillion Creek light is the nearest light-house, and Fort Delaware the nearest fort. $10,000 00 Total amount appropriated to June 30, 1882----............-------....-----...---......--- 9, 945 68 Total amount expended to June 30, 1882 ---- ---...--....--.....--......-----....------...- Money statement. July 1, 1881, amount available.......... --.............---............... $3, 451 72 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881...* _._...... ...... $1, 864 97 July 1, 1882, outstanding liabilities...-------..----------------- 1, 532 43 3, 397 40 54 32 July 1, 1882, amount available..--...-----..--...--..........---------..----.... Amount appropriated by act passed August 2, 188'2.------... ----. ------ 3, 000 00 . 3,054 32 Amount available for fiscal year ending June 30, 1883 --..--................--- Amount (estimated) required for completion of existing project. .......... 3, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884 3,500 00 Abstract of contract entered into during fiscal year ending June 30, 188-1, for improvement of Mispillion Creek, Delaware. Name and residence of contractor. Dredging,per Date of contract. Remarks. cubic yard. Frank Pidgeon, jr., Philadelphia, Pa .. $0 43 July 6, 1881 .......Completed June 30, 1882. EXAMINATION OF MOUTH OF MISPILLION CREEK, DELAWARE. UNITED STATES ENGINEER OFFICE, Philadelphia, Pa., February 20, 1882. SIR: The following report on the examination of the mouth of Mis- pillion Creek, Delaware, is submitted, in complliance with the require- ments of the river and harbor act of March 3, 1881. With a navigable length of about 18 miles, and discharging into the Delaware Bay about the same distance north-northwest from Cape Hen- 49 E 770 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. lopen, Mispillion is one of the more important of the Delaware streams, by reason of its considerable ship-building industries and the high re- pute of its native white-oak timber. The original examination of this stream was made in 1878, and the report printed in Annual Report Chief of Engineers, 1879, pp. 467-470. The improvement of the navigation, in progress since 1879, in accord- ance with a project of that date, under small annual appropriations, aggregating $10,500, has been confined to the removal of shoals in the creek, beginning at Milford, the head of navigation and the site of numerous saw-mills and ship-yards, where vessels of over 1,000 tons are built. The details of operations are given in Annual Reports Chief of Engineers, for 1880, pp. 587-589, and for 1881, pp. 785 and 786. As is the case with nearly all the streams tributary to Delaware Bay, the most serious obstruction to navigation is found at the entrance, the chart of which, from a survey of last season, is forwarded herewith. It will be seen that the low-water contours of 2, 4, and 6 feet in the bay lie approximately parallel to the shore, at distances, respectively, of about 3,000 , 4,000, and 5,000 feet, without any indication of a channel across the intervening shoals. The trend of the shore line is about north by east. All winds from the northward and eastward, therefore, tend to supplement the action of the ebb-tide of the bay in the gradual transfer of sand and mud southward along the shore. Under these circumstances, the effluent current from the creek is deflected, and by the loss of power from constant choking is able to main- tain an entrance depth of from 1 to 14 feet only at low-water, by follow- ing the shore half a mile southward. The short line of pile dike, shown on the chart above the entrance, is the evidence of an ineffectual attempt by the local authorities, some twenty years ago, to guard against further encroachments due to the littoral movement of sand. The design was correct in theory, but the dike, both in development and construction, was manifestly inadequate to modify the action of the forces in operation. For the maintenance of a channel entrance of any desired depth, it is necessary not only to prevent the intrusion of sand at the mouth, but the transporting and distributing action of the waves and tidal currents .of the bay as well. For these purposes, after determining the line, a jetty should be built, starting from the north side of the entrance, with a reliable shore con- nection, and extending out into the bay to at least the depth desired. Along this jetty the channel may be dredged to such depth and width as shall make it available for the vessels which are to use it. The low-water navigation in the Mispillion is about 6 feet, and under ordinary circumstanccs it would be desirable to continue this depth into the bay, but the rise of tide in the bay is about 44 feet, while at Milford the rise does not exceed 24 feet. The entrance depth, therefore, might be reduced to 4 feet at low-water without serious disadvantage and with a large saving in the cost of the necessary works. The distance from the shore to the 4-foot low- water contour in the bay is about 4,000 feet, and a jetty of this length will be required. Its posi- tion and plan are shown on the tracing. The jetty should be built to about high-water, with its shore end suit- ably secured by riprap or loaded brush. The inner 2,500 feet of length may be straight, the outer 1,500 slightly curved southwardly. APPENDIX F. 771 The jetty should terminate in a substantial cluster of piles, bound to- gether, rising well out of the water, and supporting a rough structure of some description to mark the entrance. The construction of the channel should follow up that of the jetty, beginning inside the mouth of the creek. The material from the first cut of the dredge may be thrown over the jetty; that of the remaining cuts should be towed away to a suitable dumping-ground, light-draught scows being used. The amount of dredging necessaryto make a channel 4 feet deep and 150 feet wide is about 80,000 cubic yards; but the current from the creek would aid the dredging operations so soon as the cuts had been made through the beach beyond low-water mark. Some temporary obstruction in the present creek bed, below the new channel, might be found desirable to direct the flow at the outset. The cost of the various works above mentioned would be about as follows: ESTIMATE FOR A 4-FOOT LOW-WATER CHANNEL. .......... $32, 000 4,000 linear feet of jetty, at $8-------..............................--------------------------..------------ 80,000 cubic yards dredging, at 20 cents .................................... 16, 000 Pile-cluster, day-mark, and temporary obstructions ........................... . 2, 000 Contingencies of engineering and supervision .... 5,000 ......................... Total ......--------..........-- 55, 000 ----....--......-------....--......------......-----..... For a 3-foot channel the jetty would be shortened about 500 feet, with a considerable reduction also in the amount of dredging. The estimate is as follows: ESTIMATE FOR A 3-FOOT LOW-WATER CHANNEL. 3,500 linear feet of jetty, at $8 .... -------------------------.........................--..-------------.......... $28, 000 70,000 cubic yards dredging, at 20 cents ..................................... 14,000 Other works as before--...--. .....--..--.............. ................----- .- . 2, 000 Contingencies of engineering and supervision ..............-......... .... 5, 000 Total ....... ..... -.... ------.....----..... .... ----....--.... ........--- ....----...... 49, 000 The work in either case could be advantageously completed in one season, with suitable time for preparation, but might be divided between two seasons without serious increase of expense. The commercial sta- tistics given on the accompanying schedule are from the Annual Report Chief of Engineers, 1880, pp. 588 and 589. Respectfully ubmitted. WILLIAM LUDLOW, Captain of Engineers, Bt. Lieut. Col., U. S. A. The CHIEF OF ENGINEERS, U. S. A. t COMMERCIAL STATISTICS OF MISPILLION CREEK, DELAWARE. Milford, about 18 miles by the windings of the creek from its mouth, has about 3,000 inhabitants, whose most important business interests are shipbuilding and the lumber trade. Vessels built there are of a superior stanchness. At present there are on the stocks building, one vessel of 1,100 tons, one of 850 tons, and several of lesser tonnage. The shipping consists of five schooners of from 50 to 75 tons, running regularly be- tween Milford and Philadelphia, and about an equal number of transient vessels, making each eight or ten trips a year. Milford is also the center of a large wheat and fruit growing district. 772 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The exports are- White-oak timber ........................................ .......... feet.. 500, 000 Railroad ties.......-------............--.....-----...... ---.......................... 30, 000 Wood--------...----..-.....----..---... ---- .......................---...... -----.... cords.. 5, 000 Bark ......-----....------..................................------...... ....-----tons.. 600 Wheat and other cereals ............................ ........ bushels.. 100, 000 Wool ........... . . .. .. ...... .. .... pounds.. 5, 000 Sheep-skins... ..............-- ............ .............................. 7, 000 Hides..................... ..... ...... ......... ........... .. pounds.. 30, 000 Canned fruits .... .... ................... cases of two dozen cans each.. 54,583 The imports are about 1,000 tons fertilizer and 2,000 tons coal, with merchandise to the value of $100,000. Mispillion Creek is in the collection district of Delaware, Wilmington being the nearest port of entry. FI 2. IMPROVEMENT OF DUCK CREEK, DELAWARE. The entrance to this stream has been under improvement for the last two years, with successive appropriations of $5,000 in 1880, and $3,000 of March 3, 1881. As stated in the last annual report, the work was put under contract in July, 1881, and completed early in August. The channel made had a length of about 600 yards, width of 75 feet, and a low-water depth of 8 feet. A further sum of $4,500 will be required to complete the con- struction of the channel to the full width of 100 feet, as originally pro- jected. In the great number of cases, a channel through shoals obstructing the entrace to a stream will need for its maintenance the protection of a dike or jetty to concentrate and direct the currents and prevent a dredged channel from filling. The material composing the shoals at the mouth of Duck Creek is in part a stiff clay, capable of resisting the action of a moderate current. It seems advisable, therefore, before esti- mating for permanent constructions, to complete the excavation of the channel through the shoals, and observe the subsequent current and tidal action. For this purpose an appropriation of $4,500 will be needed. This creek is in the collection district of Delaware, Wilmnington, being its nearest port of entry, the revenue collected there during the past fiscal year amounting to $50,530. There is a light-house at its entrance, the nearest fort being Fort Delaware. Total apppropriation to June 30, 1882 ---...--..---........-------------------------...................... $, 000 --------------- 8,000 Total expenditure to June 30, 1882....----..-------------.............----.....--.....------............ Money statement. July 1, 1881, amount available ----...-------------..............-----------............----------........... $2, 912 93 July 1, 1882, amount expended d ing fiscal year, exclusive of outstanding liabilities July 1, 1881 ..-------------------------------------------- 2, 912 93 Amount appropriated by act passed August 2, 1882 ...................... . 2, 000 00 Amount (estimated) required for completion of existing project .-.........-- . 14, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 14, 0(00 00 Abstract of contract entered into during fiscal year ending June 30, 1882, for improvement of Duck Creek, Delaware. Name and residence of contractor, Dredgin per cubic yard. Date of con- tract. Remarks. American Dredging Company, Phila- delphia, Pa ..--------.... $0 25 July 8, 1881. Completed August 2, 1881. APPENDIX F. 773 F 13. IMPROVEMENT OF COHANSEY CREEK, NEW JERSEY. The river and harbor act of March 3, 1881, made appropriation of $7,000 for continuing the improvement of Cohansey Creek, and further provided for a re-examination of the stream. The accompanying report of this, dated February 8, 1882, exhibits the history and present con- dition of the navigation. In response to advertisement dated August 31, 1881, no proposals were received for continuing work upon the stream, and it was decided to postpone operations until it should be ascertained what action Con- gress would take at the ensuing session with regard to continuing the improvement. The city authorities have notified me of their intention to lower the pipes crossing the stream, which have prevented operations in the upper part in accordance with the project. At the date of this report no action has been taken by Congress. Cohansey Creek is in the collection district of Bridgeton, N. J., which is the nearest port of entry. Total amount appropriated to .Tune 30, 1882 ...........---......-...... .... $31, 000 Total amount expended to June 30, 1882-................................ _,.... 501 Money statement. July 1, 1881, amount available.. ...... .......-----......---.......... ........ . $7,003 01 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..-------.........------..---.......--......................... 504 60 July 1,.1882, amount available ......------......--......................----------.... 6,498 41 Amount appropriated by act passed August 2, 1882 -... -.......... - ... .... 5, 000 00 Amount available for fiscal year ending June 30, 183- ...--..-...... ...... 11, 498 41 Amount (estimated) required for completion of existing project.........---.. 5, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 5,000 00 EXAMINATION OF COHANSEY RIVER, NEW JERSEY. UNITED STATES ENGINEER OFFICE, Philadelphia,Pa., February 8, 1882. SIR: I have the honor to submit the following report on the exami- nation of Cohansey Creek, New Jersey, in compliance with the require- ments of the river and harbor act of March 3, 1881. As the stream has been under improvement for several years, and surveys have been made at various dates, no further field work was necessary than a re- examination of the localities where obstractions were known to exist, to determine what changes, if any, had occurred. Cohansey Creek drains the northern part of Cumberland County, New Jersey, and has a navigable length of about 20 miles from the Delaware Bay, into which it discharges, to Bridgeton, lying at the head of navigation. The entrance to the creek is across a wide flat of sand and mud, hav- ing a mean low-wateVdepth over it of 5 feet, the rise of tide being about 6 feet. Owing to the extent of this flat, the semi-fluid character of the bottom, and the exposure to the storms of the bay, dredging operations alone would be unavailing to create a greater channel depth, and exten- 774 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sive permanent works would be needed to prevent a dredged channel from rapidly refilling. Furthermore, the existing low-water depth is only about 2 feet less than the ordinary draught of vessels trading to the creek. For these reasons no attempt has been made to deepen the entrance, which shows no indications of notable change since 1872. The navigation upward to within a short distance of Bridgeton, though tortuous, as is usually the case with tidal streams flowing between banks of salt-water marsh, is of ample depth and capacity. Approaching Bridgeton the depths rapidly decrease, and along the city front the bed of the stream, owing to the accumulations of sand and gravel from surface and street washings, was in 1872 nearly bare at low-water, although, owing to the favorable character of the naviga- tion below, the rise of tide is greater than at the mouth. The river and harbor act of that year ordered an examination, which was made in August following, and report thereafter submitted. The original project had in view the construction of a channel 4 feet deep at mean low-water, and 130 feet wide, at an estimated cost of $30,000. As the work progressed under successive appropriations, aggregating $24,000, it became evident that an increase in the depth of channel was necessary for the commerce of the stream, and as meanwhile the city of Bridgeton had adopted effective methods of intercepting further de- posits, in June, 1880, an amended project, submitted to the Chief of Engineers and approved by him, proposed bringing the 7-foot low-water navigation from deep water below the lower steamboat wharf upward as far as the Commerce street bridge, and thence to the nail-works bridge a low-water depth of 6 feet, the channel to be 100 feet wide at its lower end and decrease to 50 feet at the upper bridge. An addition of $11,000 to the original estimate was made necessary by the change in dimensions. At the cessation of work in October, 1880, a 7-foot low-water channel had been made to Broad Street Bridge, with an average width of 70 feet, and between Broad and Commerce Street bridges a narrower one of the same depth. At Broad street a space was left undredged, in order not to endanger the gas and water mains of the city, which cross the creek at this point. The existenlce of these pipes in the bed of the stream is referred to in the annual report of the Chief of Engineers for 1880, page 590. The depth of water over them at low-water is only 4 or 5 feet, and it was essential to the further progress of the improvement that they should be sunk to such depth as would admit of free passage of vessels without danger of striking. The attention of the city authorities was officially invited to the mat- ter by this office, and an urgent demand made by the citizens of Bridge- ton most interested in the navigation for action by the council, but up to the present tinme nothing has been done. There are no engineering difficulties in the way, and $1,500 would probably cover the cost. It appears, therefore, that in the judgment of the city council, as at present advised, the value of the improvement by the United States of the navigation above Broad street is not worth the expenditure of that sum by the city. Under these circumstances the application of the $7,000 appropriated by act of March 3, 1881, has been suspended to await the decision of the city with regard to the pipes and the further action of Congress. In July, 1881, the re-examination required in act of March 3, 1881, was made, the results of which are shown on the accompanying tracing. APPENDIX F. . 775 This is substantially a 7-foot low-water channel, from the deep water of the creek below Stony Point upward, but of insufficient width at some points. Above the upper steamboat landing the channel dredged has shoaled somewhat in assuming its new dimensions, but exhibits good indications of permanence. The annual report Chief of Engineers, 1881, page 790, estimates a further appropriation of $10,000 as being needed to complete the im- provemeit in accordance with the revised estimate of 1880, which made the total cost $41,000; of which there has been appropriated $31,000; expended, $24,000; balance on hand, $7,000; required to complete, $10,000. The expenditure of this amount is, however, contingent upon the action of the city with regard to the lowering of the pipes. Should this not be done, the balance of $7,000 now on hand would probably be most advantageously expended from the upper steamboat wharf down- ward, and accomplish all that is needed at the present time for the im- provement of the navigation in that section of the stream. Bridgeton is the port of entry for the collection district of the saue name. * The collector reports that no great changes have taken place since the commercial statistics of the port were prepared as printed in the Report of the Chief of Engineers for 1880. The data there furnished are ap- pended. Respectfully submitted. WILLIAM LUDLOW, Captain of Engineers, Bvt. Lieut. Col., U. S. A. The CHIEF OF ENGINEERS, U. S. A. COMMERCIAL STATISTICS OF COHANSEY CREEK, NEW JERSEY. The Cumberland Nail and Iron Company's works consist of rolling, pipe, and nail mills, employ four hundred hands, run twenty furnaces, two sets rolls, one hundred and two nail machines. and produce yearly 100,000 kegs of nails, and 1,500,000 feet of gas pipe; and, in addition to this product, freights by water 15,000 tons coal, 8,000 tons pig-iron, 3,500 tons iron ore, and 10,000 tons furnace cinder. The production of three glass factories, amounting to 30,000 tons, and of two fruit- canning establishments, 1,000 cords of oak and pine wood, 100,000 bushels corn, 3,000,000 shaved hoops, are shipped annually. There are received by water, and not otherwise noted, 5,000 tons anthracite coal, 2,000,000 feet lumber, and a large amount of oyster shells, lime, stone, and general merchandise. The steamer Artisan makes regular semi-weekly trips between Bridgeton and Phila- delphia. The amount of tonnage registered in the custom-house at this port is as follows: One hundred and thirty-two vessels, under 20 tons, 1,656 tons, owned in all parts of the district and engaged in the oyster trade; twenty-five small sloops and schooners, 1,000 tons; thirty coasting schooners, employed chiefly in the coal trade, 8,000 tons; one hundred schooners and sloops engaged in the oyster trade, 3,000 tons; twenty- five schooners and sloops engaged inl the carrying trade between Bridgeton and Phila- delphia, 2,000 tong. Total number of vessels, three hundred and twelve; total ton- nage, 15,656. F i4. IMPROVEMENT OF SALEM RIVER, NEW JERSEY. Prior to 1880 the amounts appropriated for the improvement of this stream had been applied near the mouth, in Salem Cove, and resulted 776 REPORT OF THE. CHIEF OF ENGINEERS, U. S. ARMY. in the construction of a channel 8 feet deep at mean low-water, with a width of 110 feet through a bar of clay, sand, gravel, and small bowlders, which had been an annoying and somewhat dangerous obstruction to the navigation. The appropriation of $3,000 in the act of March 3, 1881, was intended for the improvement of the upper part, or rather what had been the upper part of Salem River, but which some years previously had been separated from the lower part of the stream by a damrn, and provided with a separate outlet by means of a canal. The improvement of the entrance would involve the construction of permanent works, the cost of which would have exceeded the interests concerned, and for this reason no project was submitted. The appropriation of $3,000 was therefore used towards the excava- tion of a channel through the shoals at Biddle's Landing. During the interval of three years since the original examination was made, these shoals had increased from the flow of the currents, and largely from the presence of the wrecks of two canal barges, which had caused additional deposits. A channel 60 feet in width and from 6 to 7 feet in depth at low-water was dredged from the head of the canal to a point about 200 . feet above the landing, leaving about 700 linear feet of distance yet to be traversed to reach deep water below Hloxie's Landing. The cost of completing this channel and of removing the other shoals existing at other points will be from $4,000 to $6,000, depending upon * the contract price that may be obtained for doing the work. Reference is invited to the report of the survey of Salem River which accompanies -this Annual Report. Salem River is in the collection-district of Bridgeton, N. J., which is the nearest port of entry, the revenue collected there during the past fiscal year amounting to $3,317.49. The nearest fort and light-house are, respectively, Fort Delaware and Finn's Point range lights. Total appropriations to June 30, 1882 . ---......................-....... $13, 000 00 Total expenditures to June 30, 1882 ............... .............. .... 12, 862 07 Money statement. July 1, 1881, amount available..--..--..----...................--........... $3, 027 14 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..-----............... ....------.. ... ........ .... 2, 889 21 ...... ...... July 1, 1882, amount available ....-- --..... --................ 137 93 Amount appropriated by act passed August2, 1882 .--..................... 1,500 00 Amount available for fiscal year ending June 30, 1883 ..... .............. 1, 637 93 Amount that can be profitably expended in fiscal year ending June 30, 1884. 4, 000 00 Abstract of proposals received July 20, 1881, for dredging in Salem River, New Jersey. Name and residence of Guarantors. Price per No. adbame sider.nce of Guarantors c u b i c Commence work. Complete work. yard. 1. American DredgingCom- Patrick Rodgers, $0 30 August 10, 1881 September 30, 1881 pany, Philadelphia,Pa. James R. Knipe. APPENDIX F. 777 Abstract of contract entered into during fiscal year ending June 30, 1881, for improvinj Salem River, N ew Jersey. Name and residence of contractor. Drdging per Date of con- Remrks. American Dredging Company, Philadelphia, Pa.. $0 30 July 27,1881 Contract completed. F Is. IMPROVEMENT OF CHESTER CREEK, PENNSYLVANIA. As reported last year, contract was made in July, 1881, under the ap- propriation of $3,000 in the act of March 3, 1881, for the construction of a channel 7 feet deep at low-water, with a width of 40 to 50 feet from the Third Street Bridge to deep water in the Delaware. The contractor was to have begun operations in November, but asked an extension of time for commencement until May, 1882, which was granted, with the understanding that the work should be completed before June 30, 1882. The contractor failing to comply with the terms of his agreement, further extension was refused, and operations were deferred until Con- gress should have taken action upon the additional appropriation now under consideration. This work is in the collection district of Philadelphia, which is the nearest port of entry, at which the revenue collected during the past fiscal year amounted to $11,969,231. Fort Mifflin and Schooner Ledge range lights are, respectively, the nearest fort and light-house. Total appropriation to June 30, 1882 .......-- ...... .......... ...........---. 3, 000 Total expenditures to June 30, 1882 ...... . .........-........... .... ..... 36 Money statement. July 1, 1881, amount available... ........--.- .....- .....---..-.- . $2,963 08 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 . .......... .... . ..... ..... ... ..... - ... ..... . 36 00 July 1, 1882, amount available.. .... ....---.... ----.... ......- --..-- ....--- .... 2, 927 08 Amount appropriated by act passed August 2, 1882.---. ...--.. - 3, 000 00 Amount available for fiscal year ending June 30, 1883.................. 5, 927 08 FI6. IMPROVEMENT OF RANCOCAS RIVER, NEW JERSEY. The original examination of this stream was made in 1880, and a re- port submitted under date of January 4, 1881, which was incorporated in the last annual report. The general project for the improvement was in effect an estimate of the cost of obtaining a 6-foot low-water navigation, with a width of 150 to 200 feet, from the mouth to Centreton, a distance of 74 miles, where the main business of the stream terminated. To comply with the requirements of the act of June 14, 1880, directing the survey, a continuance of the navigation to Mount Holly, 5~ miles further, with a depth of 5 feet, was also estimated for. 778 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. he examination showed that near Hamill's Island, in the lower section, a dike would be required to restrict the flow of the stream to the main channel and prevent injurious interference with the action of the currents by the outflow from Mill Creek. With the $10,000 appropriated in the act of March 3, 1881, prepara- tions were made for beginning work in this locality where the worst ob- structions existed, known as Coates's Bar. The dredging contract was so drawn as without additional expense to the United States to secure the construction of the dike from the north bank to the upper end of Hamill's Island, parallel to the channel. This dike was first constructed with a total length of 723 feet, and immediately thereafter dredging operations were begun and continued until the appropriation was exhausted. The result, as shown by sub- sequent examinations, may be summed up as follows: The aggregate amount of material, mostly fine sand, removed was 17,000 cubic yards. A continuous channel, with a width of 85 feet and depth of 64 feet at mean low-water, was made through Coates's Bar. The upper part of the shoal, as is frequently the case early in the im- provement of a stream, had somewhat filled from the increased action of the augmented current upon the disturbed bed, but there was at no place less than 54 feet of water at low-water. The dike was fully doing its work in regulating and protecting the main channel, the outflow from Mill Creek discharging back of the island and joining the river without conflict. During the ensuing year, should appropriation be made, it is pro- posed to complete the improvement at Coates's Bar by increasing the width of the 64-foot channel to 150 feet, and thereafter to proceed to the points above, as described in the original report. The sum of $25,000 will be required for the continuance of this work during the fiscal yeAr 1883-'84. Rancocas River is in the collection district of Burlington, N. J., which is its nearest port of entry. Fort Mifflin is the nearest fort, and the Horseshoe range lights the nearest light- house. Total amount appropriated to June 30, 1882--..----------------.....----------. $10, 000 Total amount expended to June 30, 1882...------ ------.----------- .. ------. 10, 000 Money statement. July 1, 1881, amount available ...--------..--------..........--......------.....------...------......---... $9,819 86 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabiiities July 1, 1881---------------------------------...................----------............................. 9,819 86 Amount appropriated by act passed August 2, 1882---....--.....-.......... 10, 000 00 Amount (estimated) required for completion of existing project-..-........ 61,236 00 Amount that can be profitably expended in fiscal year ending June 30, 18484 25, 000 00 Abstract of contract entered into during fiscal year ending June 30, 1882,for improvement of Rancocas River, New Jersey. Name and residence of contractor. Dredging per Date of con- cubic yard. tract. American Dredging Company, Philadelphia, Pa....----...-....--..... $0. 55* July 8, 1881. *Price for dredging includes construction of dike. Contract completed. APPENDIX F. 779 F 17. IMPROVEMENT OF SAINT JONES RIVER, DELAWARE. With regard to this stream, there is nothing to add to what is con- tained in the annual report for 1881. The department having approved the recommendation that for the reason therein set forth the expenditure of the $5,000 appropriated in the act of March 3, 1881, should be deferred until further action by Con- gress, no action has been taken towairds applying the amount now avail- able. Reference is invited to the accompanying report of the survey of the Murderkiln, in which the improvement of both entrances is discussed. Saint Jones River is in the collection district of Delaware, the nearest port of entry being Wilmington, at which the revenue collected during the past fiscal year amounted to $50,530. Its nearest fort and light-house are, respectively, Fort Delaware and Mahon's River light. Total appropriation to June 30, 1882-------------------................... ------................--- $5, 000 00 Total expenditures to June 30, 1882-----------............ ------......------......------......--......---.. 167 90 Money statement. July 1, 1841, amount available............--------------.----- .....----- --......--.....---....-----...... $4, 902 70 July 1, 1882, amonunt expended during fiscal year, exclusive of outstanding liabilities July 1, 1881..........................................-------------------------------------------..20 60 July 1, 188, amount available------------------------...............--------------.............4, 882 10 Amount (estimated) required for completion of existing project... -...... 30,000 00, Amount that can be profitably expended in fiscal year ending June 30, 1884. 30, 000 00 F 18. IMPROVEMENT OF THE SUSQUEHANNA RIVER, PENNSYLVANIA. During July, 1881, the contract of September 20, 1880, for the com- pletion of the North Branch of the Susquehanna, was completed by the removal of 3,661 cubic yards of clay and gravel from the shoal near the foot of Wilkes-Barre Island, and the paving of 425 linear feet of the dike at the head of the island to intercept the low-water flow down the north channel. This work completed the projected improvement of the river as far as Wilkes-Barre. Under the appropriation of $15,000 made in the act of March 3, 1881, and the project submitted from this office under date of June 17, 1881, advertisement for proposals for a continuance of the work was made June 25, 1881, but no bids were received. The call was repeated by circular letter, and on September d, 1881, contract was made for the dredging of a channel above Wilkes-Barre through " Gas House Riff," " Hillman's Riffle," and tIhe shoals between Forty Fort and Monocko- nock Island. The channel dimensions in view were a width of 60 feet and a summer stage or low-water depth of 3 feet. In order to avoid as much as possible the disadvantageous reduction of the water-line above the cuts through the shoals, the gravel dredged from the channel was deposited in such manner as to form submerged dikes or deflectors to back the current and direct it into the cuts. The dredging plant on the North Branch of the Susquehanna con- sisted of a single dredge of small capacity owned by the canal company. 780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In consequence the contractor, Mr. IR. C. Mitchell, made arrangements to build one, the construction of which delayed the commencement of the work. Dredging began in October, and after completing the chan- nel through "Gas House Riff" by taking out 2,354 yards of heavy gravel, the high stage of the river compelled a suspension until April, 1882. An extension of time for completion was given to August 20, 1882. Up to June 30, 1882, 6,042 cubic yards of gravel, sand, and bowlders had been dredged from Hillman's Riffle and Forty Fort Shoal. The work in progress will have been completed in August, proximo, and the survey will be made, as the stage of river may allow, to exhibit the results attained. With regard to the future improvement of this stream, it appears desirable to say that the work, in accordance with the method of oper- ating hitherto in progress, has reached a point where, if it is to be con- tinued, a change of plan is necessary. The problem is one of the improvement of the navigation of a fresh- water stream, with a strong slope and current, alluvial and drift shores and bed, great variation in level at different seasons, and in winter heavy ice gorges. The average slope between Pittston and Wilkes Barre is about 1i feet to the mile, the fall, as usual, being taken up by a succession of pools and " riffles" or bars. During high stages the surface rises 20 to 30 feet above the summer stage. In this connection the following extract is made from my report of April 1, 1882 : The method of operating hitherto has been to make narrow cuts 40 to 60 feet wide through the bars, using the materials (cobbles, coarse gravel, and sand) to direct the low-water flow into the cuts, and when islands divide the currents, to concentrate the low-water flow into one channel by means of low dams across the others. These methods, however, are of limited application only, and owing to the loose character of the bed and banks, and the eroding and transporting power of the stream at high stages, cannot be expected to secure permanent results. Furthermore, although they have, for the time being at least, effected a substantial improvement of the navigation from Wilkes-Barre downward, the favorable influence of the dam at Nanticoke contributing to this result cannot be overlooked, and as the pooling due to this dam terminates near Richard's Island it is not certain that the simple system of operating hitherto pursued will avail to any great distance above Wilkes-Barre. For a continued systematic treatment of the stream it is nearly certain that (raised) dams at intervals will be indispensable, and the construction and maintenance of these will constitute the most serious and costly part of the undertaking. To guide the judgment of the engineer intrusted with the direction of work of this character, it is essential that the limiting condition of the problem should be clearly defined, in order both that an intelligent comprehension of its nature and extent may be formed and that the detailed information necessary to its solution may be collected and thoroughly digested. It seems proper to say that in my judgment, Congress should be asked to indicate with what view and to what extent the improvement of the North Branch of the Sus- quehanna is to be considered; and if seriously undertaken, to make provision, first, for the careful surveys and examination necessary to determine the proper methods of permanent improvement, and afterwards to appropriate such sums as shall be requisite for its annual progress in execution. With the opening of a channel through the Forty Fort Shoals, which will be completed during this season, the current appropriation will have been exhausted. The effect of the operations of this time will have been to afford a 3-foot low-water navigation from Richard's Island upward past Wilkes- Barre to near the foot of Monockonock Island, 4 miles above, where lie the bars and "riffs" known as the Ram's Horn, on which the fall is 3 feet. The cuts already made are available for navigation so far as depth of APPENDIX F. 781 water is concerned. But one of the defects of the system of narrow chutes and deflecting dams is already shown in the fact that the velocity of flow through some of them is so great as to make it difficult for the small steamboats plying on the Susquehanna to ascend them, while to open them to a greater extent would lower the pool above, and conse- quently increase the slope of the next rapid. In ease of future appropriation for this work, I would recommend that the subject be thoroughly considered in reference to the extent of river to be improved and the low-water depth to be secured. Total appropriations to June 30, 1882......... ............-............ $30, 000 00 Total expenditures to June 30, 1882 ................... ............... 19, 094 60 Money statement. July 1, 1881, amount available-................. --...................... $19, 344 56 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July, 1, 1881 .. ...........__._ _.. $11, 697 04 July 1, 1882, outstanding liabilities .......... ..........---------.... 2, 392 14 14, 089 18 July 1,1882, amount available.......................................... 5,255 38 Amount appropriated by act passed August 2, 1882 ........ ............. 15, 000 00 Amount available for fiscal year ending June 30, 1883 ..................... 20,255 38 Abstract of proposals (informal) received August 4, 1881, for dredging in Susquehanna River, Pennsylvania. No. Name and residence of Guarantors. Price per cubic Commence work. Complete work. bidders. yard. 1. John Van Patten, Rah- ............ $1 15t Within ten days December 1, 1881. way, N. J. of award of contract. R. C. Mitchell, Wilkes. Hiram Wentz. ! 90 cents through August 15, 1881. December 1, 1881. Barre, Pa. John Mitchell. Gas House Riff, 75 cents through other shoals named. Abstract of contract entered into by Capt. William Ludlow, Corps of Engineers, Breret Lieu- tenant-Colonel, U. S. A., duringfiscal year ending June 30, 1882, for improvement of Sus- quehanna River, Pennsylvania. Name and lesidence of contractor. Dredging, price per cubic yard. Date of contract. Robt. C. Mitchell, Wilkes-Barre, Pa. . 90 cents through Gas-House Riff, 75 September 6, 1881. cents through other shoals. F ig. CONSTRUCTION OF PIER IN DELAWARE BAY, NEAR LEWES, DELAWARE. The river and harbor act of March 3, 1881, appropriated $10,000 for continuing the construction of this work, The appended report by Mr. Stierle, assistant engineer, shows the application of the funds and the condition of the work at the end of the fiscal year 1881-'82, and submits an estimate of the additional amount necessary to complete it. The deterioration of the timber superstructure, to which attention has been invited in repeated annual reports, has progressed rapidly during the past year, and has at this date assumed such proportions as in effect to compel the rebuilding of about three-fourths of the deck. 782 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The last annual report estimated the cost of completion at $13,000. The progress of deterioration, as hitherto reported, and additional defects discovered in the course of rebuilding, necessitate increasing this estimate by nearly 50 per cent., to $19,000. It is urgently recommended that such amount as may be essential to complete this work be appropriated, since the annual deterioration and the cost of maintenance represent a large percentage of the total re- quired. The tests of creosoted timber submerged in the harbor and exposed to the teredo, which were reported on pages 818 and 819 of the annual report for 1880, have been continued. The couples, consisting each of a creosoted and an untreated block, were again submerged April 30, 1881, and allowed to remain until November 11, 1881, when they were taken up for the winter. In May, 1881, when I had an opportunity to examine them, the nat- ural blocks were thoroughly perforated, and had lost over 50 per cent. of their weight; the creosoted blocks were unchanged either in appear- ance or weight. .New blocks of natural timber were prepared and the couples again immersed in the water, near the end of the pier, where they still remain. This work is in the collection district of Delaware, the nearest port of entry being Wilmington, Del. Fort Delaware is the nearest fort, and the Breakwater light is the nearest light- house. Total appropriations to June 30, 1882 .----..---............................. $355, 500 00 Total expenditures to June 30, 1882.--------------------------------- 353,546 41 Total (eotimated) cost of pier as revised to 1882........................ 374, 500 00 Money statement. July 1, 1881, amount available -----..---------------------------.................. ----- 8, 927 16 July 1, 1882, amount expended during fiscal year, exclusive of out- standing liabilities July 1, 1881 ............................... $7, 468 11 --.......... 185 00 July 1, 1862, outstanding liabilities ......---......----...... -- $7,653 11 July 1, 1882, amount available ........................................... 1,274 05 -- Amount appropriated by act passed August 2, 1882 ......-- -- . 13, 000 00 - - -....--....--.... -....-- Amount available for fiscal year ending June 30, i883............ ......... 14,274 05 -- Amount (estimated) required for completion of existing project .-......... 6, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 6, 000 00 Abstract of contract entered into duringfiscal year ending June 30, 1882, for construction of pier in Delaware Bay, near Lewes, Del. Name And residence of contractor. Yellow-ine Dateof con- Remarks. Per M feet. Eppinger & Russell, New York City ..................... $31 00 July 16,1881 Completed. REPORT OF MR. A. STIERLE, ASSISTANT ENGINEER. PHILADELPHIA, PA., July 2, 1882. SIR: I have the honor to submit the following report upon the construction of the pier in Delaware Bay, near Lewes, Del., for the fiscal year ending June 30, 1882. The proposed work for the season was: To drive the remainder of the fender-piles, and connect them with the superstructure, and to replace decayed stringers, cross- beams, and floor-joists in the pier-head with new material. APPENDIX F. 783 By September 1 all the fender-piles, except one, were in place, including the two isolated( clusters of piles, of 9 piles each, at the outer corners of the pier. The last fender-pile was subsequently settled with the force-pump-the proximity of the freight house, built across the shoulder of the pier, preventing the use of the pile-driver. The number of piles driven during the fiscal year was 107, making a total in place of 185. During the months of September and October the fender-piles and the intervening wale and chock pieces were connected to the pier, the heads of the piles were cut down to a uniform height, the two clusters at the end of the pier were securely bolted and chained, and the machinery was dismantled. The partial reconstruction of the superstructure of the pier-head was then pro- ceeded with. The 4 by 9 inch floor-joists of the 17 bays, between the 55th and 72d rows of piles, were taken up and carried ashore, to be replaced at the proper time by pieces of larger (imensions. The 12 by 12 inch stringers of this section of the pier becoming thus more exposed, close inspection revealed the fact that a greater number of them than had been anticipated were in a more or less advanced state of decay. The 9 by 9 inch cross-beams were in no better condition. Seventeen of the former and twelve of the latter were subsequently taken out and replaced by new pieces. The remainder of the decaying pieces cannot be removed until new lumber has been con- tracted for. All the lumber that could be profitably used at the time having been put in place, the work of replacement was discontinued. During the rest of the season heavy chock-pieces of yellow pine were fastened to the wale-pieces with long drive-bolts and between the heads of the fender-piles, to brace the piles laterally. This was accomplished by the 15th of February, when work closed for the season. Since then nothing has been done with the exception of an overhauling of boats. Messrs. Eppinger & Russell, of New York, with whom a contract had been made in July, 1881, delivered 63,603 feet of yellow-pine lumber the following September. It was expected that $13,000, the amount asked for in the last annual report for the completion of the pier, would be sufficient for that purpose. A recent examina- tion and an estimate based thereon show, however, that this amount must be in- creased to $19,000. This increase of the estimate is solely due to the rapid deteriora- tion of the lumber already laid in the pier and of that originally purchased and piled upon the beach. Attention has been repeatedly called to this matter, which has now assumed such proportions that a practical rebuilding of the superstructure, from the shore to the seventy second row of piles, will be necessary. Many of the pieces marked to be removed are but slightly affected by decay; it is certain, however, that they cannot last much longer, and their removal can more ad- vantageously take place now while the general overhauling is progressing. Thus, 70 per cent. of the stringers and 51 per cent. of the cross-beams will have to be removed in the pier-head. In the narrow part of the pier several stringers, 49 per cent. of the cross-beams, and all of the floor-joists must be removed and replaced. Instead of using the old planks as decking for the pier-head, new planking has been estimated for, as the former will be nearly worthless when the time arrives to lay them. The cost of removing so much finished work, in order to reach the pieces that are to be replaced, adds materially to the increase of the estimate. The state of the pier at the end of the fiscal year is as follows: The substructure is finished. The superstructure of the narrow part of the pier is laid as originally planned, but must be rebilt; that of the pier-head is in great part removed, awaiting reconstruction. All the fender-piles are in place and connected to the pier. If sufficient appropriation be made, it is proposed during the coming season to con- tinue the renovation of the older portions of the superstructure. During the fiscal year ending June 30, 1884, it is proposed to finish the pier accord- ing to the original plan, if the necessary amount shall be appropriated as a whole. This work is in the collection district of Delaware, the nearest port of entry being Wilmington, Del. Fort Delaware is the nearest fort, and the Breakwater light is the nearest light-house. The original estimated cost of the pier was...-- - - - - -- - - - ..- $387, 419 67 Which was reduced previous to 1878 by various revisions to............. 360,000 00 And increased by estimates made in 1880, 1881, and 1882 to.... ........ 374,500 00 Total amount appropriated to June 30, 1882 ...- ------------ ---------- . 355,500 00 Total amount required July 1, 1882, for completion of pier according to the latest revised estimate .... ............ ...... .. ..... 1, 000 00 Respectfully submitted. A. STIERLE, Assistant Engineer. Col. WILLIAM LUDLOW, Captain, Corp8 of Engineers, U. S. A. 784 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. F 20. ICE-HARBOR AT THE HEAD OF DELAWARE BAY. The original preliminary report upon this harbor, given on pages 612 and 613 of'the annual report of the Chief of Engineers for 1880, sug- gested that if it should be finally determined to build the harbor, de- tached from the shore in the bay between Liston's and Reedy Island, a structure consisting of lines of piers with a decking above high-water, resting upon iron piles, promised certain advantages over the solid de- tached stone piers, of which the other ice-harbors in the Delaware are built. These advantages may be summarized as follows: The work once begun may proceed in almost any weather; the harbor is capable of indefinite extension as may be found desirable; the open character of the substructure, while the flow of ice is prevented, offers no obstruction to the free passage of the tidal currents, and the harbor will therefore require no dredging to maintain its depth. It affords continuous passage for sailers from end to end, and as many points of mooring as may be required. The cost of an iron and timber structure of this character will not ex- ceed that of the stone piers, and will probably be less. The stone piers are necessarily somewhat widely separated and pre- sent comparatively few points for mooring; they interfere with the flow of water and create powerfiul eddies ; they are reached only by boat, and access to them is frequently difficult or even impossible at the very time when, from the pressure of running ice, their shelter and support are most needed. The construction of the timber foundations to low-water, and the laying of the stone work above, is tide work, and therefore tedious. and uncertain. Operations can only proceed during favorable weather,. and the pier, until completed well above high-water, is a danger to shipping. It might furthermore be stated that the lines of pier, having a con- tinuous deck, afford opportunities for the placing of lights accessible one from the other, and of storing temporarily, wholly or in part, the cargo of a vessel, if necessary. Other conveniences, such as supplies of coal and provisions, suggest themselves. The preliminary estimate of cost at prices then ruling was $250,000. The greater present cost of labor and material add to this. The last annual report of the Chief of Engineers, for 1881, page 847,. states as follows: Consultation with those interested in the navigation of the Delaware discloses a predominating weight of opinion in favor of the vicinity of Liston's over Reedy Island as the proper location for the harbor. The construction will depend partly upon the location, but it may be said that subsequent investigation tends to confirm the con- clusion suggestedin Colonel Ludlow's report of January 24, 1880, namely, that the structure should be entirely detached from the shore, and be built of iron piles rather than stone piers. The most advantageous position indicated by the chart seems to be in the vicinity of the intersection of the Finn's Point Ranges with the Port Penn Ranges. These ranges make such an angle with each other as to compel vessels to haul nearly five points to eastward to pass from one course to the other. Sailing vessels in winter consequently get as far as Liston's, even with a northeast wind, and are fre- queutly unable to get further, both by reason of the change of course and of drifting ice encountered near the head of the bay. 1he masses Placing the ice-harbor outside and to the westward of the ranges avoids any possi- ble interference with vessels pursuing their voyages, while it would be perfectly ac- cessible to such as require its protection, whether on the outward or inward passage. After further consultation with the maritime interests, studies have APPENDIX F. 785 been made during the past year in the direction above indicated of the most suitable plan and details of construction. The simplest form of harbor protected against both flood and ebb tides would be one inclosed between two straight parallel lines of pier, which, with a length each of 1,008 feet and a distance apart of 600 feet, would define a harbor space of about 13.8 acres. Each line of pier would stand upon sixty-four trestles, about 16 feet apart, composed each of four iron or steel piles, with a timber deck, fender. piles, and mooring facilities. Red harbor lights at the four ends of the piers would mark the en- trance. Further consideration leads to the belief that it would be better to build the two lines of pier, so that each should consist of two lines, making with each other angles looking respectively up and down stream. This form, with the same width of opening at the east and west ends of the harbor, gives more harbor space or conversely allows of the partial closing of these openings without loss of area. Moreover, the angle made by the lines of pier with the currents ad- mits of the more ready flow of ice past the harbor on the exterior with- out admitting it. The addition to the cost of the.works in consequence of this change is about 8 per cent. In considering what should be the dimensions of parts and other de- tails of the proposed structure, it became necessary to inquire as to the strains to which it might be subjected. Aside from the chance of colli- sions, against which it is impossible to fully protect a structure of any character, the most dangerous pressures to which the harbor would be exlposed are those due to the ice moving in the bay at certain seasons under the influences of wind and tide. An attempt to compute the total possible thrust of a field would be useless, since practically no limits could be set to its area and weight. Considering, however, the comparatively open character of the struct- ure, it becomes evident that the greatest resistance to be required of the piles would only be that sufficient to crush the ice in motion against them; in other words, that the ultimate pressure would be limited by the crushing strength of the ice, and that if the piles were able to with- stand this the structure would be reliably stable. As a matter of fact, this degree of resistapce, if computed from the pressure of a field of solid, clear ice, would never be demanded of the piers, for.the reason that the ice, in floating about, is broken into blocks of various sizes, and, from the softening action of the air and sun and the saltness of the water in which it is immersed becomes rotted and disintegrated. After diligent search for data as to the crushing strength of ice - through all the engineering records available, it became evident that no information of practical value could be found. Numerous examples are recorde I of the destructive effects of ice, but little or no attempt had apparently been made to analyze and classify the forces in action. The only discussions found are as follows: In 1845 a Board of Engineers (report on file in office of Chief of En- gineers, U. S. A.), considered the effect of an acre of ice, 12 to 15 inches thick, in motion, with a velocity of 3 feet per second, impinging against a breakwater, and estimated that every foot front of the field would exert a pressure of 27.11 tons against each foot front of the structure. After careful reading of the report, and of the comments thereon by Col. T. J. Cram (page 231, Report Chief of Engineers, 1868), 1 am 50 E 786 REPORT OF THE CHIEF OF ENGINEERS, U S. ARMY. unable to determine what pressure per square inch of surface against the breakwater these figures are intended to represent. The annual report of the Illinois and Saint Louis Bridge Company for 1868, contains a discussion of the probable pressure of ice against the piers of the bridge. Under the assuinption that the crushing strength of ice is 600 pounds per square inch, it is deduced that the pressure of an impinging floe 500,000 square feet in area and 1.2 feet in thickness against the pier will be about 43.2 tons per square foot, which, at 2,000 pounds to the ton, exactly equals the 600 pounds per square inch origi- nally assumed as the crushing strength Qf ice. In the absence of reliable data, I made some experiments, the results of which are tabulated in the accompanying exhibit. The blocks used were prepared in different forms of prism, and the ice of which they were composed varied from "snow ice" to the clearest and hardest from the Kennebec River. As was to be anticipated, the figures showing pressures of yielding and crushing vary in consequence between considerable limits, viz: for yielding, from 23 to 300 pounds, and for crushing, from 94 to 1,000 pounds. The blocks were compressed as rapidly as possible. The separation into vertical columns, whether the pressure was applied horizontally or vertically, was a constant characteristic. The conditions of original formation, of internal and external tempera- ture, and in especial of the greater or less accuracy of form, evidently affected greatly the resistances. Great difficulty was found in cutting the blocks to plane surfaces, the saw, even when carefully guided, almost invariably leaving warped sur- faces. It was my intention to continue these experiments by freezing the ice in iron molds previously prepared and in such form as should appear most advisable. It may be inferred, however, from the data at hand, that ice in the condition in which it is ordinarily found in the Delaware will begin to yield to a pressure of from 100 to 200 pounds, and will disintegrate under pressure of from 400 to 600 pounds to the square inch; these limits being assumed for the condition of the press in which it would be firmly confined. When floating loosely and in contact with rounded bodies these pressures will be reduced more or less, but in what ratio it would be difficult to estimate. The structure for the proposed ice harbor at the head of Dela wre Bay has been devised in accordance with these data. The general plan and details of construction are shown on the accompanying drawing. Each trestle is composed of two vertical and two inclined screw piles Sinches in diameter1 , preferably of steel. Ear inclined pile is firmly connected to the head of a vertical pile, and all points of crossing are secured by bolted clamps. The form of screw shown is that considered best for the raking piles. For the vertical ones, if found desirable, less development of thread is required. Accompanying this report is also a summary of the detailed estimate of cost of one bay of 16-foot span. The total cost of the harbor as proposed will be $300,000, for which, if it is to be constructed, the whole amount should be available at one time in order to provide for the making of favorable contracts. The actual expenditure per annum should not be less than $100,00J. I desire to record my obligation to Lieutenant Black, of the Corps of Engineers, for his valuable assistance in searching for data regarding the pressure of ice, as well as in the work of the office generally. APPENDIX F. 787 Money statement. Amount appropriated by act passed August 2, 1882-...-.................. $25, 000 00 Amount (estimated) required for completion of existing project-- ---........... - 275, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 100, 000 00 ESTIMATE FOR ONE BAY (16 FEET) FOR ICE HARBOR AT HEAD OF DELAWARE BAY. Cost of material for one trestle: 4 steel piles, 7 inches by 52 feet, wt. 27,000 pounds, at $5 per 1,000. $1, 350 00 Cast iron (3 ctamps, 4 screws, 2 caps), 24,000 pounds, at 4 cents per pound .---------..........---- ---.........--- -------. ....------..............-----..---..... ---- 960 00 Bolts and nuts, 200 pounds, at 6 cents.......------- -... -----....---- ......-----.....-. 12 00 $2, 32,2 00 Decking and fender piles: 6 piles, 15 to 17 inch butts, 9 to 10 inch points by 52 feet, at $5.25. 31 50 3,770 feet b. m. decking, at $24 .............................. 90 48 Bolts, nuts, and straps, 490 pounds, at 6 cents ................. 29 40 Washers, 110 pounds, at 4 cents......---........................ 4 40 Spikes, 452 pounds, at 4 cents..................... ........ 18 08 173 86 S Labor: ---....--.... Setting four steel piles, at $20 ......-- ---..--- ....--......... ---- 80 00 Creosoting 593 cubic feet of timber, at 18 cents -----------------................. 106 72 Setting 6 fender piles, at $3.50 ................................ 21 00 Framing and placing 2,236 feet b. m., at $15..................... 33 54 Laying deck, 1,534 feet b. m., at $5 --------------------------...........................-.. 7 67 248 93 Total ........................-------------------------------............--------................------------........... 2,744 79 Add 10 per cent---..--------------------------------.................................--..---....------------............----. 274 47 Grand total------.................- -------- ------ ----------------............ 3,019 26 Cost per running foot, $188.70*. Cost two piers, each 1,076 feet long, $406,090.47. Tabular exhibit of trials of the crushing strength of ice under conditions, as regards temperature, approximating to those of floating ice in the Delaware River, made at Frankford Arsenal, Philadelphia, February 14 and 15, 1881, and at Fort Tompkins, Staten Island, February 22 anld 23 and March 2, 1881. NOTE.--The testing machine at the Frankford Arsenal was not convenient to obtain the tests with the celerity demanded in testing so perishable material as ice; the weights did not slide freely on the scale beam, and the beam took too heavy weight to be handled quickly. The testing machine at Fort Tompkins had its loads indicated by hydraulic pressure gauges-one gauge gave to 5,000 pounds, and the second 5,000 to 10,000 pounds. Much difficulty was found in cutting the ice blocks for Tests I to IV, inclusive, with parallel and smooth faces. At Fort Tompkins, the bottom of a cake of ice was rubbed smooth on a level stone surface, from which surface perpendiculars were erected and the outline of the top surface was scribed one inch in depth all around. The 0 block was then cut by a whip-saw, after which the unevenness was rubbed off on the stone bed. Vertical means: Normal to natural surface of ice. Horizontal means: At right angles to the vertical. O H 0 Tempera- Dimensions .0 o 0 a 0 -u a tures. and weights. V '0 a 0 .0 - a a .0 0 4.a .f b0 0 roC o .1 a A .8 a- 0 04 0 a m b 80 0. .0! 0' Date. Nature of ice. a-4 ' 0 Remarks. m a a V ci O- zr a w. 'a a oq 0.5 0 0O F; .80 .8 0,Ej 8I W 0 0A 0 .0e 0 z 0 a 0 Lb. 0c Lb. Mi be .0 m a 4. 0b. c W In 1881. OF OF. Inches. Lbs. Lbs. -9 Lbs. F31. 31155J 25 235 Ice full of impurities in original water. I Feb. 14 Frankford Pond ice of poor 6k cube . Vertical... Vertical. 1, 000 23 10, 000 .. quality. Block roughly cut for the purpose of accurate test. As the pressure was gradually increased the block re- solved itself into small vertical col- umns, which buckled and compressed until crushing occurred. II Feb. 14 .... do.. ...... do ......... 31 55 25 6) cube. 8t? .... do ...... do 1, 000 23 11, 500 272 ...... Same ice; difference of weight owing to imperfect cutting; columns formed same as in I. III Feb.14 .... do ........... do .. .. 31 55k 25 61 cube . 9 Horizontal m all ......... S..... ...... Split Crushed so quickly that the strain was resist- not determined; must have had in- ance. ternal flaw, or else some corner of ice acting as a wedge. IV Feb.14 ... do ........ do ........... 31 %5 25 6k cube . ? .... do .. Vertical 2, 000 47 4, 0001 94 None Vertical columns, which separated, but did not compress. V Feb. 15 do......... ... do..... . do.. ... ... 32 68 25 61 cube 8j Vertical... do .... 2, 000; 50 15, 600 400 .... No remark. VI1 Feb.15 .... do ..... ...... do ........... 32 68 25 6 cube .. 71 .... do ..... .. do ..... 2, 000 55 ........ 450 Vertical columns compressed or buckled, three-eighths an inch the 97 45000 block crushed. 47,000 1 Ice clear at first, but the air being VII Feb.22 FortTomp. Kennebec ice, very-.... .. 12 cube .. 59 .. do.......do .... 14, 000 327 kins. clear at first, but warmer veins formed in the, so that cloudy when before the block was ready for test- tested. ing it had a cloudy appearance. At 20,000 pounds began to divide into vertical columns; at 47,000, columns began to buckle, and pressure fell to 47,000, when, with one inch com- pressed, block crushed. do ...... do ..... 10, 000 33, 000 Block disintegrated into columns at VIII Feb. 22 .... do .......... do ........... ........... 6cube .. 10,000 pounds; the columns stood 280 33, 000 l 000 36,000; then with a falling pressure to 33,000, and, with inch compressed, block crushed ; strength greater than VII, probably because of more per- fect cutting of block and of greater solidity of ice, being taken from cen- ter of cake. IX Feb.23 ... do ..... ........... ...... do-------- 36 36 31 12 cube . 572 Horizontall..do .... 15,0001 104 55,000 382 N(one Columns in this case vertical; when the pressure became too great (55, 000 pounds) the block crushed (or flew) 7 with a report as of a pistol. M X Feb. 23 .... do ........ do..........------- 36 36 31 6 cube .. 74 ... do ..... .do ..... 3, 000 80 36, 000 1, 000 do .. Resulted in same manner as larger piece X. 2j 0 Feb. 23 do ..... Very cloudy ..... 36 36 31 6cube .. 7 ...- do ..... do .... 2,000! 55 33,000 917 ... Resulted same as preceding. Internal XI .... flaws more marked because of warmth 0 of air. XII Feb. 23 ... do . ....... do......... 36 3631 6 cube .. 71 S...do .... .... .... 1, 000 28 25, 000 700 N(one No remark. Thelow pressure at which blocks XI, XII, and XIII crushed was owing either to imperfect cut- ting, allowing strain to come on single points, or to disintegration of the ice by heat ; the blocks were very cloudy. XIII j Feb. 23 .... do ..---...... do 36 36 31 6cube.. 7 Vertical.. .......... 1,000 28 25,000 700.. -. Although subjected to vertical pres- sure, not able to determine any com- pression. XIV Mar. 2 .... do ..... Pond ice, 2 inches 31 293 28110 cube .. 33 .... do ..... .......... 30, 000 300 86,000 860 4 It was found impossible to increase the snow ice, rest pressure above 86,000 pounds, as the clear. elasticity of the columns formed in the ice, and of the wood blocks used to equalize the strain, took up the movement of the machine. After crushing the ice block one-quarter inch it was removed; and the tem- perature, taken by a thermometer inserted in an auger-hole, bored to the center, gave 282 Fahrenheit. 250 600 XV IMar. 2 .... do............do......---.. 31 29) 28- 10 cube .. .. Horizontal......... 25, 000 670 No remark. Tabular Exhibit of trials of the crushing stren gth of ice under co:ditions, as regards temperafure, 4c.-Continued. Tempera- Dimensions o qC tures. and weights. 4 ' m 0) b . b. So o .o O - Date. Nature o ice. a Remarks. O 4 4-4 a a9 - Iches. Lbs S Ho 0 W q m a m o co mkin gteru It Fotop3ic a129 2 910x3 .... Horizontal......... 4,00 433 Pressure applied on 3 inches by 10 1881. .... do ..... Same as XIV and 31 OF. F. 29 OF. 28 Inches. 9 cube .. Lbs. 24 .... do ............... Lbs. 12, 000 Lbs. 148 Lbs.0 Lbs. In. The two faces in contact with machine XVI Mar. 2 Fort Tomp-3-inch 1 a y e r of .31 snow ice.of clear 296 286 9x10x3 ...- Horizontal...........4, 000 130 13, 000 433 ..... Pressure applied on 3 inches by 10 inches face; block very roughly cut; i ....kins, do ..... 21inches 31 29 28 7x10x2 .. .. do .. 4,000 194 17, 0 O snow ice. XVII Mar. 2 ._.do ..... 2 inches of clear 31 291 28 71x10x21 .. .... do...............4, 000 194 17, 000 825-. - -Pressure applied on 21 inches by 7 ice. inches face; block very roughly cut; _do z M very clear ice. XVIII Mar. 2 ..... Same as XIV and XV. 31 291 281 9 cube.. 241 .... do ..... ......... 12, 000 148 39, 000 481..... The two faces in contact with machine were not parallel, and brought strain on corners, making the crushing z rn pressure very low. tom APPENDIX F. 791 F 21. . DELAWARE BREAKWATER HARBOR. The history and character of this harbor, and its value in particular to the coasting trade of the United States, have been explained and dwelt upon in numerous Annual Reports, special attention having been given it in the Annual Report for 1879, and subsequently. The constantly progressing diminution in depth from the gradual rise of the bottom, and the relative decrease in the available area in pro- portion to the amount of commerce seeking shelter, demand that reme- dial measures shall be applied for the protection and reclamation of the harbor, unless it is to be surrendered to the destructive action of nat- ural forces, and the expenditure hitherto made upon it be abandoned. The two works sheltering the anchorage and composed of massive piles of pierres perdues are in about the same condition as when left in 18ti9, since which time no expenditure has been made upon them. Their partialy unfinished condition, however, does not impair to any serious extent he service which they were designed to render, and their com- pletion may well be deferred until more important measures shall have been inmgurated. The at of March 3, 1881, ordered a survey of the Delaware Break- water Harbor and of the entrance thereto. This survey was made during iugust and September, 1881, and the chart, plotted on a scale of 800 fet to the inch, is submitted herewith. The area covered is 1" about 1 square miles, and includes both the inner and outer roadsteads, and the shoal known as The Shears," under the cover of which the large vessels now usually anchor. In conparing the present hydrography north of the breakwater with that shovn on the Coast Survey chart of 1843, no changes of magni- tude areobserved. The position of the fathom contours exhibits no notable variation. The " Shears" have about the same position and developuent as in 1843, with their outer points at about the same distance from the breakwater works. So also the 12 and 18 foot contours off the mouth of the Broadkiln appear to have undergone little change. In the interior of the harbor, however, the filling, particularly be- tween thn breakwater and the shore, exhibits a considerable shoaling, which isa measure of the physical deterioration of the harbor. The decreasein depth varies from 3 to 5 feet, with an average of about 4 to 4j feet. The 24-foot curve which formerly, and even so lately as 1877 (see comparative chart accompanying my report of May 15, 1878, An- nual Report Chief of Engineers, 1879, page 457 et seq.), penetrated from the cape nearly to the head of the government pier, now curves from the cape to the east end of the breakwater without connecting with the isolated pool, whioh is in process of filling up. The shoals un- derche breakwater and off the Old Dominion Pier have attained to large dinnsions and the anchorage has become suitable only to the lighter clas of vessels. In other words, the processes hitherto reported have beet in regular and steady operation, and their effects serve only to em- phsize the necessity for the adoption of counteracting measures. h the river and harbor bill now under consideration by Congress, prvision is made for beginning these by closing the "gap" between th ice-breaker and the breakwater, and should appropriation be made thre can be no doubt as to the desirability of completing this work as rpidly as possible. 7.p2 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The arguments for its construction are mainly two, viz: 1. The necessity for increasing the area protected against northeast gales which now enter freely through the '1gap." " 2. The prospect of checking the shoaling behind the breakwater by compelling the large portion of the ebb which now escapes through the " gap" to traverse the harbor and pass out by its eastern entrance. The effect of the former provision is positive in at once doubling the useful frontage of the work. The results to be anticipated in retarding shoaling between the breakwater and the shore are less clear. If, as is suggested in my former reports, the material in course of de- posit in the harbor is derived not from the deep water outside and to the eastward, but from the less depths to the west and north under the disturbing influences of the winds and tides from that quarter, an in- creased flow of the ebb tide, while it may reasonably be expected at first to reduce the shoaling near the breakwater and even temporarily to re- move a portion of the material already there, may eventually serve to increase the deposits by augmenting the transporting forces. However this may be, and whatever the ultimate remedies to be ap- plied to meet this difficulty, the closing of the " gap" must under any circumstances constitute an indispensable part of any project for the improvement of the harbor, and time will thereafter be afforded for fur- ther operations, to be based upon frequently renewed examinatibns and careful study. The wrecks which for some years have obstructed the west4rn por- tion of the harbor and made its use dangerous have been removed, as elsewhere reported. It is proper to say that if the work of closing the gap be seriously entered upon, the annual appropriations dherefor should be such as to enable the Engineer in charge to pirosecute the work without intermission, and have such amount of funds athis dis- posal as to secure contracts for the delivery of large quantitiesof mate- rial required at favorable economical prices. The annual sum available ought not to be less than $150,000 yearly for four years, and the work could be done to much better advantage in three years with appropri- ations of $200,000 each. A project and drawings showing details of the means projosed for closing the " gap" accompany this report. This work is in the collection district of Delaware, Wilmington being ts nearest port of entry. Fort Delaware and Delaware Breakwater light are respectively the nearet fort and light-house. 75, 000 Total estimated cost of project (for closing the " gap ").... ...............-. Money statement. Amount appropriated by act passed August 2, 1882. _ -.....- ........-...... . $1, 000 Amount (estimated) required for completion of existing project...... ..... 55 000 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20(000 GENERAL PROJECT FOR CLOSING THE "GAP" IN THE DELAWALE BREAKWATER HARBOR. The width of the "gap" or opening between the "ice-breaker" aid the "' break water" is about 1,390 feet, and the depth at mean low-waer on the line joining the two varies from 25 to 43 feet. The tidal currents through the gap have velocities of from 2 miles o 4 miles per hour, and the seas from the northeast traverse it freely. With appropriationl sufficient in amount to warrant the commence ment of the work-say, $150,000 to $200,000, to be yearly repeate APPENDIX F. 793 until completion-it is proposed to close the gap by4 means of a concrete superstructure resting upon a riprap foundation constructed in the man- ner shown on the accompanying drawing, and described generally as follows: A bridge of creosoted timber is to be first constructed completely across the gap, with bays 16 feet long. Each trestle to be formed of 3 piles, the center one vertical, the others inclined and forming with the cap a profile for the concrete work. A double railroad track.to be laid on the bridge for the transportation of materials. Upon completion of the bridge to begin the deposit of the riprap of from one-third ton .to 3 tons weight, laying it uniformly across the gap, to prevent scour of the bottom, and gradually raising the height to 12 feet below low-water, with a width of 48 feet and slopes of 1 on 2. The concrete superstructure to begin at 12 feet below low-water, with a width of 24 feet, height of 24 feet, side slope 4 on 1,and width on top of 12 feet. The concrete to be built in blocks of the above cross-section and length of 16 feet, corresponding to the length of bays. For this pur- pose the bays to be inclosed with detachable aprons forming boxes, to be filled in succession, the boxes containing at each end a triangular r e-entrant, which, after two adjoining boxes are filled, can be struck and likewise filled, forming square plugs to bind the larger blocks. To hold the side aprons in position tie-rods are used, passing through pipe, the extremities of which are flush with the exterior surface of the con- crete. Upon unscrewing the nuts and washers the aprons can be re- moved and the rods withdrawn, leaving the pipes in the concrete. The aprons and other apparatus connected with the construction of each block can be removed avid used again so soon as the mass shall have attained the requisite solidity. .The disadvantages of unloading the riprap directly from vessel an- chored in the gap are considerable. They would frequently for days together be unable to remain there, and under the most favorable cir- cumstances the rock would be deposited irregularly and in heaps. If the bottom were unprotected between these heaps the action of the cur- rents would cause a violent scour and deep excavations, largely increas- ing the amount of rock. The trestle-work admits of laying a uniform and continuous floor of rock, of placing the stone with regularity and certainty, of enabling the vessels to discharge in almost any weather under cover of the existing works, and, consequently, to admit of an uninterrupted prosecution of the work, even by night, if desirable. The vessels may either be un- loaded by means of derricks directly into the cars or may depd"sit their cargoes upon stagings built on the harbor side of both works, for which provision is made in the double track on the bridge. A detailed estimate of cost accompanies this project, amounting to $650,000. To this sum is to be added the cost of the tk-ack, stagings, derricks, hoisting-engines, and other necessary plant, amounting, in round num- bers, to $25,000, which makes the total estimate for completion $675,000. 794 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ESTIMATE OF MATERIALS REQUIRED FOR CLOSING GAP AT DEL- AWARE BREAKWATER HARBOR. FOR 16 FEET OF BRIDGE. Wood: Feet B. M 3 piles, 12' x 12", av. length 60.5 feet at 726 feet.. . ...................... 2, 178 1 cap, 12" x 12" x 11'..---- ---- -------------- -----------------........... ... 132 3 cross-pieces, 4" x"12" x (18', 12' 3", 12' 3") ....--....--..-- ..--....--....----....----..----.. 170 4 track stringers, 8" x 12" x 16' ......-----------....-----.. ---..............--.......-....... 512 16 diagonal struts for track stringers, 4' 10" x 4" x 5".... ......... ........ 207 8 diagonal struts for track stringers, 5' 10" x 4" x 5"... ....---.---- ..- . 207 Flooring planks 12' x 12" x 2" (laid 1" apart)................. .---- -. . ..-- 352 3, 551 Iron: Pounds. 5 bolts for cross-pieces, 4" d. x 18" ....--- ....--....--- ---- ............................. 15 1 bolt for cross-pieces, 4" d. x 23"-- .--.....---....-------------..............-.....--.....---.... - 4 12 washers 14" d. x 0".1, hole ".---... ---- ------.... ...... ----- --......----.... -- --...... --......---......-- 1 ' 5 joint-bolts for caps and track stringers 1l" d. x 22" ....................... 42 5 washers 3" d. x A", 14" hole ....------------....----....------....--.... ....-----...--..-----. ..........------- 2 4 tie rods 1" d. x 12' 9" at 35 lbs .... ...................................... 140 8 washers 24" d. x i6", 1" hole......- --.... .... .... ..........--......---...... 2 16 spikes for track-stringers (No. 60) 6' long .-.....-........ .............. 3 Nails for flooring (No. 30) 41" long ....---------......................... ....--.... 15 4 rails 16' long, 42 pounds per yard.----....-- ---- ---. ...- .--.. . .--. 896 128 rail spikes I" x 5"---.------.........---..------.. ......----......----......--.. ------ ...-----------....... 28 1, 148 GRANITE FOR RIPRAP. q Cubic yards. Volume of foundation.... ..... ................ ......................... 87,500 20 pe4 cent for subsidence....-- -- --......--...... ---..----............-----------............... -- 17, 500 Total cubic contents of foundation. ........ ....................... 105, 000 One cubic yard of loose stone contains 0.53 cubic yards of solids, and 0.47 cubic yards of voids. Cubic yards of granite required = 105,000 X .53 =.............. .......... 55,650 FOR SIDE APRON. Wood : Feet B. M 4 timbers 12" x 12" x 17', yellow pine..----..........--- .................... 816 Planks 17' x 25' x 6" ..............................-------------------------------------- 2, 430 Battens for panels, 6" x 12"..----- --------------------------- -------- 612 3, 858 Iron : '----= Poun ds. ' 8 clamps 3' 10 " long, 1" d. at 22.8......................................... 183 24 bolts 14" x 1" d. with 2k" washers ........................-----------------------..---.......------- 125 136 bolts, 19" x -" d. with nuts ..... -- ..--........-----......--............... .. 280 90 bolts 13" x J" d. with nuts .---.....---..-----..----......------------..-------------.................--...... 452 washers, 14" d. x 0".1 thick ..............-------------....--............--.. ...----....-------- 140 20 Spikes for ends of battens ......----......------......------....---....---..----....----....---......... 50 798 FOR END APRON. Wood: Feet B. M. 4 timbers 12" x 12" x 15'.5 or 19' or 23' or 26'.5 .........................-.... 1, 008 Yellow-pine planks 18' x 24' x 6".--..-- -----................------.....--- - ......----...-----..- .....---- 2, 592 ----.--- --..-....--... Battens for panels 6" x 12" .--- ' -.......--- ...--......------....--.........---. 606 6 battens for edges 7' x 6" x 14" -.................... ..................... 271 2 sills for well aprons, 24' x 6' x 14' ........ --.... ........................... 273 4,750 APPENDIX F. '195 Iron : Pounds. 188 bolts for battens 13" x " d .......... ...... ............................ 292 42 bolts for battens 13" x 4" d----.......---........ 65 --...............----------------..--..--.. .... 28 bolts for well sills 13" x 8" d.... _-.... ..... - ....... 44 12 bolts for well sills 19" x 4" d--.... ........--....--..... ...... ............ 25 540 washers 12" d. x 1" thick --............. --..........................-... 25 451 WELL FORMS OR APRONS. Wood: Feet B. M. Planks 24' x 5' x 3" laid double ............... .......................... 720 Iron : Pounds. ----- Sheet-iron 24' x 10" x " -......------.........---...............----......----....--.....- 303 24" eye-bolts, nuts, and washers, and '2 feet of J" chain...... .........- .. 10 Spikes 54" x "------....----.... ......---------.....------.. --.... .... ---. - -....----......-...- ......--..-...-----.. 130 Button-head spikes for sheet-iron band....---...-------...---....----..----...-...-------------- 10 453 TIE-RODS, TUBES, &C., FOR APRONS. Iron: Pounds. 4 bolts 2" d. x 21' at 222 pounds......---- ..---....--.... ............. ..--....- 890 8 bolts 14" d. x 21' at 125 pounds---.............. ...... ...........------ --...... 1,000 8 2" nuts (at 6 pounds) and washers (at 1 pound) -----------------------......... ............... 60 16 1l" nuts (at 3 pounds) and washers (at pound).................... ----- .... 56 84 feet 24" steam tube ......--. ---- ......---...... ................. ........---- -----....---.... 485 168 feet 14" steam tube-- 453 .----------......................---........---.................-- 2, 944 3 bolts (transverse ties) 2" d. x 27'.5 at 291 pounds......---.. ....-..-..-.... 873 3 bolts (transverse ties) 1I" d. x 232' at 140 pounds...........-------............ 420 3 bolts (transverse ties) 1" d. x 16' at 42 pounds ....... ...........-......... 126 3 bolts (transverse ties) 14" d. x 20' at 83 pounds ------------------........................----------. 249 6 2" nuts at 6 pounds, and washers at 14 pound ......... ..- ---...........---. 47 6 1l" nuts at 3 pounds, and washers at pound..---.....---..------....--...---....---. ---- 21 6 11" nuts at 1l pound, and washers at 4 pound-........... .- ...-...........- . 10 6 1" nuts at 0.71 pounds, and washers at 0.2 pound-...- . .. ..--........ 5 87 feet 14' steam tube ......... - -- - - ...- .- ..---............----- ...... ....... 196 61.5 feet 11" steam tube ......--...----..........-------...............-- ---- ....---....--...--.. 166 -----.--........------..----. -----. 60.5 feet 24" steam tube .--....-----............---------.. ..--- 350 2, 463 CONCRETE. Canvas forbags for placing concrete ...---.............. 56, 000 square feet. Area of cross-section of superstructure ....... --........ 432 square feet. Volume of concrete = 432 x 1,400=604,800 cubic feet ..... 22, 400 cubic yards. 10 per cent. for settlement, &c .................... ...... 2,240 cubic yards. Total volume of concrete required--- 24, 640 cubic yards. ...-----.......-----. ESTIMATE OF COST. SIXTEEN FEET OF BRIDGE (1 BAY). 3 piles and caps 12" x 12", yellow pine, 2,310 feet, b. m., at $28... ...... $65 00 Yellow pine scantling for flooring, cross pieces, track stringers, and struts, 1,241 feet, b. Im., at $22 ......... .. . .. . ..... 27 30 Bolts and nuts, 201 pounds, at 6 cents.................... ----------------...........----- 12 06 50 Washers, wrought iron, 5 pounds, at 10 cents--------....----......--......---......- ----- 1 74 Spikes and nails, 46 pounds, at 4 cents------------.........................-----... 796 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Rails, 896 pounds, at 31 cents ..........------------.............----------------------------- $27 84 .................. Setting three piles, at $10 ____...... ...... ............... 30 00 Framing and work on 1,373 feet, b. m., timber, at $200 ..........- .... .... 274 60 439 04 Cost of 1,400 feet..---.............-----.......--------........... $38,416 00 10 per cent. for contingencies, &c.....--------------------------- .... 3, 841 60 Total-------..--------..---..............................------..--.......... 42,257 60 TWO SIDE APRONS. Yellow pine timber, 3,867 feet, b. m., at $22 -- ---................------. $85 07 Forgings (clamps), 183 pounds, at 6 cents ................... 10 98 Bolts and nuts, 545 pounds, at 6 cents....................... 32 70 Washers, 20 pounds, at 10 cents............ ...............-----------------------------.. 2 00 Spikes, 50 pounds, at 4 cents ............................... 2 00 Framing and work on 3,867 feet, b. m., timber, at 20 cents.. 773 40 Cost of one apron-------- ....---------....----...........------------...... 906 15 ......................---------------------....-------------...............--. -- Cost of two aprons--- 1, 812 30 TWO END APRONS. Yellow pine timber, 3,750 feet, b. m., at $22---............... $82 50 Bolts and nuts, 426 pounds, at 6 cents ....- .... .... ........... 25 56 Washers, 25 pounds, at 10 cents...----......------......--------..-----------......... 2 50 -------------- Framing and work, at 20 cents .......--------------....--................ 750 00 Cost of one apron ..............----------------------------------- 860 56 Cost of two aprons .------.......---.. ----------... -------------.........---... 12 $----------1,721 FOUR WELL FORMS OR APRONS. Yellow pine planking (3") 2.880 feet, b. m., at $22 ......-.... 63 36 Two sheet-iron strips, 606 pounds, at 4 cents ..-.. ......-.... 24 24 Eve-bolts, nuts, and chain, 20 pounds, at 10 cents ............ 2 00 --------------- 22 40 Spikes, 560 pounds, at 4 cents ...............------------...---........ Framing and work------..........--..--- -......------------------................--..----. - 200 00 -$312 00 STEAM TUBES AND TIE-BOLTS. 8,080 feet 2k" tube, at 37j cents----..----........................_ __. 3, 030 00 12,743 feet 1j" tube, at 161 cents...--------------------------......................... 2, 102 59 7,569 feet 1i" tube, at 131 cents ....................-...... 1,021 82 $6, 154 41 Tie-bolts, 3,558 pounds, at 6 cents .............-- - .......... 213 48 Washers, 199 pounds, at 10 cents.---..........--..-----..........--.. 19 90 233 38 Total for well forms, tie-bolt.s ,nd tubes.....------------.. ---------......... --..--..... 10, 233 21 Cost for well forms, tie-bolts, and tubes .--. -............... 10, 233 21 Add 10 per cent ......---------....--.........----------......----- ---....---......-- ----....----.... 1,023 32 11, 256 53 PLACING CONCRETE AND RIPRAP. 56,000 square feet canvas for bags, at 5 cents...... $2, 800 00 Setting bags and adjusting crib-bolts ......-....... 10, 000 00 - $12, 800 00 Concrete in place, 24,640 cubic yards, at $10---.. - __... .... 246, 400 00 259,200 00 Add 10 cent..----............----- .........---------................ 25,920 00 --- $285, 120 00 APPENDIX F. 797 Granite blocks in place, 55,650 cubic yards, at $5-...........$278,250 00 Add 10 per cent .----..-- ------.. - --- ------ . -------- ------ 27, 825 00 $306,075 00 DOUBLE TRACK ON BREAKWATER, 3 FEET GAUGE, 1,500 FEET LONG. 42 tons rails, 42 pounds per yard, at $55-..................... $1, 784 00 1,200 chestnut railroad ties, at 40 cents .........-------..---....... 480 00 Spikes.......---..-------------.............--------------------------------............................. 90 00 Joints ..........--.....---.....----.....----....-------------------------................----- 315 00 Laying track .........-----.............. ------ ---- ----..--.....--..------..........500 00 3, 169 00 Add 10 per cent -------..-..------ ---.........---..----.-------...------....-.. 316 90 $3, 485 90 SUMMARY OF COST. Bridge...------------------- -----.......----..............------------........---- $38,416 00 Add 10 per cent ......-- -....---......------....----.........----..-----------.......------. 3, 841 q0 $42,257 60 Granite riprap .-----.......---......---------...----..--- --------...............----. 278,250 00 Add 10 per cent----- ......--------------......-----......--......---..........------......---.... 27, 825 00 _ 06, 075 00 Aprons, &c .--..-....--.......----------..----------...................- 10,233 21 ..---------......-------.. Add 10 per cent ....--------...... ............------....---- -----.................----. 1, 023 32 11,,256 53 Concrete.....-----.. ----..---........----...........---.....----.-----...........----------- 259,200 00 Add 10 per cent ....................---......-----......------.... ----........ 25,920 00 285, 1.0 00 Track on breakwater-..... ............................... -- 3,169 00 Add 10 per cent ---------..........................-------------------..---.....----......----. 316 90 3, 485 )0 Total-------------....-------......--......---.........---------....---......--------....----......----....--....--...... 648,195 6 ---------.....----......-----........-----.........--.-- ....--...------.. or, in round nunlbers.---... ......- 650, 000 00 Add for working plant, viz, steam hoisters, derricks, tracks, stagings, ... . ----.. - quarters for men, boats, &c_....----- ---- --. ---- ---- 25, 000 00 675,000 00 F 22. REMOVAL OF WRECKS FROM DELAWARE BREAKWATER HARBOR. As stated in the last Annual Report, the work of removing these wrecks, which had been lying in the Delaware Breakwater Harbor for several years, was completed before the close of the season of 1881, the last wreck having been raised, towed to sea, and dropped on October 10. Shortly afterwards the contractors proceeded with the wrecking plant to the site of the "Addie Walton," the removal of which from the main ship-channel of the bay above Cross Ledge Light was included among the provisions of the contract. Careful search with a loaded sweeping line prolonged for two days under the guidance of an inspector from this office having failed to dis- cover any remaining portions of the wreck, it became evident that from the action of the sea-worm, currents, and collisions the parts above the bed had disappeared. The accounts with the contractors were there- fore settled on the basis of the breakwater wrecks only, with an allow- ance for time lost in searching for the " Walton." Total amount appropriated (by act of January 2, 1880) to June 30, 1882... $25,000 00 Total amount expended to June 30, 1882.............--- -- --- --- -----. 19,710 53 798 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 1881, amount available...............---------..----...........--..--......... $21,967 02 July 1, 1882, amount expended during fiscal year------.... ----.. ---......--- ........--- 16, 677 55 July 1, 1882, amount available .__ --.........--.. __ __ _ _............. 5,289 47 F 23. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. SCHOONER JNO. E. HURST, BULKHEAD SHOALS, DELAWARE RIVER. After due notification to the owners proposals for the removal of this wreck, then lying on Bulkhead Shoals in a position endangering the safety of other vessels, were first asked for in October, 1880, by author- ity of the department and under the provisions of section 4 of the act of June 14, 1880. The single bid then received, $1,884.75, was rejected as excessive. In August, 1881, the work was again advertised and a contract awarded to Mr. George Dick, of Baltimore, at $1,200. After many delays and considerable correspondence, throughout which Mr. Dick expressed his intention to undertake the work and perform it promptly, he finally failed to sign or return the contracts sent him for signature, without in the end making any explanation or excuse for his conduct. In February, 1882, additional offers were invited by a circular letter addressed to several wrecking parties, and on the 28th of that month an agreement was signed with Herman Wolter at $1,190. The work was completed by May 8, 1882, the wreck having been floated and landed on the New Jersey shore near Camden, where, after "reasonable notice of the time and place of sale" as required by the law, the hull, cargo, and appurtenances were sold to the highest bidder. Abstract of proposals (informal) received by Capt. Wim. Ludlow, Corps of Engineer's, Brevet Lieutenant Colonel, U. S. A., for removal of wreck of schooner John E. Hurst from Bulkhead Shoals, Delaware River. Price for No. Name and residence of bidders. removal of wreck. I Herman W eolter, Philidelphia, Pa................................................. $1,19 2 Mason, Hobbs & Co., Philadelphia, Pa............................................1, 500 Abstract of contract (informal) entered into by Capt. Win. Ludlow, Corps of Engineers Brevet Lieutenant Colonel, U. S. A.. during fiscal year ending June 30, 1882, for remova of wreck of schooner John E. Hurst from Bulkhead Shoals, Delaware River. Price for Date of con- Name and residence of contractor. removal of tefcon- wreck. tract. wreck. Herman Wolter, Philadelphia, Pa _____----------------- .------- $1, 190 Feb. 28, 1882. APPENDIX F. 799 WRECK OF THE "CASSANDRA" ON BRIGANTINE SHOALS, COAST OF NEW JERSEY. In pursuance of representations made in January, 1882, by the Maritime Exchange of Philadelphia to the Secretary of War, recounting the disasters to vessels due to the existence of this wreck, and request- ing that suitable action be taken for its removal, I was directed to make contract for the work in accordance with the provisions of section 4 of the act of June 14, 1880. " After publication for thirty days of the " Notice to owners" required by the law, notifying them that unless they should remove the wreck the United States would do so and make sale of the materials recovered, advertisements were issued for proposals, and contract finally made, May 20, 1882, with the lowest bidder, Edward McDonald, at the con- tract price of $15,000. Operations began early in June, and were completed on July 29, fol- lowing. Soon after beginning work it was ascertained that the description of the vessel as originally reported by the Maritime Exchange and incor- porated in the specifications was erroneous, and that the wreck was one of a propeller and not of a side-wheel ship. Inasmuch, however, as the position of the wreck was clearly defined, both by buoys and bear- ings, as the tonnage did not differ materially, and as the wreck itself was beyond question the one which had caused the disasters reported, the error as to description was ifot considered to affect the validity of the contract. The contractor's plant consisted of a wrecking steamer of 180 tons, fitted with diving, pumping, and hoisting appliances. Dynamite was freely used to break up the hull and machinery. All portions of the wreck above the plane of 18 feet below low-water (a depth somewhat greater than that of the vicinity of the wreck) were removed and landed inside Absecum Inlet. The materials recovered possessing value will be shortly sold and the final payments made. Abstract of proposals received April 13, 1882, by Capt. Wm. Ludlow, Corps of Engineers, Brevet Lieutenant Colonel, U. S. A., for removal of wreck of steamer Cassandrafrom Brigantine Shoals, coast of New Jersey. No. Name and residence of bidders. Guarantors. Z Remarks. 1 Edward McDonald, Astoria, N. Y Lawrence Cain and John Tallon. $15, 000 Recommendedfor- acceptance. 2 AlexanderBrandon, jr.,New York Allston Gerry and Edward Hill. 16, 725 City. 3 Geo. W. Townsend, Boston, Mass. Aug. R. Wright and James R. 18, 000 Freeman. 4 Samuel R. Cummings, New York Julius Jonson and Maurice B. 17, 000 City. Flynn. Abstract of contract entered into during fiscal year ending June 30, 1882, by Capt. Wm. Ludlow, Corps of Engineers, Brevet Lieutenant Colonel, U. S. A., for removal of wreck of steamer Cassandrafrom Brigantine Shoals, coast of New Jersey. Price for re- Name and residence of contractor. moval of ate of con- wreck, tract. Edward McDonald, Astoria, N. Y................. ......... ........ $15, 000 May 20, 1882. 800 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMY. F 24. PORT WARDEN'S LINE, PHILADELPHIA, PENNSYLVANIA. The Commission of United States Officers Advisory to the Board of Harbor Commissioners of the port of Philadelphia have in effect re- lieved this office from the formal consideration of the matters in their charge. Neither the importance of the questions involved nor the investiga- tions and recommendations made by the Advisory Commission have sufficed to effect the attainment of practical results in the direction of the establishment of harbor lines and the confirmation thereof by the local authorities at the date of this report. LETTER OF CHAIRMAN OF COMMISSION OF UNITED STATES OFFICERS ADVISORY TO BOARD OF HARBOR COMMISSIONERS OF PHILADEL- PHIA. UNITED STATES ENGINEER OFFICE, Philadelphia,Pa., June 30, 1882. GENERAL: In conformity with the requirements of General Orders No, 2, dated Headquarters Corps of Engineers, U. S. Army, Washing- ton, D. C., April 27, 1882, I have the honor to submit herewith the an- nual report of the operations of the Commission Advisory to the Board of Harbor Commissioners of Philadelphia, for the fiscal year ending June 30, 1882, for publication with annual report of River and Har- bor Improvements of this district. Very respectfully, your obedient servant, J. N. MACOMB, Colonel of Engineers, Chairman Advisory Commission. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF THE ADVISORY COMMISSION. At the beginning of the fiscal year the Commission was composed as follows: Col. J. N. Macomb, Corps of Engineers, U. S. A., chairman; Capt. K. R. Breese, U. S. N.; Prof. Henry Mitchell, United States Coast and Geodetic Survey, members; Capt. William Ludlow, Corps of Engineers, U. S. A., secretary. On the death of Captain Breese, Capt. Ralph Chandler, U. S. N., was appointed a member of the Commission, and he was succeeded by Capt. R. L. Law, U. S. N. In. November, 1881, Lieut. W. M. Black, Corps of Engineers, U. S. A., was detailed for duty as secretary to the Commis- sion, relieving Captain Ludlow; and on June 30, 1882, Lieut. T. L. Casey, Corps of Engineers, U. S. A., relieved Lieutenant Black as sec- retary. The port warden's lines proposed for the Schuylkill River by the Advisory Commission, as mentioned in the last annual report, not having been entirely satisfactory to the board of surveys of the city, at the request of the Board of Harbor Commissioners new lines were plotted after a conference with a committee of the board. These are now ready for presentation to the proper city authorities. APPENDIX F. 801 No definite action having been taken by the board of harbor com- missioners to obtain the co-operation of the authorities of the State of New Jersey in fixing port warden's lines for the Delaware River, as recommended by the.Advisory Commission, on April 4 a memorial on this subject was presented to the Board. The Advisory Commission has not yet been informed what action has been taken in this by the Board of Harbor Commissioners. The memorial is as follows: OFFICE OF COMMISSION ADVISORY TO BOABD OF HARBOR COMMISSIONERS, Philadelphia,Pa., April 4, 1882. GENTLEMEN: At a meeting of the Advisory Commission, held December 15, 1880, the following resolution was unanimously adopted: " Resolved, That, in the opinion of this Commission, the proper adjustment of the port warden's lines on the Pennsylvania side of the Delaware River is impracticable, with- out an equal consideration of those on the New Jersey side." This resolution was transmitted to the chairman of the harbor commission, accom- panied by a letter recommending that the co-operation of the proper authorities of New Jersey be obtained. Since the above action was taken, changeshave taken place in the personnel of the Advisory Commission, but there is no change of sentiment as regards this resolution. On the contrary, elaborate comparisons of surveys of different dates have strength- ened the conviction that want of concert between the communities on the two sides of the river in improving their water fronts has a tendency to impair the navigability of the stream, and to increase its liability to ice engorgement. As a rule, the encroachments upon the borders of a stream flowing through alluvia are attended by excavations in its bed or banks as the current is quickened by con- traction, and we usually find that, in course of time, the original area of section is restored, and the velocity of the current is reduced to its original rate. The Delaware is no exception to this rule, and, in many places, the occupation and extension of the shores have been followed by improvement in navigability. In special localities, however, the greater encroachment upon the flowing stream from the one side than from the other, has caused a deflection of this stream, a shift in the ship channel, and a wear upon the oposite bank. It must be remembered that when scour is induced by the quickening of the flow the banks give way more easily than the bed, not only because they stand at an angle, by which their own gravity assists in their fall, but also because the bed is often smooth, so as to offer less resistance, and is nearly always better packed under the weight of the water. A one-sided encroachment usually proves of but little benefit to the channel depths since it generally disposes the stream to shift towards the less ob- structed shore rather than to restore its sectional area by deepening. In a similar manner, and for like reasons, when there are two channels, as at Petty's and Wind- mill Islands, the encroachment upon one channel causes the other to deepen or enlarge. There are localities of limited extent where the bottom of the river has not yielded as encroachments have been made upon both shores, and this has given rise to in- creased velocity of current detrimental to navigation. There are also localities where by the present trend of the shores the ebb and flood currents are so guided as to per- mit neutral ground, where the forces are in equilibrium, in the middle of the river. Shoaling is thereby induced at these places, to the serious injury of navigation. Again, there are several instances where encroachments upon either shore present salients which have induced shoaling for long distances below them. These irregu- larities of flow and of available width are obvious causes of ice packs, to which the river is thus more subject than it would be if properly regulated. The citation of special instances in illustration of the views stated above has been purposely avoided, because particular structures cannot be charged with the mischief involved without injustice, the errors having been in most instances the result of a want of system and concert, under divided authorities. Lest the foregoing should convey an impression that the harbor of Philadelphia has really declined in value, the Advisory Commission is happy to bear witness, from its inspection of several surveys of widely different dates, to the improvement of naviga- ble facilities as a whole, and to express its belief that this improvement can be made exceptionless if the communities on the two sides will unite their efforts. In preparing the above statements the Advisory Gommission has had before it the following documents, viz: "Plan of a survey of the Delaware River from Richmond to 1 mile below Chester. Taken by order of councils in the months of July, August, and September, 1819, by David McClure." 51 E 802 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Hydrographic sheets of the United States Coast Survey, 1847. From Trenton to the sea. Hydrographic sheets of the United States Coast and Geodetic Survey, 1878. From Bridesburg to Fort Mifflin Light. Report of Henry L. Merinden, United States Coast and Geodetic Survey, on compari- sons of surveys of the Delaware River for 1843 and 1878. Report of H. L. Merinden, United States Coast and Geodetic Survey, on changes in the cross-sections of the Delaware River, 1819, 1842, 1843, 1878, and 1881. Charts of Corps of Engineers, U. S. A., from Trenton to the sea, 1878, 1879, 1880, 1881. Very respectfully, your obedient servants JOHN N. MACOMB, Col. Engrs., U. S. A., Chairman, -shaped dike to bring the currents on each side of Bur- ton's Islands into more regular confluence. Of these "The Bulkhead" dredging and the dike through the sand bar and the beach are indispensable. The > -shaped dike at the eastern end of Burton's Islands may probably be omitted without serious dis- advantage; and this remark is likewise true of the greater part of the dredging through the sand-flat between Burton's Islands and the en- trance. Enough of this should be done to provide for the initial move- ment of the currents along the dike. The attainment of the full channel dimensions may be left to the subsequent scour of the currents. The entire estimate is $50,000. By the omission of the works above mentioned as those that may be dispensed with at the present time this estimate may be reduced to about $35,000 as the amount required to make a navigation of 4 feet at low-water into Indian River and Rehoboth bays. It is proper to say that were it in contemplation to establish the inlet 830 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the position most favorable to its future depth and maintenance and to ease of navigation that shown in dotted lines on the chart, about 4,000 feet north of its present one, would be the most advantageous. The cost, however, would be nearly double, owing to the largely in- creased amount of dredging that would be required. The report of the assistant engineer is accompanied by a chart, a table of physical data, and commercial statistics. Very respectfully, your obedient servant, WILLIAM LUDLOW, Captain of Engineers, Bvt. Lt. Col., U. S. I. The CHIEF OF ENGINEERS U. S. A. REPORT OF MR. EDWIN LUDLOW, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, Philadelphia, Pa., April 29, 1882. SIR: I have the honor to submit the following report upon the examination of lu- dian River, Delaware. Indian River Bay, with an average width of 1i miles, extends 6 miles front the beach in a westerly direction, and there divides into two main "prongs" or branches. The principal one, called Indian River, bears a little northerly to Millsborough, 6 miles further. The other, after extending a mile southwest, divides into two branches, viz: Pepper Creek, reaching west-southwest 4 miles to Dagsborough; and Vine's Creek, south to Frankford 4 miles. Indian River Bay has a nearly uniform depth of from 6 to 8 feet ahnost from shore to shore, and vessels drawing 4 feet can ascend the Millsborough " prong" to within a mile of that town, and the Frankford "prong" to the various landings on Vine's and Pepper creeks 1 to 2 miles from their mouths, encountering, in either case, only a few mud flats of no serious importance. White's Creek, flowing northward from Ocean View parallel to the coast, empties into Indian River Bay at its southeastern extremity, and is navigable for vessels of 4 feet draught to within a short distance of Ocean View, 5 miles from its junction with Indian River Bay. In addition there are numerous smaller creeks which, although not navigable for any distance, are still useful in furnishing good landing-places for vessels trading to, their vicinity. Rehoboth Bay, adjoining Indian River Bay, to the north, is a sheet of water about 4 miles long by 2 wide, separated from the ocean by a low, narrow sand beach, and with two large creeks (Herring and Love's) flowing into it. Large sand flats stretch out from the eastern or beach side, caused by easterly storm tides sweeping across from the ocean and transporting the beach sand; but along the western shore a 6- foot channel leads from the head of the bay to a bhoal called "The Bulkhead," ne~r Burton's Islands, to be described later on. About the year 1800, and before any charts had been made of this locality, the inlet, according to local information, was at the eastern extremity of Indian River Bay and nearly on the prolongation of its axis at a point about a mile and three-quarters south of the present entrance. At that time what is now Burton's Islands was a peninsula joined to the main land by a narrow neck of marsh, and Rehoboth Bay discharged into Indian River Bay through a channel between the eastern end of this peninsula and the beach. The owner of the peninsula, in order to keep cattle from straying, dug two ditches through the neck, which have since continued to be known as the " big" and "little ditches." The southwest wind, which prevails for several months in the year and has a sweep of 5 miles across Indian River Bay directly into these " ditches," caused the water to flow through them into Rehoboth Bay, from which it found its way to the inlet through the channel around the eastern end of Burton's Islands. There are no data as to the character of the inlet at this time, but tradition states that previous to the opening of the " ditches" vessels drawing from 5 to 6 feet were able to get over the bar at the entrance and sail directly to the various landings on II(lian River Bay and its tributaries without encountering any serious obstructions. from the opening of the Persons interested in the navigation agree in stating tha:t " ditches" dates the begninning of the gradual workinllg of the inlet to the nortlland th. shoaling both of the bar at the entrance and of tllhe insidle channel. APPENDIX F. 831 The first reliable data that we have on this subject are from the chart of the United States Coast Survey made in 1843, giving the position of the inlet 13 miles north of its position in 1800 and one-half mile south of its present one. The main channel at that time was on the south side of Burton's Islands, and had 31 feet of water on its shoalest bar and on the bar at the entrance 1 feet. This would enable vessels drawing 4 feet to pass into Indian River Bay, taking ad- vantage of high-water and fair weather. The field-work of the present survey was completed between March 8 and April 6, 1882, the weather being exceptionally boisterous and interfering greatly with pro- gress. In pursuance of your instructions my principal efforts were directed to the examin- ation of the inlet and the location and character of the bars and shoals in its immediate vicinity. For this purpose a base line of 3,4451 feet was measured on the inner beach north of the ilet, and from it the principal points and stations on the neighboring shores and islands were determined by triangulation. The topography was sketched in by the aid of the sextant and the soundings were located by simultaneous observations with two sextants. In addition a reconnaissance was made of Indian River to Millsborough, and of Reho- both Bay to the mouth of Love's Creek. In the reconnaissance the Coast-Survey chart of 1843 was taken as a basis for the general topography and the soundings were located by compass-bearings to such promi- nent natural objects as could be recognized on the chart. The inlet in its present position is one-half mile north of its location in 1843, and has 2 feet at mean low-water on its outer bar. In traversing the beach the channel turns to the north and, making a deep bend, curves around again to a point opposite the entrance, where it divides into two branches. The one around the eastern and southern side of Burton's Islands is broad and shal- low, while the other, passing to the north of Burton's Islands, and between them and Cedar Island, is now the main channel. Where confined between the two islands it is from 6 to 10 feet deep, but after leaving Cedar Island it enters the broad end of Reho- both Bay, and the flood tide spreading loses its velocity and deposits the sand brought in from the ocean, forming what is known as "The Bulkhead," over which there are only about 2 feet at mean low-water. DOR8 Owing to the shallowness of the channel south of Burton's Islands Indian River now discharges almost entirely through the two "ditches," which have so increased in size that the "big" or northern "ditch" is 350 feet wide and 15 feet deep, and the "little ditch" 400 feet wide and 8 feet deep. The flow from Indian River meets the discharge from Rehoboth Bay near "The Bulk- head," and, together, they pass through the main or Cedar Island channel. At the northeastern end of Burton's Islands this current is met nearly at right angles by the outflow around the southern and eastern sides, giving a deflection to the current that is the probable cause of the deep curvature into the north beach. These sinuosities have the effect of reducing the velocity and destroying the scouring force of the current. The sea beach for a distance of 1,300 feet north from the inlet is only a low, narrow sand-spit, bare at ordinary high-water, but submerged during an easterly storm tide. Beyond, it rises into sand-dunes from 6 to 10 feet high. The south beach rises almost immediately into sand-dunes of about the same height. Bounding the channel to the southward, and between Burton's Islands and the en- trance, is a large sand flat, bare at low-water, but covered at half-tide. For the improvement of the entrance and the maintenance of an increased depth of water on the outer bar, it is necessary to give the ebb-tide its maximum scouring force by means of a straight channel through the sand flat from the mouth of Cedar Island channel directly to the inlet. For the preservation of this cut through the loose material of the shoal, and to con- trol the northward movement of the inlet, a dike, marked B on the chart, will be re- quired, baving a total length, from the southeast end of Cedar Island to the south point of the north beach, of 2,275 feet; and an extension of 200 feet thence to the 2- foot curve outside would be desirable. Another (A-shaped) dike, marked A, will be needed to bring the waters of Cedar and Burton's Islands channels together at a more favorable angle. It will have a total length, in the two arms, of 520 feet. At present the most serious obstruction to navigation is "The Bulkhead," since, once across it, vessels can pass through the " ditches" to any part of Indian River and to the west shore of Rehoboth Bay. Although the inlet is anything but " good," still vessels drawing 4 feet cross the bar, owing to the greater rise of the tide; but, unless they reduce their draught to less than 3 feet, they will be unable to get over "The Bulkhead." This compels the 832 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. larger vessels to load just inside the inlet, from lighters bringing freights down to them a distance of 10 or 12 miles from the bay landings. Tha smallest vessels trading to Indian River are now obliged to lighter over this shoal; while, if it were removed, they would be able to load at the various landings and sail directly for Philadelphia or New York. The cost of freight is not only greatly increased by this rehandling, but also by the uncertainty as to the time; for vessels, during a range of low tides, have lain aground on "The BulKheads" for as long as three weeks, and one week is about the average time consumed in getting over it. This renders it impossible to ship any perishable freight, such as fruit, vegetables, fish, or oysters. The proposed improvement consists in dredging a channel 80 feet wide and 4 feet deep at mean low-water along the present line of deepest water, to connect the 4-foot curves on each side of " The Bulkhead." The cut will be 3,000 feet long, and will require the removal of 14,800 cubic yards, at an estimated cost of 25 cents per yard. The vessel-owners attempted, about twenty-five years ago, to improve the naviga- tion by closing, by means of dikes, all but the principal channel, which at that time was on the south side of Burton's Islands. This afforded a temporary relief, but a heavy storm tide, about eighteen months later, swept the dikes away. About six years ago a narrow channel was dredged through "The Bulkhead," which has since almost entirely filled up, for the reasons that it had not sufficient dimensions to maintain itself, and that the material removed, being placed on the open side of the cut, was carried back by the ebb-tide from Rehoboth Bay. TIDES. The tides in Indian River and Rehoboth bays are extremely irregular and greatly affected by the wind. The shallowness of the bar at the entrance, the numerous sand bars and shoals inside, and the sinuous course of the channel prevent the flood current from reaching more than about a mile from the inlet, and although there is a variation of level of from 6 inches to a foot as far as the heads of both bays, it bears almost no relation to the ocean tides, but is caused by the wind banking the water to leeward at one end or the other. From the limited amount of both time and money allotted to the survey, no pro- longed tidal observations could be made; but an examination of the records kept at the one tide-gauge established gives, as a mean of twenty-six observations, a rise and fall of 1.04 feet at a point about one-eighth of a mile inside the inlet. During an easterly storm, driving the water into the inlet and across the beach itself, the high-water recorded 1.88, or 0.84 above mean high-water. But, the storm continu- ing, the greatest high-water was obtained two days later, when the wind, shifting to to the west, and blowing hard, returned the water previously accumulated in the upper part of the bays, and gave a high-water on the gauge of 2.28, or 1.24 above the aver- age. The low-waters were affected by the wind in a similar manner. The highest low- water was obtained after a light northeast wind on a flood tide had given a high- water of 1.58 on the gauge. Shifting to the northwest on the ebb tide and blowing hard, the wind drove the water down the bays faster than it could be discharged, and gave a low-water 0.88 above the average. Westerly winds continuing for several days so reduced the level that the low-water recorded 0.62 below the mean, and the flood current was represented by only a slight swelling on the gauge of from four-tenths to six-tenths of a foot. A comparison was attempted between this gauge and the standard one on the gov- ernment pier in the Breakwater Harbor, 16 miles north of the inlet. But the local causes just mentioned so largely affected the Indian River levels that no comparisons of any value could be made. The rise and fall on the standard gauge at the breakwater is 4.06 feet, and this is useful as giving the probable rise and fall in the ocean outside of Indian River Bar. Were the inlet fixed in position and of favorable depth, with a straight channel and no bars, a certain proportion of this rise and fall would be imparted to the surfaces of Indian River and Rehoboth bays, and the mouths of their tributaries, a tidal area of about 20 square miles, and the scouring effect of the largely increased discharge would tend to maintain a permanently improved depth of entrance. Indian River and Rehoboth bays and their tributaries drain an area of about 225 square miles, over which an annual rainfall of about 38 inches may be assumed from the average given by the United States Signal Service for Philadelphia for the last six years. Allowing 40 per cent. for absorption and evaporation, there will be an average of 32,635,000 cubic fibet of fresh water draining into Indian River and Rehoboth bays aily. The current of these bodies of water being sluggish, the expanse considerable APPENDIX F. 833 and th depth comparatively small, there will be a large surface evaporation, which may be estimated at about 20 inches yearly, reducing the average daily fresh-water discharge through the inlet to about 30,000,000 cubic feet. The average area affected by the tide is about 20 square miles. If a mean depth of the tidal prism of 3 inches were obtained, the total contents of the prism would be 139,392,000 cubic feet, and adding one-half the daily fresh supply, theie would be an average discharge during one ebb-tide of 154,392,000 cubic feet. Tabulating these results: Drainage area ..-.....-.......-- .......--- ..........--- square miles... 225 Average annual rainfall assumed-- ---............ ......... inches.... 38 Absorption and evaporation, 40 per cent..-. ...-........- do...... 15.2 Rainwaterreaching the two bays .-.. --.. ... ...-- ...... cubic feet .. 11,:1, 016,'000 Further evaporation over bays ---....------........ - ----....--------........ do...... 929,280,.000 Annual fresh-water discharge ... ......-----------------------.... do...... 10, 988, 736, 000 Average daily fresh-water discharge --.-......--.-.--. . .--.do...... 30, 000, 000 Total contents tidal prism------ ----..- ..------... ... .do.... do.. 139, 392,000 Total discharge in one ebb-tide ........... . .....- do.. --.. 154,392 000 Proportion of fresh to salt water, 1 to 9. Assuming the average velocity of the ebb-tide to be 3 miles per hour, this discharge would maintain a channel 200 feet wide with a mean depth of ?feet. The channel to the inlet is estimated for a width of 150 feet and a mean depth ocf 5 feet; but it is only diked on the north side, the south shore being the sand bank over which the water can pass at half-tide. As this is composed of easily shifted sand, the force of the current will excavate it to t~ie depth and width due to the scouring force. Observations of the velocity of the ebb-tide make its present maximum 4 miles per hour, maintained for a variable length of time, depending on the wind. Observations of the direction of the flood-tide were made on April 5, the weather being perfectly calm. Four floats were placed across the channel at the bottom of tl curve into the north beach at 8.15 a. m., after the flood-tide had been running about half an hour. They all passed through Cedar Island Channel, following the line of deepest water. On reaching " The Bulkhead " they spread out for a short distance, when being met, at 10.15 a. m., by the ebb-tide they were carried back. The distance traversed in the two hours is about 1 mile, giving an average velocity to the flood- tide of one-half mile per hour. ESTIMATES. Channel through "The Bulkhead" shoal: 3,000 feet by 80 feet by 4 feet -= 14,800 cubic yards, at '25cents. .. .......... , 700 Channel to the inlet: 2,000 feet by 150 feet by 5 feet = 46,400 cubic yards, at 25 cents.... ........ 11, 600 Dike A--A', 300 feet. A , 220 feet. Total A, 520 feet, at 8 per foot............----------------....---..-......... 4,160 Dike B-B', 1,100 feet, at $10 ...............................-----------..... $11,000 Be, 1,170 feet, at $7.50......----------.........--------------....------8,775 B, 200 feet, at $25........---- ..--..-- ...-------- ---..................... 5,000 Total B - - --...... ....... -........ ...... .............. .. .... ...... ...... 24,775 Engineering and coutingencies ........--------------....--....--..-----.......--.. -------------- 5,765 50, 000 Commercial statistics are appended. Respectfully submitted. E[I)xwIN LUDIo W , .IssistantEgin (r. Col. WILLIAM LUDLOW, Captain, Corps of Enyineer's, U. S.A. COMMERCIAL STATISTICS INDIAN RIVER, I)ELAWAIRE. There are owned in Indian River and vicinity eight schooners, of from 10 to 40 tons burden, which make from ten to twenty trips annually, exporting lumber, grain, cord-wood, and railroad ties, and importing lime, coal, bricks, and general merchandise. 53 E 834 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In addition, from twenty to thirty trips are made annually by vessels owned else- where, which come here for lumber and wood. The prospective commerce of this river cannot be determined from its present statis- tics, as the most valuable products of this region are the fruits, vegetables, and oys- ters, whose perishable nature prevents their being shipped by water while so much uncertainty exists as to the time required to get to sea. There are now fifty saw-mills in active operation along the banks of Indian River and its tributaries, whose daily output is from 1,200 to 5,000 feet of lumber each. Averaging the products gives 54,000,000 feet of lumber yearly, which, at an average value of $17.50 per 1,000, make $945,000 worth of lumber annually exported from this region. Owing to the obstructions to the navigation, but a small proportion of this is now shipped by water, the greater part being hauled from 1 to 15 miles to the nearest rail- road station. Were the navigation so improved that vessels of sufficient draught, say 5 or 6 feet, could reach the various landings on the river, almost the entire amount of lumber sawed would be shipped by water, owing to the cheaper freight and the diminished carting distance. The numerous granaries still standing at the various landings show how large was the water export of grain when Indian River had an unobstructed navigation. Owing to the fact that almost every boat trading here has its own landing and shipper, accurate statistics could not be obtained in the limited time available. But Mr. R. F. Hastings, of Millsborough, who has examined the matter, states that while the present commerce by water is not worth more than X100,000 per year, were the navigation improved it would amount to at least $1,000,000. EDWIN LUDLOW, Assistant Engineer. APPENDIX G. IMPROVEMENT OF HARBORS AND RIVERS ON EASTERN SHORE OF CHES APEAKE BAY; AND OF THE SUSQUEHANNA, BUSH, AND PATAPSCO RIVERS IN MARYLAND, ON THE WESTERN SHORE; OF BROAD CREEK, DELA- WARE; OF JAMES AND APPOMATTOX RIVERS AND ONANCOCK HARBOR, VIRGINIA; OF GREAT KANAWHA, ELK, AND SHENANDOAH RIVERS, WEST VIRGINIA; OF NEW RIVER, VIRGINIA AND WEST VIRGINIA; AND OF CAPE FEAR RIVER, NORTH CAROLINA. REPORT OF LIE UTENANT COLONEL WILLIAM P. CRAIGHILL, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30. 1882, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Susquehanna River, near Havre de 15. Upper Thoronghtfore; between Deal's Grace, Maryland. Island and the main land. 2. Northeast River, Maryland. 16. Broad Creek, Delaware, from its 3. Elk River, Maryland. mouth to Laurel. 4. Chester River, Maryland, from Spry's Landing .to Crumpton. 17. 18. Wicomico River, Mlaryland. Pokomoke River, Maryland. 5. Corsica Creek, Maryland. 19. Onancock Harbor, Virginia. 6. Chester River, at Kent Island Nar- 20. James River, Virginia. rows, Maryland. 21. Appomattox River, Virginia. 7. Harbor at Queenstown, Md. 22. Shenandoah River, West Virginia. 8. Harbor at Baltimore, Md. 23. New River, from the mouth of Wilson, 9. Harbor of Annapolis, Md. in Grayson County, Virginia, to 10. Choptank River, between Denton and mouth of Greenbrier River, West Greensborough, Md. Virginia. 11. Secretary Creek, Maryland. 24. Great Kanawha River, West Virginia. 12. Harbor of Cambridge, Md. 25. Elk River, West Virginia. 13. Treadbaven Creek, Maryland. 26. Cape Fear River, North.Carolina. 14. Water passage between Deal's Island and Little Deal's Island, Lower Thoroughfare, Md. EXAMINATIONS AND SURVEYS. 27. The channel of Broad Creek, on the 30. Surveys across the peninsula of Mary- west side of Kent Island, Maryland. land and Delaware, for the purpose 28. Skipton Creek, Maryland. of establishing a connection by 29. Bush River, Maryland, from Harford canal between the waters of the Furnace to Chesapeake Bay. Chesapeake and Delaware bays. UNITED STATES ENGINEER OFFICE, Baltimore, Md., August 16, 1882. GENERAL: I have the honor to forward herewith the annual report for the year ending June 30, 1882, for works of improvement of rivers and harbors alid of surveys which have been in my charge. Very respectfully, your obedient servant, WM. P. CRAIGHILL, Lieutenant-Colonel of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. 835 836 REPORT OF THE CIIIEF OF ENGINEERS, U. S. ARMY. G r. IMPROVEMENT OF THE CHANNEL OF THE SUSQUEHANNA RIVER AlcOVE AND BELOW HAVRE DE GRACE, AND TO COMPLETE THE WORK AT THE FISHING BATTERY LIGHT STATION, NEAR SPESUTIE ISLAND. At date of last annual report a channel 90 feet wide and 12 feet deep had been opened at the lower end of the dredged channel, extending from Point Concord to near Spesutie Island, thereby re-establishing a 12-foot navigation to Havre de Grace and Port Deposit. This work commenced in September, 1880, interrupted in the winter of 1880-1881 by ice, was concluded in April, 1881. The building of a basin and accessories for the Commission of Fishl and Fisheries was completed, except as to filling with stone of an ex- terior mooring crib, and the covering with loam of the surface of the " filled in" area upon which the Commission buildings are erected. During July, 1881, the filling of mooring crib was completed, and about two-thirds of the loam covering put over shell filling of south end of station. A resurvey of channel between Havre de Grace and Spesutie Island was completed during August, 1881, and showed that while the upper portion of the channel remained in good condition, the lower end, near the island, had been so filled up by deposits of sediment that the effects of the dredging done between September, 1880, and April, 1881, were al- most obliterated in less than four months after its completion. A special report was made on January 16, 1882, appended hereto, embracing a plan of improvement by means of a series of low dikes or deflectors, combined with dredging, and estimates were submitted for channels of 12 and 15 feet depth at mean low-water. By act of Congress approved March 6, 1882, the Secretary of War was authorized " to use the unexpended balance of the appropriation for improving the Susquehanna River above and below Havre de Grace, on the construction of a channel and breakwaters for the fishing bat- tery below Havre de Grace." A project designed to accomplish the wishes of the United States Fishery Commission was submitted March 16, 1882, approved March 17, and the work commenced immediately. The mooring crib near Gateway was extended 200 feet, and a line of crib built in prolongation of the northwest face of the main basin, to form an anchorage or harbor for the barges and other vessels of the Commis- sion. The inclosed area thus formed was dredged to 7 feet depth, and the channel leading to basin from main ship-channel was widened and redredged. The cribs and dredging were completed by May 20, and the stone fill- ing of cribs early in June, 1882. Money statement. July 1, 1881, amount available..--.......--------------..- $7, 121 69 -...----..-----............---..------.......-. July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 -..---------------------------- ---- ---------- 6,954 15 - ------------..----..........-----...- --.. July 1, 1882, amount available- -............... -...---. 167 54 Amount appropriated by act passed August 2, 1882.. --............. -.... - 25, 000 00 Amount available for fiscal year ending June 30, 188:3.. ................. 25, 167 54 Amount (estimated) required for completion of existing project......... 102, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 50, 000 00 APPENDIX G. 837 SPECIAL REPORT. UNITED STATES ENGINEE R OFFI'CE, Baltimore, January 16, 1882. Sinx: In my last annual report for the improvement of the Susque- hanna River near Havre de Grace, Md., printed on pages 849, 850, 851, of Appendix G of the report for 1881 of the Chief of Engineers, a special report was promlised after the procurement of certain information. This report is now submitted, having been delayed by the diversion of my attention for several months in 1881 to the extensive and troublesome preparations for the centennial celebration at Yorktown, Va. Reference is requested, before a perusal of this report, to my last annual report just referred to, to the previous one, which is printed on pages 615-621 of Appendix G to the Annual Report of the Chief of En- gineers for 1880, and to my report of March 24, 1881. The work above IBavre de Grace recommended in the last-mentioned report, for which authority was given in bureau letter of March 26, 1881, has not been done, for the reason that after examination made it was found a much larger expenditure was necessary above Havre de Grace, to attain any useful results, than the available funds would permit. In the month of November, 1881, a letter was received from Prof. S. F. Baird, United States Commissioner of Fisheries, dated November 11, 1881, of which a copy is inclosed. To do what he wishes would require more money than is now available, as will appear from the estimate herewith. There is a desire on the part of the community interested, at Port De- posit and thereabout, to have the improvement of the river extended that far. The community at Havre de Grace are very anxious for the continued improvement of the river below that point, and to have a greater depth of water than has hitherto been contemplated by approved projects up to this date, as well as by the appropriations made in con- sequence thereof. They wish the depth to H avre de Grace increased from 12 to 15 feet at mean low-water. After this preliminary statement, which seems necessary for a clear understanding of the conditions of the case, the following report is sub)- mnitted. The effect of dredging alone has proven to be insufficient to maintain even a 10-foot deep channel between Point Concord light and the deep water near Spesutie Island. The upper portion of the channel, through what was known as the Devil's Island Shoal, has not been dredged since 1859, and in 1.867 the effect of that work was practically obliterated. By means of temporary wooden deflectors, often broken by storms and ice, which were projected from Stump's Point, on the eastern bank, and were in partial operation during 1868 and 1869, and in 1871, 1872, and 1873, the channel was found by a resurvey to be widened and deepened so that 10 feet could be carried over the upper shoal, except for a very short distance, where the depth was 8 feet (formerly 5 feet); and, in fact, the charts show plainly the influence of the deflector all along the chan- nel to within a short distance of the lower mouth. In 1873 the damaged portion of the deflector was repaired or " filled in" by sinking old canal-boats loaded with stone, since which time nothing has been done to it. A resurvey in 1880 shows, however, that the depth over the upper bar has increased to nearly 12 feet, and, in fact, that a channel 200 feet wide, having from 10- to 12 feet, was established throughout, except imnmediatety above Spesutie Island for a short dis- 838 REPORT OF THE CHIEF OF ENGINEIRS, U. S. ARMY. tance, where the island acts as a bulkhead, causing a sudden and violent change of direction to the flowing water. During the summer and fall of 1880 the 12-foot depth was, by meals of dredging, carried through the bar at the lower shoal for a width at the mouth of over 100 feet. A resurvey in the summer of 1881 shows that the effect of this work has been practically obliterated, the soundings indicating barely a tortuous thread (in width) of water over 9 feet depth. Some persons have had hopes of the formation by natural causes of a~ channel to the eastward of Donohue's Battery. Examinations recently made do not show any increase of depth on this line since 1873; and as its adoption as the line for the main channel would involve very radical changes in the direction of greatest flow of current, and involve large expenditures of money, it has been considered advisable to adhere to the present line of channel, giving it a greater deflection to eastward at lower end to diminish the injurious effect of Spesutie Island. It is believed that a channel can be established and maintained by a system of detached jetties or deflectors, rising to a half-tide level, cover- ing the entire distance between Stump's Point alnd the deep water above Spesutie Island, a distance of about 4 miles. The principal one of these would occupy nearly the site of the old one at Stump's Point, and would be about 4,500 feet long, much of it in deep water. In addition, at points to be exactly fixed only after further sur- veys, three or four smaller structures, aggregating 4,500 feet additional, located on the " flats" on either side the channel, and which would turn into the channel, during ebb-tide and at times of freshets, large quan- tities of water that now pass up and down large " pockets" or blind channels. It is proposed for the large deflector to sink old hulks (if they can be procured), filled with stone, along the line, up to a plane 5 feet below low-water, to form aprons of rubble-stone on either side, and on top to sink cribs filled with stone. The others would be in water from 4 to 5 feet deep, and would be built of large loose stone. It is believed this work could be done for $90,000 if the money were all available at one time. About $10,000 would also be required for dredging at the lower end, to aid the deflectors at the beginning. From $10,000 to $12,000 per annum would be required to maintain the jetties in order, and to keep beacons and lights upon them. If 15 feet of water is required, instead of 12 feet, it will be necessary to remove about 250,000 cubic yards of material by dredging. The residents of Port Deposit are desirous of having a channel cut through the shoal above the railroad bridge and along the west bank of the river, with a view to relieving the ice gorge which usually forms across the head of Watson's Island. A channel 50 feet wide and 12 feet deep will require the removal of about 75,000 cubic yards of mate- ril, costing about 11x1,000. SUMMARY. To build deflectors ..--..----..----...---.....................................----...... $90,000 To dredge at lower end to 12 feet ..........---- ........ ... . ..- .......- ... 10, 000 To establish a channel of 12 feet.................................................. 100, 000 To obtain 15-foot channel (additional) ...... ............ ............ ... 50, 000 150,000 Total for 15-foot channel .---....-..... .................. ............ 18, 000 To open channel through bar above bridge..-----.......----..--....----.....------... Total (15-foot channel) ........ .... .... .... -.... -............. 168, 000 Total (12-foot channel).. ......... .......... ............ 118, 000 ......... APPENDIX G. 839 For Fish Cominission : Seine labding ..------------------------------------------------------- 1,000 Extension of cribs to form harbor---- ---.........-----..--..-..---..-.....--.........-----........---. -- 5, 000 Dredging for harbor. - ...--..........-..... -...--...- --.....-- - --.................- - 3,000 Lining inside of basin with inch boards..--------------------.....................--------..--.... 500 Total for Fish Commission .......---..-- ---- ..---. ---- 9, 500 Total required for all purposes: t12-foot channel .------......------..---...................----...............-........--. 127,,500 15-foot channel ..----------------------------------------------------........................................................ 177,500 I must not omit to call special attention to the law of the State of Maryland, printed on pages 619 and 620 of the Annual Report of the Chief of Engineers of 1880. VALUE OF WATER-BORNE TRAI)E, SISQUEHIANNA RIVER, Port Deposit (1880)--.TJ. A. Davis: Value. 8,500 tons of hay ------------------------------------- ---------- $136, 000 1,000 tons of straw -------- - ---------------------. 6,000 7,000,000 feet, b. nm., lumber ..----------------------------------------- 175,000 60,000 tons of ice ..... . - ----.... ..... ....... - --.....-... 210, 000 70,000 tons of stone .---..-----..---..------ ---------- ---------...... ...--....-- 70,000 200,000 bushels wheat and corn --------..----------.....- ---..------...--....------- 150, 000 .............---...--...------------...........---....--- 15,000 bushels of oats.----------------..----- ...--....... 4,500 5,500 bushels of potatoes ......-----...------....--.....--------..........--..........---..--------- 2, 100 Total value of expots..--------......... ---....-------------........--............... 753,600 Carried in vessels of from 25 tons to 250 tons capacity, drawing from 34 feet to 11 feet of water. Number of vessels eng:,gedl not known (ino registry kept). Havre te Ge.race (1880)--.J. Hilles (gives only coal trade): Value. Coal, 117,000 tons...........-------------..----.. ...........--..---........--.......---........-----.. ---- ----- 197,250 Shipped in 1,140 vessels; average of 126 tons; draught not given. Susruehanna and Tide-Water Canal (debotuching at Havre de Grace) Value. Coal, 120,500 tons ...---..------------....--.....-----......-----..-------.....-------......--.....----------....-.. -- 480, 000 Lumber, 17,000 tons -----------..--..-------........... ------.....---..---.... ----.................---------..... 300, 000 Grain, 15,000 tons ....--..--------......-------..-------------..............--....----...----. ----..... 500,000 Ice, 150,000 tons.....-------..... ..........--......---....-------.....--.................--- 450,000 Sundries, 20,000 tolls ------........------------.......--...........------------........--------------...........--... u--nknown Total tons (of 2,000 pounds), 322,500 -- about $1,800,000, carried in 900 barges of 125 tons, making 1,800 trips, drawing from 4 to 7 feet of water. Values and draught of boats assumed by N. H. Hutton; balance from T. Wilson, collector Susquehanna and Tide-Water Canal. It is to be hoped that in any future appropriations for the Susquehanna River near Havre de Grace it may be explicitly stated to what object the money is to be applied, whether above or below the bridge, at the fishery station, &c. Very respectfully, your obedient servant, WIM. P. CRAIGHILL, Lieu tenant-Colonel of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers. LETTER OF PROF. S. . BAIRD, UNITED STATES COMMISSIONER OF FISHERIES. UNITED STATES COMMISSION FISH AND FISHERIES, Washington, D. C., November 11, 1881. DEAR SIR : I am very anxious to have the fishing battery near Havre de Grace com- pleted so as to be made available for the hatching of shad, herring, and other fishes 840 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the early spring, and I now beg to mention what yet remains to be done. We are already so much indebted to you for your kind co-operation in this matter tht I ven- ture to hope you will be able to do this important work for us. Of course you are the best jiu'ge as to whether there yet remains enough of the appropriation for the com- pletion of the battery to accomplish the object. These are (in the order of their relative importance) as follows: First. The providing of a suitable landing place for the seine on the eastern side of the island. Second. The extension in a southwest direction of the wall on the northwest side of the island so as to form a breakwater in the harbor. Third. The preparation of a foundation for a hatching house on the island, drawings of which I forward herewith. Fourth. The extension of the jetty in the direction of the channel. Fifth. The filling of the island to its proper level. Sixth. The sheathing of the inner basin with boards. I will send Mr. Ferguson to explain more fully to you the objects anlid character of these various improvements. Very truly, yours, SPENCEci F. BAIR, (Con missiouer. Lieut. Col. WILLIAM P. CRAIGIILL, Corps of Engineers, U. S. A. G 2. IMPROVEMENT OF NORTHIEAST RIVER, MARYLANI). Operations at this place were closed in April, 1881, according to the plan fully explained in the Annual Report for 1881. There was no appropriation in 1881. Nothing was done in the fiscal year ending June 30, 1882. Money statemen t. July 1, 1881, amount available...........------------.----------......----...........-----...----------...... .----... $0 38 July 1, 1882, amount expended during fiscal year, exclusive of outstanding lia- bilities July 1, 1881..--------- ------------.... ------ ---------- -- ------ -----.. 38 G 3. IMPROVEMENT OF ELK RIVER, MARYLAND. At the end of June, 1881, the contractor, Mr. G. H. Ferris, was en- gaged in dredging, payment being made with funds derived from the appropriation of $10,000 in 1880, and this was continued during July and August of 1881, when the contract time expired. Under it there had been removed 35,726 cubic yards of material from the channel. The same contractor kept on with the work at once under a new appropria- tion of $5,000 made March 3, 1881, which was exhausted by the middle of December, 1881. The total amount of excavation under this contract was 11,139 cubic yards, of which 1,636 cubic yards were deposited be- hind the old dike below the town of Elkton, 3,123 cubic yards on the (lumping-ground below Frenchtown, and the remainder on the marsh to the right of the cut and below the old dike. The following was the result of all the work under the appropriations of 1880 and 1881: A channel 60 feet wide and 8 feet deep at mean low-water from the bridge at Elkton to a point about 1 mile below; a small bar just below this point had also been removed; and the channel was widened into a turning basin at a point a short distance below the bridge. APPEN)IX G. 841 The old dikes below the town need considerable repairs; a cribwork near .Frenchtown should be removed; and some additional dredging below Elklon is expedient. Money statement. July 1, 1881, amount available-----------------------.......................................... $10, 185 51 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .---- ----.....- ------------.....- ----------------.. 10, 185 51 Amount appropriated by act passed August 2, 1882-- .. - ....- - -..-- 6, 500 00 Amount available for fiscal year ending .June 30, 1883 ... - -.. . - ....... 6, 500 00 Amount (estimated) required for completion of existing project.......... 6, 500 00 Amountthat can be, p1rotital yexpenlded in fiscal yearending June 30, 1884. 6, 500 00 G 4- IMPROVEMENT OF CHESTER RIVER FROM SP'RYS LANDING TO CHUMP- TON, MARYLAND. A special report on this improvement was made in 1880, which was printed in the Annual Report of the Chief of Engineers for 1881, see page 856. The estimate submitted was in two parts, referring to the portions of the river, respectively, from Spry's and Kirby's to the bridge at Crump- ton. Below the bridge there were alternative estimates for channels 100 feet wide and 120 feet wide, and each 8 feet deep at mean low- water, respectively, $11,000 and $13,000. There were also alternate estimates for channels above Crumpton, but only 50 and 65 feet in width and 6 feet in depth at mean low-water, $7,000 and $9,000 respectively. The first appropriation of $6,500 was made March 3, 1881. A con- tract was soon after entered into with Mr. I). Constantine: of Baltimore, at the price of 27 cents per cubic yard, measured in place, for material excavated and redeposited. Operations were commenced the latter part of November, 1881, at the shoal above Spry's Landing, and a channel 8 feet deep at mean low-water, 70 feet wide, was cut through that shoal and the two bars above, making a total length of 3,850 feet of dredged channel. A total amount of 21,264 cubic yards of material was removed, consisting of sand and soft mud, with a small quantity of white tenacious clay. One-half of the dredged material was deposited on the fiats south .of the channel and from 150 to 200 feet from its edge, the other half being towed in scows a short distance below Spry's Landing and dumped in water 25 feet deep. The work was concluded in March. 1882, with the exhaustion of the appropriation, after two suspensions on account of ice. Between Spry's and Crumpton the river is of a width varying from 1,600 to 2,000 feet, with a natural 8-foot channel of a width varying from 150 to 300 feet between the bars and shoal where dredging has been done. The navigation of a dredged channel, 70 feet in width, is some- what difficult, and it is expected to apply the appropriation of 1882 to widening that channel to 120 feet as originally proposed. Money statement. July 1, 1881, amount available. .... --.... ----..... -------..... ...--- ---.. ..... 6, 500 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 181..--------.. ------------------..------ ...----------6, 333 16 July 1, 1882, aount available .. .................... ........------ ..--.. 166 84 Amount appropriated by act passed August 2, 1882.........-..... ---..... 6, 500 00 Aulout available fir tiscal year ending June 30, 1883..-----..................--- 6,666 84 842 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. G 5. IMPROVEMENT OF CORSICA CREEK, MARYLAND. The first appropriation of $5,000 was made August 2, 1882. As very little could be done with proper economy towards the execution of the project of improvement with this sum, it was deemed best for this and other reasons that the money be held in reserve until it be seen whether Congress makes a further appropriation at the next session now not very distant, which is also the short session, and its action may be known early in 1883. Money statement. Amount appropriated by act passed August 2, 1882-....--............-- . 5, 000 00) Amount (estimated) required for completion of existing project......... 30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 25, 000 00) EXAMINATION OF CORSICA CREEK, MARYLAND. UNITED STATES ENGINEER OFFICE, Baltimore, Md., January 9, 1882. GENERAL: In the river and harbor act of March 3, 1881, Congress directed an examination or survey of Corsica Creek, Maryland. The field work was executed in November, 1881, by Mr. John L. Seager, as- sistant engineer. Corsica Creek, on the eastern shore of Maryland, enters Chester River about 134 miles above its mouth. The distance from the mouth of the creek to Centreville Landing, the head of navigation, is about 5 miles. Town Bar, just inside the mouth of the creek, has on it a depth of nearly 8 feet at mean low-water. There are two other shoals, respect- ively 3 and 34 miles above, and with the exception of these shoals a depth of 8 feet can be carried to within 6,000 feet of Centreville Landing. It is estimated that to make a channel to the landing 100 feet wide, 8 feet deep at mean low-water, with a turning basin of the same depth, 200 by 300 feet, would require the removal of 110,000 cubic yards of material, at a cost of $30,000. There is a good shipping business done to and from this stream. At Centreville Landing there are good wharves and several large warehouses. It is stated, on good authority, that the shipments of grain amount to diearly 300,000 bushels per annum, and are increasing, with large quan- tities of shells, lime, and general merchandise freighted to the creek. The town of Centreville, in Queen Anne County, in the midst of a fertile and productive country, is about a mile from the landing. Several small vessels are owned in and trade from Corsica Creek. A small steamer also plies on the creek, but owing to the shoal water makes her last stop- ping place at a wharf about 14 miles below Centreville Landing. The cost of lighterage of grain and other products is a heavy tax on the community interested in the improvement, which if made would relieve them from its burden. Very respectfully, your obedient servant, WM. P. CRAIGHILL, Lieutenant-Colonel of Engineers. Brig. (len. H. G. WRIGHT, Chief of Engineers, U . .A. APPENDIX G. 843 G 6. IMPROVEMENT OF CHESTER RIVER AT KENT ISLAND NARROWS, MARY- LAND. Nothing has been done at this locality since September, 1877. There is a balance available, but it has not been considered necessary to ex- pend it. As an occasion for doing so does not seem likely to arise, there is no good reason why the existing balance may not be covered into the Treasury. Money statement. July 1, 1881, amount available.......................................... $2, 5 1 45 July 1, 1682, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-- ..--....-..--..-------... 1 45 ....--------...---...------......----- --....--......... uly 1, 182, a ount available----.....--- -....----------------------- ... ...... ..... 2,500 00 G 7. IMPROVEMENT OF THE HARBOR OF QUEENSTOWN, MARYLAND. Nothing has been done at this locality in the fiscal year ending June 30, 1882. G 8. IMPROVEMENT OF TIHE PATAPSCO RIVER, BALTIMORE, MARYLAND. At the date of the last Annual Report a contract had just been made with the American Dredging Company, of Philadelphia, for dredging the "cut-off" shown in the sketch on page 862 of the Report of the Chief of Engineers for 1881. The excavation was to be to a depth of 27 feet at mean low-water as a beginning of the execution of the project to increase the depth of the channel from 24 feet at mean low-water. Two large machines were put to work in August, 1881, a third in Sep- tember, 1881, and two more have been since built for this contract, so that at the end of June, 1882, there are five, vith a sufficient number of attending tugs and dumping scows. The contract calls for the re - mnoval of 2,250,000 cubic yards of material. Up to the end of June. 1882, there have been removed only 709,725 cubic yards. The contract time expires with the year 1882. While there has been much delay due to high winds in the exposed place where the dredges are at work, and while it is believed much more rapid progress will be made with the dredges now at work when the first cut has been carried through, it is evident that a more rapid rate is necessary, and the con- tractors are engaged in making arrangements for attaining it. It is hoped that with the additional funds provided by Congress the end of the year 1883 will see a channel to the city of Baltimore 27 feet deep at low-water. This will be narrow, not more probably than 150 or 200 feet wide, but work looking to an increase of width will be at once begun as soon as the narrower channel is ready of 27 feet depth at low-water. It should be remembered, however, that while the width of 300 feet has up to this time been found sufficient for the requirements of the com- merce of Baltimore, it has been always considered as the minimum, and 844 REPORT OF THE CHIEF "OF ENGINEERS, U. S. ARMY. so called in official reports. As the commerce increases, the numi er of the largest vessels increases in the constant use of the channel. A greater width than 300 feet will be needed at no distant day. Mloney statement. July 1, 1881, amount available---...---..----..... -----....---....------------------.................. $322,717 10 Ju ly 1, 1882, amount expended during fiscal year exclusive of outstanding liabilities July 1, 1881 .. ------------ ------ ---. .Iuly 1, 1882, outstanding liablilities .. .................------------------------.. 77, 539 32 6, 816 53 84, 355 85 S July 1, 1882, amount available -----..---.....--..-- -----.........----...------------.............----... 238,361 25 Amount appropriated by act passed August 2, 182 .....-...- -- ...-...... 450, 000 00 Amoint available for fiscal year ending June 30, 1883 .................. 688,361 25 Amount (estimated) required for completion of existing project . -......-.. - 450, 000 00 Amount that can be profitably expended in fiscal year ending .June 30, 1884. 450, 000 0) AN ACT for the protection of the aids to navigation, established by the authority of the United States Light-House Board within the State of Maryland. SECTION 1. Be it enacted by tlhe general assembly of the State of Maryland, That any person or persons who shall moor any vessel or vessels of any kind or name whatso- ever, or any raft or any part of a raft, to any buoy, beacon, or day-mark, placed in the waters of Maryland by the authority of the United States Light-House Board, or shall in any manner hang on with any vessel or raft, or part of a raft, to any such buoy, beacon, or day-mark, or shall willfully remove, damage, or destroy any such buoy, beacon, or day-mark, or shall cut down, remove, damage, or destroy any beacon or beacons erected on land in this State by the authority of the-said United States Light- House Board, or, through unavoidable accident, run down, drag from its position, or in any way injure any buoy, beacon, or day-mark as aforesaid, and shall fail to give notice as soon as practicable of having done so to the light-house inspector of the dis- trict in which said buoy, beacon, or day-mark may be located, or to the collector of the port, or, if in charge of a pilot, to the collector of the port from which he comes, shall, for every such offense, be deemed guilty of a misdemeanor, and upon conviction thereof before any court of competent jurisdiction, shall be punished by a fine not to exceed two hundred dollars, or by imprisonment not to exceed three months, or both, at the discretion of the court; one-third of the fine in each case shall be paid to the informer, and two-thirds thereof to the Light-House Board, to be used in repairing the said buoys or beacons. SEc. 2. And be it enacted, That it shall be unlawful for any vessel to anchor on the range line of any range lights established by the United States Light-House Board in this State, unless such anchorage is unavoidable, and the master of any vessel so anchoring shall be deemed guilty of a misdemeanor, and upon conviction thereof be- fore any court of competent jurisdiction, shall be punished by a fine not to exceed fifty dollars; one-half of the fine in each case to be paid to the informer and one-half to the State. SEC. 3. And be it enacted, That the cost of repairing or replacing any such buoy. beacon, or day-mark which may have been misplaced, damaged, or destroyed by any vessel or raft whatsoever, having been made fast to any such buoy, beacon, or day- mark, shall, when the same shall be legally ascertained. be a lien upon such vessel or raft, and may be recovered against said vessel or raft, and the owner or owners thereof, in any action of debt in any court of competent jurisdiction in this State. SEC. 4. And be it enacted, That this act shall take effect immediately. GEO. HAWKINS WILLIAMS, President of the Senate. OTIs KIELHOLTZ, Speaker of the House of Delegates. Approved this 30th day of March, 1882. [TIIE GREAT SEAL. ] WILI1AM T. HAMILTON, Governor. MARYLAND), st : I, Spencer C. Jolnes, clerk of the court of appeals of Maryland, do hereby certify that the foiregoing is a fill and true cojpy of the act of the general assembly of Mary- APPENDIX G. 845 land, of which it purports to be a copy, as taken from the original law belonging to and deposited in the office of the clerk of the court of appeals aforesaid. In testimony whereof I have hereunto set my hand as clerk, and affixed the seal of the said court of appeals, this 3d day of April, A. D. 1882. [sEAL.] SPENCER C. JONES, Clerk Court of Appeals of Maryland. CHAPrTaR 14.--A AcT to repeal chapter 405 of the acts of the general assembly of Maryland, passed at the January session, 1870, entitled " An act to protect the Craighill Channel at the mouth of the Pa- tapsco River," and re-enact said act with amendments, so as to provide for the protection of the CraighillChannel andthe cut-off between the Brewerton and Craighill channels at the mouth of the Patapsco River. SECTION 1. Be it enacted by the General Assembly of Maryland, That chapter 405 of the acts of the general assembly of Maryland, passed at the January session in 1870, entitled " An act to protect the Craighill Channel at the mouth of the Patapsco River," be and the same is hereby repealed and re-enacted so as to read as follows : That any person or persons dragging, raking, or dredging for oysters within five hundred yards of either edge of the new channel at the mouth of the Patapsco River, known as the " Craig-. hill Channel," extending from the seven-foot Knoll to the mouth of the Magothy River, or within five hundred yards of either edge of the cut-off connecting the Brewer- ton and Craighill channels, shall forfeit his or their boat or vessel, and it shall be law- ful for any justice of the peace of the county or city in which such person or persons shall be arrested to try such person or persons, and on conviction to condemn said boat or vessel, and sell the same on five days' notice, and fine the said offender or of- fenders a sum not less than five dollars nor more than twenty-five dollars for each and every offense, and the said justice of the peace shall pay over one half of said fines and forfeitures to the informer, and the other half to the school board of said county or city. SEC. 2. .:lad be itenacted, Tlhat this act shall take effect from the date of itspassage. OTis KEILHOLTZ, Speaker of the House of Delegates. GEO. HAWKINS WILLIAMS. President of the Senale. Approved this 17th day ot Februl:ary, l881I. [THE GREAT SEAL.] VILLIAM T. HAMILTON, Governor. Ma.RYLAN D, set: I, Spencer C. Jones, clerk of the court of appeals of Maryland, do hereby certify that the foregoing is a full and true copy of the act of the general assembly of Mary- land, of which it purports to be a copy, as taken from the original law deposited in and belonging to the office of the clerk of the court of appeals of Maryland. In testimony whereof I have hereunto set my hand as clerk, and affixed the seal of the said court of appeals, this 31st d(lay of March, A. D. 1882. [SEAL.] . SPENCER C. JONES, ('lerk (ourt of Appeals of Maryland. COM 1EIRCIA L STATIS'rICS. CUST()M-HOUSE, BALTIMOIE, MD., Collector's Office, July 28, 1882. Sit: In compliance with your request, the 18th of May last, you are herewith fur- nished with statistics of the commerce of the port of Baltimore for the fiscal year ended June 30, 1882, together with other facts of trade and business relating thereto. namely: CHIEF IMPORTS, FREE. ..----------------....----......-------- -..------.........-----.$6,858,249 96 Total, 1882---- Total, 1881........--- ---...---- --......-----------------..---......-- 8,856, 820 00 --..--....--- Decrease .....--........ ...........................--.-..... 1,998,570 04 Guano importations have increased fourfold; it is an important trade of this port. and is rapidly growing. 846 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CHIEF IMPORTS, DUTIABLE. Total, 1882-".. . .-... ............. .... . .......... .... .. .... $8, 179, 098 Total, 1881..................... ... .................................. 7,332,996 Increase........................................ ......................... 846, 102 This exhibit, when compared with that of the fiscal year of 1881, shows a decrease in the total value of articles imported free of duty. The falling off, however, is not due to a decline generally in this class of merchandise, but mainly arises from a reduction in quantity of certain articles of free imports, especially that of coffee. The dutiable importations exceed in value those of the preceding year, although there has been a decline in certain chief articles im ported; in others there has been a marked increase sufficient to overbalance that decline and to swell the total value to a figure beyond that of last year. Under the circumstances it is a good showing, and affords an encouraging evidence of the capabilities of the trade and commerce of the port of Baltimore. The preceding year was one of severe strain upon the commercial interests of the country; the decline in the crops, together with reduced quantities of the chief ar- ticles of export and the higher values to which they attained, produced a serious check to the export trade of the country, and this result affected the import trade. The decline in certain articles of imports shown by the exhibit was due to this caus,, freights only one way could not be carried but with disastrous results to vessel prop- erty, hence freights for Europe, with no cargo in return, were declined, except at rates that the importer could not pay. Importations, therefore, were limited to the gauge of actual demand. The port of Baltimore has shared these conditions; contracts were made in the opening of the year for heavy deliveries of merchandise, but for want of carriage the freight could not be shipped. It was deemed due to the trade of this port to mention these facts, although familiar ones, to show that notwithstanding their effects upon business and commerce, this port, as shown by its exhibit, evidences noteworthy vigor. Comparative statement of certain imported dutiable merchandise showing increase in value. Articles. 1881. 1.882. Increase. Living animals ................ .......................... .. $1, 980 $4, 935 $2, 956 Chemicals .............................................. 38, 156 170, 261 132, 105 Steel ingots, wire, &c............................................ 46, 479 625, 653 579, 174 Cutlery.................. ........................... 52, 839 55, 369 2, 530 Manufactures of leather ........................................ 16, 916 43, 469 26, 553 Manufactures, marble and stone.................. ......... 67, 714 71, 618 3, 904 Manufactures, metal.... ..................................... 5, 857 6, 648 791 Musical instruments .................................... '.. 64, 197 77, 517 13, 320 Paintings, &c................... ....................... 10, 644 56, 898 46, 254 Paints and colors ........ .. ...... ---..... i 825 4, 175 3, 350 Papier-mach6 and manufactures of paper. .. .................... 22, 172 23, 473 1, 301 Perfumery and cosmetics. ........... ...................... 2, 815 6, 879 4, 064 Seeds ........................ ............................... 1, 490 2, 660 1,170 Brown sugar ... .......................................... 811, 689 822, 224 10, 535 Watches ...... ............................................ 103 543 440 Furniture and manufactures of wood..................... ........ 16, 383 19, 906 3, 523 Lumber .... ........................................... 1, 335 1, 570 235 Blankets .- .. .............................. .................... 20 126 106 Malt liquors................... ............................. 13, 905 20, 188 6, 283 Rice ...... ... ........ ..................... . 21 8, 290 8, 269 Copper manufactures............... ... .................... ......... 98 30, 270 30, 172 Pig iron ............................ ................... 729, 066 789, 304 60, 238 Sheet iron............... ....................................... 1, 853 1,853 Anchots and chains .... ............................ 3, 253 5, 192 1,939 Jute manufactures............................................... ............ 64, 495 64, 495 Essential oils ...... ..... .......................... ............ 1, 110 6, 570 5, 460 Potatoes ............. ....... ................................... i 9. 405 257, 965 248, 560 Molasses .............. ........................................... 260, 523 389,139 128,616 Tobacco manufactures ............................................. 875 5, 057 4, 182 Spirits and cordials in casks........... .......................... 13, 132 15, 117 1, 985 W ine in casks .................................................... 26, 898 27, 778 880 Zinc in pigs .......................... 13, 540 13, 540 Total.............. ......... 2, 219, 900 3, 628, 682 1, 408, 782 The following statement will show the invoice value and amount of duty on mer- chandise imported at this port, intended for transportation to interior ports, with and without appraisement. APPENDIIX G. 847 Transported in bond with appraisencnt. Destination. * Invoice Duties. value. u Pittsburgh ................. --....................................... ........... $111,923 00 $26, 614 65 Chicago...................................................... ... 1, 311 00 506 70 Cincinnati.............................................................--....--........... 821 00 986 64 W heeling ............ . ......................... ................... ......... 301 00 150 50 Indianapolis ................................. ...................... 316 00 205 10 Total...... .................................................. 114, 672 00 28,463 59 Transportationin bond without appraisenment, under act of June, 1880. Destination. Invoice Duties. value. Pittsburgh.--........................................................................ ... $367,100 00 $122,647 99 Chicago .... ............. ........................ . ....... .... . ............ . 97, 970 00 38, 738 31 Cincinnati............................ .................... --......... 75,851 00 25,414 10 Indianapolis ................................................... 42, 219 00 15, 769 00 San Francisco ........................................................... 14, 718 00 6, 261 90 Saint Louis...................... ............................. 47,228 00 8,229 40 Georgetown, D. C.................................... .... 8, 477 00 3, 905 99 Milwaukee ......................................................... 15, 690 00 6, 285 40 Cleveland ...... .......................................................... 290 00 189 75 Louisville...................................................... 4, 881 00 1,923 05 Philadelphia........ ............................. ...... .. 325 00 114 30 Total ................ ............. ............................ 674, 749 00 229, 479 19 The principal items entering into these statements are steel blooms, steel wire, iron ore, pig iron, scrap iron, scrap steel, earthenware, decorated china, glassware, musical instruments, &c. These importations are continuing ones from place of shipment through this port to final destination, and, as the exhibit shows, are increasing in volume, and clearly in- dicate the important relation of this port to the country, and especially to the cities of the great West and the States in which they are located. STATEMENT SHOWING THE AMOUNT OF DUTY COLLECTED AND DUE ON MERCHAN- DISE IMPORTED DURING THE YEAR. Dutties collected..................................................... $2, 953, 677 11 Duties due on merchandise in bond .. ... .............. 165,953 19 Duties due on merchandise transported in bond with appraisement .... 28, 463 59 Duties due on merchandise transported in bond without appraisement. 235, 641 02 3, 383, 734 91 Currency collected, fees, &c ..- -...... .... ---.....--.. .. .............. ... 161,930 25 Grand total ............................................ .... 3,545, 665 16 Collections, 1882, duties ......................... .. ............ 3, 3 3, 734 91 Collections, 1881, duties ........... .................. .... ....... 3,239, 276 86 Increase ....... ........................................ ... 144,458 05 S'T'ATEMENT SHOWING THE EXPORTS DURING THE YEAR AND VALUE OF THE SAME. Exports, 1881......... ..... ........................... --............. $72, 449, 071 Exports, 1882 ............... ........... .......................... 38,534,426 Decrease..................................... ................ 33, 914,645 Although the total value of exports does not reach the figures of the fiscal year ended June, 1881, due to special causes heretofore mentioned, yet there has been an increase in quantity and value of many articles, showing that the general line of ex- Ilorts has been steady and vigoro s. 848 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. These statistics relate entirely to the foreign commerce of the port as afforded by the records of this office; other branches of trade and business, inland and maritime, are of great extent. Baltimore is a distributing center to all sections of the country by sea and land ; the coastwise trade of the port reaches from Maine to Texas, and west to San Francisco. Heavy shipments of coal are made to the latter named place. The railroad connections of the port bring to her store-houses the products of a vast and rich inland country, and transport to the same sections the products of Europe, so that she is both entreport and depot for a large area of country. A trade of great value is carried on at this port in oyster and fruit canning, and extends through all branches of domestic and foreign trade. The dry goods, grocery, and clothing trade is of large extent, and the leather and shoe trade is one of the most valuable and(l growing interests of the business of the port. VESSELS ENTERING FROM FOREIGN PORTS. 'Tonnage. American vessels .----.... .......................................... 230 79, 727 Foreign vessels...........-- ---........................................ ti2 781. 811 VESSELS CLEARING FOR FOREIGN PORTS. American vessels .----------------------------................. ---- --.............................--- ------. 2066,193 Foreign vessels......___...--------------...................--...----------.................---. 671 756,598 Vessels entering coastwise. ................. ..... ....... ................ 1,319 Tonnage .............................................................. 10, 382.52 Vessels clearing coastwise ....................... .... ---................. 2, 243 Tonnage --------...--------............ ..------......-----...-----......-- -......-- -............------.......... 17, 869. 89 Coastwise entrances and clearances comprise vessels of all classes, including steam- ships. A number of the last named enter at this port chartered for ports on thel North At- lantic seaboard and then clear for their destination. While the foreign entries have fallen off, for reasons elsewhere stated, the coastwise entrances and clearances have increased considerably over last year. Comprised in the above statement of tonnage are many vessels of large class, both sail and steam. The total tonnage does not reach the aggregate tonnage passing in and out of the harbor, as there are many vessels engaged in the coasting trade which are not required to enter or clear; hence there is no record of their tonnage. Tonnage tax collected..--------- --------..--- --..--- -----------------.. $88, 255.20 Registered vessels, 69; tonnage.... ..................... ..........-.... 22,938. 10 Enrolled vessels, 725; tonnage .. ............ ..............-.......... 75, 397.95 Emigrants arriving during the year: - Males---..........-----------... ......-.........---------- ...... ---....-. ...... 22,967 ....-......---- ......------ Females.....---.---....--------..........--..-----...-...-......------...........----..--------...------..... 18,772 .... ---------..........--......-----......----....---....-------.. Total--- -..---.......-----------.... -41,739 Arrived in 1881..-------........-------------................--.........----.... --.... ....---........-----.. 40,017 Increase ---.----.---...........-- .... ..-----..........-----......--..... .........--....-----.----.----- -....------...... 1,722 The following comprise the principal lines of steamships arriving and sailing from this port: Steamships. " North German Lloyd" .------------.. ------ ..---......- -----.............-----...----.....- - -.....--...... 8 "Allan Line" ------ .......-------.......-----...--......---------.............----...............------ ---........-.. 11 " Hooper's Line .-----.....- ....--..--..---..-.. ..........-------.... ......--.......-......---...... 13 "West India and Pacific Company ...--.................... .................... 13 " Continental Line"---.............. ....--............-----------......--........ .... ...... 7 "Tully Line"-.......----.....................----....----.....---------- ..------- ---- .....----..--.---..--.. 6 "Johnston's Line" ..........------................------................... ............. 19 The average tonnage of the above steamers is about 3,500 tons, requiring a depth of water from 25 to 27 feet. APPENDIX G. 849 SEA-GOING COASTWISE LINES. Merchant and Miners' Transportation Company, 11 steamers. Baltimore and New Berne, N. C., Line. Merchants' Steamship Company. Baltimore and Charleston, S. C., Company. Baltimore and Richmond Company. BAY AND RIVER LINES. Powhatan Line. Baltimore Steam Packet Company (Old Bay Line), Portsmouth and Norfolk, Va., connecting with railroads for points South. Powhatan Steamboat Freight Line, via James River, for Petersburg and the South, connecting with Weldon Railroad for all points in North and South Carolina. In addition to the above are many other lines plying between this port and the towns in the bay and tributaries. THE WHARF FRONTAGE OF BALTIMORE IN LINEAR FEET AND MILES. The wharf front of the harbor, within the lines established by the United States Advisory Board and the harbor board of Baltimore, upon actual estimates, would in a straight line comprise a total of 123,800 feet, or 23.44 miles. The shore-line yet un- occupied by wharves, but available for that purpose, 28,990 feet, or 5.49 miles. This estimate is rather below than above the extent of wharf frontage of the port, as it is made from a map of the harbor lines, and does not embrace the improvements made since its publication. At Canton, the terminus of the Northern Central Railroad, there are three grain elevators with wharf fronts; at Locust Point, the terminus of the Baltimore and Ohio Railroad, there are three grain elevators with wharf fronts; the former having a capacity of about 2,000,000 bushels, the latter about 4,000,000 bushels, at Locust Point is also located the dry dock, of extensive proportions, capable of receiving ships of the heaviest tonnage, and connected therewith machine-shops and yards admirably equipped for repairing and building ships, and for similar purposes on the lines are floating marine railways and ship-yards. The harbor, apart from its wharf facilities, is supplied with every advantage for the benefit of trade and commerce. In addition to the stationary grain elevators there are a number of floating elevators which prove of great service in loading large ships. A fleet of powerful and swift tug-boats constitute an important feature in the mer- chant marine of this port. In connection with the subject of wharfage improvements and extension, I would state that a new and novel enterprise is about to be introduced at Hooper's Wharf; the erection of a brick building 105 feet long and 60 feet wide, four stories high, is in progress, to be termed, when finished, "cold storage warehouse." This building is intended to be used for the preservation of fresh meats, butter, and similar articles, without the use of ice, by means of artificial process. When the building is cornm- pleted and the process of regulating temperature is in operation, the principle upon which it will work is, for illustration, that when the outside temperature is 90° F., the inside can be reduced to 160 F. This enterprise promises to prove a valuable acquisition to trade, and will identify more closely the trade of Baltimore with that of the West in the line of fresh meats, &c. Similar enterprises are to be started on the line of the Baltimore and Ohio Railroad, near the business centers of the city. The territory at Locust Point, the terminus of the Baltimore and Ohio Railroad, has been fully occupied. A few years ago there were no wharves or business, commnara- tively, at that place. Now there is not a foot of room for a wharf nor for a building site adjacent to water. For the want of room, and to accommodate the increase of business, the Baltimore and Ohio Railroad Company has purchased a tract of wat er front at Curtis's Creek, a few miles below the termination of the present harbor line, but in the route of its continuance. Although this point is much lower down the harbor, yet its location admits of its being reached by rail from Camden Station in about the same time that Locust Point is reached from that place. Improvements at Curtis's Creek have commenced. It issintended to be a receiving and shipping station for iron, coal, and heavy freight, and perhaps cattle. It will doubtless become an important place for trade and commerce, and piers and wharves on the most approved plans are to be erected. As renewed interest has been given to the subject of manufactories, and as those which already exist have an important bearing upon the trade of the port, especially in the consumption of cotton, which staple is becoming an important factor in our trade, it was thought not inappropriate to introduce the subject in this connection. 54 E 850 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Baltimore city is surrounded by a suburban country abundantly watered with streams; upon the most of these factories have been erected for the manufacture of various fabrics, the most of which enter into the trade of the port, and from here are distributed throughout the country or exported abroad. In this city two great lines of railroad have a water terminus; through these roads the port is brought into close relations with a vast area of country rich in products of great value, which they bring to Baltimore because of its central location on the At- lantic seaboard. While the benefit which thus inures to the city is of great value, the revenue of the roads are immense also. These statistics, together-with other collateral subjects, clearly show the close, in- timate, and mutual relation the port of Baltimore sustains to the trade and commerce of the country generally, and that while its position as a central city on the Atlantic coast brings it into these mutual connections, it possesses local facilities, both natural and acquired, which afford an earnest of what the port of Baltimore is capable of as a great commercial center. These facts deservedly entitle the port to the most favorable consideration of Con- gress and to a liberal share of the appropriation for the improvement of rivers and harbors, and in this connection may be properly mentioned, in concluding, this re- port, the subject of the ship-canal to unite the waters of the Delaware and Chesa- peake bays. It is hardly necessary to speak of the projected work as one of national defense, as that admits of no question, and in referring to it in a commercial sense, it is with the view merely to name some facts occurring at this port in the maritime trade which tend to show that the northern. Atlantic seaboard is as much interested in this work as the city of Baltimore. These statistics show a heavy coastwise trade between this port and northern sea- ports by sailing vessels and established lines of steamers; the saving of distance to this class of trade by a short cut to the sea would be immense. Recently there was a shipment of 4,000 bundles of steel wire from this port to Bos- ton. Other sbipments of this article had been made, and it is not unlikely more will follow. In the early part of: July the steamship Salier sailed from Bremen for New York, via Baltimore, with cargo and emigrants for both places. She arrived in Balti- more, was here about twenty-four hours, and left for New York. In both of these in- stances the saving of distance would have been invaluable if the canal had been available. In the latter instance dispatch was a great consideration and would have been greatly promoted by a short cut to the sea. As to the cities west and southwest, and the vast territories of which they are the centers, and even to the Pacific coast, a reference to this exhibit will show very clearly that this port is closely allied to them in interest, and that whatever is promotive of it§ improvement is shared alike by those cities. It is reasonable to claim, therefore, Sthat the work is entitled to the most favorable consideration of Congress, as a public work needed alike for the national defense and the commercial trade and business of the country. In reference to the outlying places, respecting which you desired information, you are herewith referred to the accompanying letters from residents of those places, who had been written to and requested to give their views on the subject. I have thus endeavored to give you as clear and comprehensive an exhibit of the business of this port as possible, and trust that it may prove of some service to you in the preparation of your report. I am, very respectfully, EDWIN H. WEBSTER, Collector. Col. WILLIAM P. CRAIGHILL, Corps of Engineers, U. S. A. G g. IMPROVEMENT OF THE HARBOR OF ANNAPOLIS, MARYLAND. There are two bars with not more than 181 feet on them at mean low-water, which prevent very large ships from passing into the deeper water (24 feet and more) of the Severn River, just abreast of the Naval Academy. The commerce of Annapolis is small; its importance arises mainly from its being the seat of the Naval Academy, and from its strategic relations to the capital of the nation. APPENDIX G. 851 The project adopted for the improvement of the harbor and the en- trance to it has been the creation, by dredging, of a channel 24 feet deep at mean low-water, with a minimum width of 150 feet. The rise of the tide is only about 1 foot. The cost of this improvement has been estimated to be $66,000. Two appropriations have been made, one of $5,000, June 14, 1880, the other, also of $5,000, .March 3, 1881. As the expenditure of $10,000 would not effect any substantial improvement, it has been decided to await further action of Congress in this case. If any additional appropriation be made, it should be for the balance re- quired to complete the estimate for the channel 150 feet wide, 24 feet deep, $56,000. Money statement. July 1, 1881, amount available ...........-..--......... ................ $9,205 98 July 1, 1882, amount available ....-......... . ....- ...--.....-. 9, 205 98 Amount (estimated) required for completion of existing project......- 56, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 56, 000 00 EXTRACT FROM LETTER OF HON. THOMAS IRELAND, -COLLECTOR AT ANNAPOLIS. MARY- LAND. In reply to your letter of May 22, 1882, I beg to say that the advantages which would accrue to the government by the contemplated improvement of the Annapolis Har- bor, would be many and great, especially so with regard to the customs. As it now is there is not sufficient depth of water to accommodate the large freighting vessels carrying coal, lumber, building materials, and other necessary commodities used here by the consumption of citizens, as well as the demand at the United States Naval Academy, and the consequence is, except such small quantities as can be brought by small vessels-for the most part these things are conveyed by rail as a matter of neces- sity-and because of the existence of this fact, we have no vessels of large draught of water licensed from this port, and are unable to give such statistics as are desired. The advantage of the improvement of the harbor to the general government may be estimated when it is remembered that the Naval Academy is located here, and the consequent necessity of vessels going back and forth, only the smaller of which are able to enter the harbor, and only at full tide and in custody of tows, and it often occurs that under such precautions even then they are grounded. I trust this will answer your inquiry touching the improvement. G xo. IMPROVEMENT OF THE CHOPTANK RIVER BETWEEN DENTONAND GREENS- BOROUGH, MARYLAND. A survey of this portion of the Choptank River was made in 1879, and a detailed report presented thereafter, which was printed in full in the Annual Report of the Chief of Engineers for 1880, beginning at page 634. An estimate was given of $79,000 for dredging a channel 75 feet wide and 8 feet deep at mean low-water. It was stated, however, that the cost would be much reduced if the proposed depth were made 7 feet instead of 8. On a re-examination made in October, 1880, it was found that a channel of 6 feet depth at mean low-water, as high as Gary's wharf, which is a short distance below Greensborough, would cost $40,00. Congress appropriated $5,000 June 14, 1880. It was decided to apply this to a beginning of the 6-foot channel at a point 400 feet below Gary's 852 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. wharf, following the lines of the channel through the shoal to a point above Brick Mills, where the 6-foot curve above has a width of 75 feet, and connecting the 6-foot curves with a cut 3,000 feet long. It was provided that the material excavated should be deposited on one or both sides of the river, either upon the shores above high-water mark, upon solid marsh, or in "cripples," 20 feet from their nearest edge, or upon flats submerged at high-water not less than 80 feet from the nearest edge of the cutting, in localities to be approved by the en- gineer in charge, and to be procured without expense to the United States in any manner whatever. The material to be removed was found to be sand and mud. The depth of cutting was found to vary from 0.8 foot to 3.1 feet, averaging about 1.7 feet. A contract was made for this work in November, 1880, with Mr. D. Constantine, of Baltimore, at the rate of 23 cents per cubic yard for material excavated and redeposited in accordance with the specifica- tions, measured in scows or embankments, or 274 cents measured in place. A second appropriation of $5,000 was made by Congress March 3, 1881. A contract for its expenditure was entered into with the same contractor, and at the same price as the first. The work of dredgiig was commenced May 17, 1881, in accordance with the specifications and the approved project, and continued steadily until November 7, 1881, when operations were suspended upon the exhaustion of the appropria- tions. By means of the first appropriation a channel 75 feet wide and 6 feet deep at mean low-water was made available to a point 4,000 feet above the Brick Mills. By means of the second appropriation a channel of the same depth, but of a width of 60 feet was carried to a point 6,250 feet above the Brick Mills. There were removed under the contracts 32,071 cubic yards of material, sand and gravel and mud, of which about one-fourth was towed down the river and deposited in a deep hole about 2 miles below Gary's wharf. The remaining three-fourths were deposited on the flats on either side of the channel and not nearer to its edge than 80 feet. The new channel is now used as far as the Brick Mills by a steamer plying between that point and Baltimore. Above the mill the improve- ment will be of little value until completed to Greensborough, which is 3 miles distant from the present end of the channel. Money statement. July 1, 1881, amount available--------------...------------.............-------........--. --- 9, 668 31 July 1, 1882, aimount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-------------------... .......----------------------............... 9,668 31 Amount appropriated by act passed August 2, 1882.. ................. 5, 000 00 Amount (estimated) required for completion of existing project -........... 25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 10, 000 00 IMPROVEMENT OF SECRETARY CREEK, MARYLAND. Operations were closed in May, 1881, according to the plan fully ex- plained in the Annual Report for 1881. There was nothing done in the fiscal year ending June 30, 1882. APPENDIX G. 853 Money statement. July 1, 1881, amount available..----.----.......---.......--------............................ $193 76 July 1, 1882, amount expended during fiscal year, exclusive of outstanding li- abilities July 1, 1881...--------- -..-------...--..-..-- -------------------- . 193 77 G 12. IMPROVEMENT OF THE HARBOR OF CAMBRIDGE, MARYLAND. The plan of irnprovement was to make a channel from the deep water of the Choptank to the railroad wharf in the inner harbor, and to in- crease the dimensions of that harbor, the outer channel to be not less than 100 feet wide, and the depth of the dredging to be 8 feet at mean low-water. This plan has been successfully carried out to the great benefit of the trade of the town. The last work done was in March, 1879. There is a balance of funds still available, and some urgency has been exhibited to cause its expenditure, but the necessity therefor for the general good has not been seen and the money has not been spent. Money statement. July 1, 1881, amount available.................. ...... ................ . $2,698 10 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881....... __.. ..... _.. .......-- ---......---...--- --...... 10 40 July 1, 1882, amount available.......................................--------------------------------------. 2,687 70 G 13. IMPROVING TREADHAVEN CREEK, MARYLAND. The last appropriation for this locality was made March 3, 1881, and it was expended at once according to the plan detailed in the last An- nual Report. Nothing has been done in the year ending June 30, 1882, and no appropriation is now asked. Money statement. July 1, 1881, amount available.....................----------............--.. $2,983 66 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881---------------------....................------------------..............---.............. ---- 2, 983 66 G 14. WATER PASSAGE BETWEEN DEAL'S ISLAND AND LITTLE DEAL'S ISLAND, MARYLAND (LOWER THOROUGHFARE). A special report on this locality was submitted in November, 1880, which may be found in print in the Annual Report of the Chief of Engi- neers for 1881, beginning on page 882. It was estimated that to dredge a channel 100 feet wide and 7 feet deep at mean low-water, from Tangier Sound along by the wharves of Daniel and of Vetra & Son (the only 854 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ones thereabout), with a turning basin at the upper end, would cost about $10,000; and to give the channel such protection as to make it probably permanent would cost $15,000 or $20,000 more, bringing the total up to $25,000 or $30,000. The first appropriation, $5,000, was made March 3, 1881. A contract was soon thereafter entered into with Mr. D. Constantine, of Baltimore, at a price per cubic yard measured in place of 27 cents for material ex- cavated and redeposited. Operations were unavoidably delayed, but were at last begun in March, 1882, at the western entrance of the Thoroughfare (the Lower) at the 6-foot curve in Tangier Sound, from which point a channel was dredged 80 feet wide and 6 feet deep at mean low-water, for a length of 2,630 feet to DanieFs Wharf. Opposite this wharf a basin was also ex- cavated, 180 by 200 feet, and 6 feet deep at mean low-water. This work was finished May 19, 1882, 16,561 cubic yards of material having been removed, consisting mainly of a somewhat tenacious mud, all of which, with the exception of about 2,000 cubic yards, was towed into Tangier Sound and dumped in not less than 15 feet of water; 2,000 yards were deposited on the flats south of the channel, from 200 feet to 300 feet from its edge. The.primary object of this improvement, which is to furnish a harbor for the large number of sailing vessels engaged in dredging for oysters in Tangier Sound, can best be attained, it is now thought, by extending the basin with a width of 200 feet to Vetra's Wharf, about 600 feet above its present terminus. This would make a basin of 160,000 square feet in area, which would be large enough to furnish anchorage for all the vesqels that would be likely to seek shelter there, and being pro- tected on all sides, would be a safe harbor, at a cost of $5,000. There is a natural. 4-foot channel, from 300 to 400 feet wide, extending up the " Thoroughfare" about 1,200 feet; the entrance to which from Tangier Soundis protected by bars extending from Deal's Island on the north and Little DeaPs Island on the south, and it is probable no other protection will be needed, the bottom inside the Thoroughfare being composed of material of such tenacity that the dredged channel will maintain itself. The improvement will also afford safe access to the island for steam- boats, which is greatly desired by the people living there. Money statement. July 1, 1881, amount available........ - -. ...................... ..... ... . $5, 000 00 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ....-------. -.---.-- --- ---.---....--- - . 4, 921 08 July 1, 1882, amount available ...... .... .. .......... .... _ ........ ....... 78 92 EXTRACT FROM LETTER OF HON. THOMAS S. HODSON, COLLECTOR AT CRISFIELD, MARYLAND. Around Deal's Island.- * * * I will here confine myself entirely to the lower part of the island, in the neighborhood of what is known as the Lower Thoroughfare, a water-way separating Deal's Island from Little Deal's Island, and on which the government has recently expended an appropriation of $5,000 in improving the channel and affording a safe harbor for the numerous vessels seeking a port of safety. The character of the trade and business is almost entirely confined to dredging and selling oysters, the sales of which will approximate 200,000 bushels yearly, valued at $60,000. There are no factories or packing establishments. There are four stores engaged in APPENDIX G. 855 general merchandise, whose annual sales amount to $45,000. The natural productions, aside from oysters, are corn, sweet potatoes and white potatoes, and watermelons. Corn, 4,000 bushels, value, $3,200; sweet potatoes, 1,000 bushels, value, $1, 000; white potatoes, 500 bushels, value, $500. The number of vessels trading and carrying oysters is 75, whilst in stormy weather or heavy ice, at least 150 vessels make it a place of harbor. Besides the intercourse with Baltimoro and other points, this Thoroughfare affords access to the Manokin River, on which some 50 vessels are owned, and which are also engaged in the oyster business. G15. IMPROVEMENT OF UPPER THOROUGHFARE BETWEEN DEAL'S ISLAND AND THE MAINLAND ON DAMES QUARTER, MARYLAND. A special report on this locality was submitted by the officer in charge, dated January 9, 1882, which may be found in this report. This water passage, called the Upper Thoroughfare, separates Deal's Island from the mainland of Somerset County, Maryland. What has been supposed to be needed in that vicinity was a harbor of refuge for small vessels, and to provide a place at which steamers could stop and bring the people and their abundant crops from the land and water into quick communication with the markets of Baltimore and Philadelphia. In the river and harbor act of March 3, 1881, Congress made an ap- propriation of $5,000 for the Lower Thoroughfare, which is between Deal's and Little Deal's Island, about 3 miles from the Upper Thorough- fare. This appropriation was expended early in 1882 under a contract made in 1881. The main object was the same as at the Upper Thorough- fare, the making of a harbor of refuge. An appropriation of $5,000 for the Upper Thoroughfare was made August 2, 1882. At the time of the report of January 9, 1882, and pre- viously, see pages 882, 883, 884, Annual Report of Chief of Engineer; for 1881, with the information then available, it was thought the Upper Thoroughfare was the best place for the harbor of refuge. Since the work has been actually begun at the Lower, under the direction of Con- gress, the propriety of making another such harbor within 3 miles may be doubted, and it has been deemed better, especially as the season was so far advanced at the time of the adjournment of Congress, to defer operations at the Upper Thoroughfare until experience with the harbor at the Lower may be gained, and some additional information may also be obtained as to the best location and shape to be given to the harbor proposed at the Upper should one be made there. Money statement. Amount appropriated by act passed August 2, 1882 ..................... $5, 000 00 Amount (estimated) required for completion of existing project-----------........... 15,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 15, 000 00 EXTRACT FROM LETTER OF HON. THOMAS S. HODSON, COLLECTOR AT CRISFIELD, MARYLAND. Upper Thoroughfare leading into Tangier Sound, Deal's Island. * * The trade and business of these localities is confined almost exclusively to the oyster trade, general merchandising, and grain, fruit, and vegetables. Of oysters, about 150,000 bushels are annually sold, valued at $37,500. The produc- tions are grain, fruit, lumber and vegetables, of which large quantities are shipped. 856 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The number of vessels owned and navigating these waters is about 300, many of which seek harbor in time of storm at the Upper Thoroughfare, which, for lack of improvement, is rather indifferent as a place of shelter. Of stores for general mer- chandise there are 17, whose annual sales will amount to $5,000 each. SURVEY OF UPPER THOROUGHFARE LEADING INTO TANGIER SOUND, DEAL'S ISLAND, AND ROCK CREEK, MARYLAND. UNITED STATES ENGINEER OFFICE, Baltimore, Aid., January 9, 1882. GENERAL: In the river and harbor act of March 3, 1881, Congress directed an examination or survey of the " Upper Thoroughfare leading into Tangier Sound, Deal's Island, and Rock Creek, Maryland." The necessary field work was done in the month of November, 1881, by Mr. G. W. Parsons. His report is incorporated herein, and will be found below. SALISBURY, MD., November 25, 1881. COLONEL: In accordance with your instructions directing a survey of Upper Thor- oughfare leading into Tangier Sound, and of Rock Creek, Maryland, I have the honor to submit the. following report of the survey, also a map explanatory of the same, together with three maps of portions of Tangier Sound made by the United States Coast Survey in 1856. The water passage called Upper or Laws Thoroughfare, separating Deal's Island from the main-land of Somerset County, makes in from Tangier Sound on the west, extend- ing through to Manokin River on the east, a distance of about 1i miles. At its east- ward end it is an arm of Tangier Sound of considerable width, rapidly narrowing and shoaling to a narrow crooked channel navigable throughout for smaller boats and only at high stages of the tide. A pile bridge 1,200 feet long extends across it a short dis- tance from the sound side, over which communication is kept up between Deal's Island and the main-land. The survey, as shown upon the map, extends from the pile bridge to the 7-foot curve, this curve being the east side of the main channel which lies here between the shore and a bar running from Hain's Point southwest, a distance of three-eighths of a mile from shore, having a depth upon it at low-water of from 1 to 4 feet. This bar protects the upper part of the channel from northwest storms, but is no protection from the southwest. Vessels compelled to seek a harbor here are frequently driven ashore with great damage and sometimes wrecked outright. To improve this, the nearest and most convenient point of shelter for the many ves- sels owned by those residing near will require a basin to be dredged 300 feet wide and 7 feet deep at low-water, to extend from the 7-foot curve 700 feet inshore, in a south- east direction towards the land at a point south of Anderson's store. To make this basin permanent and an efficient harbor, it should be protected on the south by a dike or breakwater extending from the land out to the 7-foot curve, of sufficient height and substantial construction to keep off heavy sea from the southwest and also prevent any filling of the basin at its inshore end from possible scouring of the shores by south- wardly storms. The cost of such an improvement would be about $6,000 for dredging, and $7,000 to $8,000 additional for the dike or breakwater, according to the character of the work. Deal's Island and the adjacent main-land in a radius of 2 miles contain a popula- tion of about 3,500. There are 5 churches, 4 schools. 11 stores, selling over $200,000 of merchandise annually. The soil is productive, and especially adapted to the growth of early crops, which business, however, is carried on to a limited extent on account of having no means of quick transportation. The inhabitants own over 300 schooners, sloops, and large canoes (licensed craft) engaged in taking oysters and fish, all of them harboring in Upper Thoroughfare. The benefits of the proposed improvement would be to protect the large amount of property invested in sailing craft, to establish a harbor at which steamers navigating the sound could stop, bringing thereby the people, and the crops for which both land and water are famous, within easy reach of the markets of Baltimore and Philadelphia. A reconnaissance of Rock Creek convinced me of its inconvenience to the vessel owners, while the construction and protection of a harbor at that point would be largely in excess of the one proposed; consequently, no survey was thought necessary at that point. APPENDIX G. 857 This section of country is in the collection district of Crisfield, the nearest light- house being Clay Island light. Very respectfully, your obedient servant, GEORGE W. PARSONS. Col. W. P. CRAIGHILL, Lieut. Col. of Engineers, U. S. A. The maps relating to this subject will be soon sent forward. Should Congress conclude to make an appropriation for this work, the whole amount of the estimate, in round numbers $15,000, should be available at once. In this connection, it should be borne in mind that an appropriation was made in the last river and harbor act, for a similar harbor in the Lower Thoroughfare, but a few miles from that now estimated for at the Upper Thoroughfare. The report as to the Lower Thoroughfare may be found in print on pages 882, 883, 884, of the last annual report of the Chief of Engineers. It was therein stated that the Upper was consid- ered "'much more important and worthy of improvement than the Lower." Congress having, however, made an appropriation of $5,000 for the Lower, the work was advertised and put under contract, but op- erations are not yet begun. Later investigation as to the relative advantages of the respective localities made by an engineer of good judgment, leads him to say that- A harbor constructed at the Upper Thoroughfare would be more convenient, more easily and cheaply established, and an advantage to the entire section, whilst that pro- posed at the Lower Thoroughfare, though useful should none be built at Upper Thoroughfare, would mainly benefit but a few individuals and would probably not be used by steamers, though that is one of the objects especially desired by the community interested. Very respectfully, your obedient servant, WM. P. CRAIGHILL, Lieutenant-Colonel of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. G x6. IMPROVEMENT OF BROAD CREEK FROM ITS MOUTH TO LAUREL, DELA- WARE. At the close of June, 1881, two appropriations were available, one of $5,000, made June 14, 1880, and the other of $10,000, March 3, 1881. The approved project was to make a channel by dredging, 7 feet in depth at mean low-water, and 60 feet in width. After some difficulty in making a suitable contract, work was commenced in October, 1881, the available money being thought sufficient to make a channel 32 feet wide and 6 feet deep at mean low-water from the railroad bridge to a point about 7,000 feet below. Up to the end of June, 1882, one cut through has been made by the dredge, the excavated material being deposited through a " chute" on the side of the channel where it is not likely to be carried back into it, and the bank formed serves to contract the water- way and locate the flow in a better place. Work will continue at once in giving the additional width of 12 feet. The contract time expires with September, 1882. Any farther appro- priation would be expended in advancing to the completion of the approved project. 858 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 1881, amount available --...................---------------------....---..-....---------...... $14,910 42 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..---------------------. $8, 028 44 July 1, 1882, outstanding liabilities ..-------------........-. 711 81 8, 740 25 July 1, 1882, amount available-------------------....................----........--.......... 6, 170 17 Amount appropriated by act passed August 2, 1882 ....-- -...... .. -...... 5, 000 00 Amount available for fiscal year ending 30, 1883---- ------............-----....------......---. 11, 170 17 Amount (estimated) required for completion of existing project .......... 40, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 20, 000 00 G 17. IMPROVEMENT OF THE WICOMICO RIVER BELOW SALISBURY, MARYLAND. There has been nothing done on this river in the year ending June, 30, 1882, except a little dredging to widen the channel near the town, to accommodate the increased trade which has followed from the improve- ment previously done by the United States. The amount of material removed was 454 cubic yards. Money statement. July 1, 1881 ..................-------- ......--------.......-.. --------........................ $2, 037 12 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ...... .. ...... ............... . ...... ........... 528 71 July 1, amount available .....--...--.-------------..------.. 1, 508 41 .---------...............----------.. COMMERCIAL STATISTICS. SALISBURY, MD., June 28, 1882. SIR: In reply to your request, I mention the following improvements in Salisbury during the past year, namely: Twenty-seven residences and stores and two churches have been erected, at a cost of $61,000; a high-school building, public hall, and stores partially completed, at a pro- jected cost of $17,000; one steam tin factory, capacity $300 worth of stamped ware per day, one 75 horse-power steam planing and resawing mill; one steam packing establish- ment, capacity $30,000 worth of canned fruits and vegetables; two oyster-packing houses, one fertilizer factory, one iron foundry, one additional telegraph and five telephone lines, steam navigation to Baltimore, and the cons ruction by the Maryland Steamboat Company of a commodious dock for the accommodation of its steamers. In addition to shipment and receipt of general produce by its two railroads, the commerce of the town is carried by the steamer Kent, making tri-weekly trips to Baltimore, a smaller steamer running daily to all points on the river, twenty-three schooners registering 1,638 tons, and nearly four hundred sloops and smaller craft. Shipments from fourteen mills in and near the town are 12,500,000 feet rough lum- ber, 4,500,000 feet dressed lumber, 1,200,000 peach-crates, 1,000,000 packing-cases for European export of kerosene, .1,100,000 cypress shingles, 7,000 berry-crates, 12,000 finished hubs, 8,000 cords wood, 3,000 cords manufactured kindling-wood, 6,000 rail- road ties. Of our own production are sold 9:3,000 bushels grain, 12,500 bushels corn- meal, 7,000 barrels flour, 13,000 pounds wool, 800,000 quarts strawberries, 250,000 quarts wild berries, 150,000 melons, 7,000 barrels vegetables, 17,000 crates peaches, 120,000 dozen eggs, 15,000 pounds poultry, 800 lambs and calves, with other live stock, and large quantities of shad, herring, and other fish in their season, the value of which I could not ascertain. One hundred thousand bushels of oysters are sold and consumed. Seventy stores and offices report sales of general merchandise aggregating $1,150,000, 2,000 tons of coal, 500 tons fertilizers. APPENDIX G. 859 Increase of business in Salisbury is directly due to the completion of navigation last year to the town. Not only has it stimulated every branch of business, but its main result, steam navigation, is making its influence felt through the country bordering both sides of Wicomico River. Four new wharves have been built and three repaired for the accommodation of steamboats; two large steam packing establishments have been built and are being made ready for work; one new marine railway has been put in operation in addition to two already engaged in building and repairing vessels; a fish-hatching station has been operated, from which millions of fish have been successfully propagated and dis- tributed here and in neighboring waters; whilst a large average of hitherto unremu- nerative land has been planted with fruits and vegetables. The commerce of the river is carried by nine schooners, averaging about 60 tons each, and several smaller schooners, almost exclusively engaged in catching and run- ning oysters to Baltimore. Very respectfully yours, GEORGE W. PARSONS. Col. WILLIAM P. CRAIGHILL. G i8. REMOVAL OF OBST'RUCTIONS IN THE POCOMOKE RIVER, MARYLAND. Operations on this river were closed in April, 1880, according to the plan detailed in full in the annual reports for 1879 and 1880. There was no appropriation in 1880 or 1881. Consequently nothing was done in the fiscal year ending June 30, 1882. EXTRACT FROM LETTER OF HON. THOMAS S. HODSON, COLLECTOR AT CRISFIELD, MARYLAND. Pocomok River from Snow Hill down.-- * * The trade and business consists of lumber, general merchandising, ship-building, fruit and oyster packing, flour milling, and agricultural productions. There are on and accessible to the river some ten lumber-mills, three flouring-mills, four ship-yards, two fruit and one oyster-packing establishments. Large quantities of lumber, lime, grain, &c., are transported, and 200 vessels of all classes are engaged in trade, fisheries, and oysters, of which latter large quantities are raised and caught in the Lower Pocomoke River and bays. Two lines of steamers are employed. G xg. . IMPROVEMENT OF ONANCOCK HARBOR, VIRGINIA. Operations of this place were closed in April, 1881, according to the plan fully explained in the annual report for 1881. There was no appropriation in 1881. Nothing was done in the fiscal year ending June 30, 1882, but to make a resurvey and map, in order to show the condition of the harbor and its approaches at the close of operations. Money statement. July 1, 1881, amount available................................................. $444 23 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881.... ......................................... 444 23 860 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXTRACT OF LETTER FROM T. W. TAYLOR, DEPUTY COLLECTOR AT ONANCOCK, VIR- GINIA. * * * - . * * * In reply to your communication of the 25th ultimo, I have to submit the following statements : There are engaged in the carrying trade from Onancock Creek two steamers, ton- nage 1,139.95 tons, and sixteen sail vessels, tonnage 465.20. During the year 1881 the shipments of produce aggregated about as follows: 18,000 barrels Irish potatoes, value $'27,000; 80,0Q0 barrels sweet potatoes, value $160,000; * * making a total of $292,550. There are two steam saw-mills, with a capacity of 3,500,000 feet, and 80,000 empty barrels, and one factory for canning fruits and vegetables. The collections for marine hospital service amounted to $1,:072.85, for fees $239.50 and fines $20. No detention whatever was experienced at the bar. Before the deepening of the channel at that point the steamers and nearly all of the sail vessels could only cross it at about one-half high-water. As a consequence they were frequently detained, and their arrival in Baltimore after the usual market hours generally caused a marked reduction in the prices of their perishable cargoes. No one can fail to acknowledge the benefits already resulting from the improvement, and many of the best informed business men estimate that it added at least 10 per cent. to the value of the truck shipped the past year. G 20. IMPROVEMENT OF JAMES RIVER BELOW RICHMOND, VIRGINIA. The year's work has consisted in cutting the channel through from the ship lock to Stearn's dike, excepting the lump of solid rock; of the opening of the Goode's Rocks Channel and the trimming of the rock at the head of Richmond Bar; contracting the river from Richmond Bar to the city; opening Curle's Neck Shoal; of the survey for estimating the cost of the 25-foot channel; and surveys for investigating the nat- ural forces operating on the river, and their effect upon the artificial works during the past year. The present navigable depth of the river at high-tide may be stated as 18 feet from the sea to Warwick Bar, 16- feet thence to the wharves of the Chesapeake and Ohio Railroad, and 16 feet thence to the city wharves; but by the removal of a few lumps the depth of 18 feet at high-tide can be attained throughout. The channel is still too narrow. The details of work and results are fully given in the appended report of Capt. Thomas Turtle, Corps of Engineers. Money statement. July 1, 1881, amount available---..............----------------......--..............-------..... 91,468 07 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881-. . . 87, 106 25 July 1, 1882, amount available---------------------------------------4,361 82 Amount appropriated by act passed August 2, 1882 ......--.... --......--...... 75, 000 00 Amount available for fiscal year ending June 30, 1883 ................... 79.361 82 Amount (estimated) required for completion of existing project .-...----..-....525, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884.. 150, 000 00 APPENDIX G. 861 REPORT OF CAPT. THOMAS TURTLE, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Baltimore, July 6, 1882. COLONEL: I have the honor to submit the following annual report on the improve- ment of the )ames River, Virginia, for the year ending June 30, 1882: In the earlier portion of the year Mr. H. D. Whitcomb was in local charge, with Mr. C. P. E. Burgwyn, assistant engineer, and afterwards, when the supervision was assigned to me, Mr. Burgwyn remained in immediate charge of the prosecution of the work. To him acknowledgements are due for energy and zeal. Mr. C. L. Kalmbach has had charge of the rock excavation, inclusive of the manufacture of the nitro- glycerine used, a position of much responsibility and danger, faithfully filled by him; and Capt. Thomas Cunningham has been superintendent of other work, not done by contract, in which his services have been faithful and valuable. The project under which the improvement is now being carried on is to obtain a depth of 18 feet at low-tide, with a channel width of 200 feet from the sea to Warwick Bar, and a depth of 18 feet at high-tide, with a channel width of 180 feet, from that point to the ship-locks at Richmond, the excavations in rock, which is only encoun- tered in the latter portion, to be carried to 15 feet depth at low-tide.* At the date of the last annual report the condition of the improvement is summa- rily stated as affording a depth in the channel of 20 feet at high-tide from the sea to City Point, of 19 feet thence to Warwick Bar, and of 17 feet from the latter point to the Rocketts wharves. The method of improvement consisted mainly in removing the sand and mud-bars by dredging and contracting the width of the river adjacent for the maintenance of the depth, and in cutting through the solid rock by drilling and blasting. When the last annual report was rendered there was but one bar with less than the standard depth, 18 feet at low-tide, below Warwick Bar. This bar, which was in Curle's Neck Reach, was removed during the months of June, July, and August by Mr. James Caler, under a contract to obtain 18 feet at mean low-water. The bar was of sand and soft mud, and presented no difficulties in dredging. After the removal of this bar, the distance from Richmond to Warwick Bar (i. e., 5 miles) alone remained with less than 18 feet at mean high-water. Of this distance about one-fifth already possessed the requisite depth, and it was to the intervening spaces that attention was directed during the past year. The material over this distance consists of sand, de- composed rock. cobble-stones. gravel, and solid rock. The sand may be stated as lying between Richmond Bar and Warwick Bar. The solid rock may be stated as existing in compact masses at Rocketts Reef and Goode's Rock. Over the remaining distance there are distributed in mixed masses sand, gravel, cobble-stones, decomposed rock, and solid rock. The general method employed is to begin dredging first and remove all the material that can be dredged, assisted by surface blasts of nitro-glycerine; next to drill the rock and blast from the drilled holes. The diver then hoists with a chain all the large pieces. Finally, the dredge is again put back to remove all the small pieces loosened by the blasts. The area covered by the solid rock amounts in all to about 30 acres. To facilitate the understanding of the localities, a list of the different cuts or sections of the upper part of the river is here appended, given in consecutive order down stream: 1. Old Dominion Steamship Company. 2. Virginia Steamship Company. 3. Philadelphia Steamship Company. 4. Gillie's Creek Shoal. 5. Baltimore Steamship Company. 6. Davenport's Wharf. 7. Rocketts Reef. e. Brewery Cut. 9. Brickyard Cut. 10. Chesapeake and Ohio Railroad Company wharves. 11. Almond Creek Cut. 12. Stearn's Dike. 13. Drewry's Island Cut. 14. Quarry Wharf. 15. Goode's Rock. 16. Richmond Bar. 17. Randolph Flats. 18. Warwick Bar. The first six of these sections are inside the city limits, and there was 18 feet over all of them except Nos. 1 and 4. It was not deemed judicious at this time to do any work SFor the greater part of the material of this report I am indebted to Mr. Burgwyn's report to me, the exact language being used to a considerable extent.-T. T. 862 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. here except at Gillie's Creek Shoal. Three cuts were made in the Gillie's Creek Shoal, widening it to 75 feet, but the 18-foot depth was not obtained throughout on account of some lumps of solid rock. At the time of making these cuts there was less water at the wharves above than over these lumps, and they were accordingly left. Since then the steamship company have, at their own expense, deepened not only the water at their wharves but also a portion of the channel, and these lumps now should be drilled and removed. After leaving Gillie's Creek, 18 feet existed as far as the Brewery Cut, and as no appreciable change was observed here during the past year, no work was done over the intervening sections. BREWERY CUT. Three cuts were made through this section. This is the worst section on the river, except those sections which contain solid rock exclusively; that is, Goode's Rock and Rocketts Reef. The dredges encountered solid rock in several places that they were unable to remove, and these lumps have not yet been drilled. They form an impassa- ble barrier across the river to vessels drawing more than 16 feet at high-tide. With the exception of these lumps, there is a fine channel through this cut. The material was almost exclusively gravel, cobble-stones, and decomposed rock. BRICKYARD CUT. The Brickyard Cut is a continuation in a straight line of the Brewery Cut, and possesses the same characteristics, the material, however, being in general terms some- what easier of removal. The same three cuts were carried through, but, as before, there were isolated places that could not be removed by dredging and need to be drilled and blasted. CHESAPEAKE AND OHIO CUT. The Brickyard Cut leads into the Chesapeake and Ohio Railroad Cut with an angle of 540. Four cuts were made through this section, the fourth cut being added to allow for turning the angle. The dredges removed the material to 18 feet entirely over this section, except at two places. These two points were indicated very clearly by the borings, and seem to be ridges of solid rock, running parallel to each other and to Rocketts Reef. ALMOND CREEK. After leaving the Chesapeake and Ohio Cut, the Almond Creek Cut is entered at an angle of 1840. The borings here might have been interpreted, as indicating more rock at this locality than above, but this was not the case, as the dredges encountered a perfect nest of bowlders. As many as 30 were taken out of a linear distance of 200 feet down the channel. They were of various sizes, the largest one being estimated as weighing over 7 tons. Two cuts were made entirely through this- section to the depth of 18 feet, and the dredges were at work on a third when they were removed to Randolph Flats to excavate a shoal caused by the winter freshets. No work was done between Almond Creek and Goode's Rocks. GOODE'S ROCKS. The rock force was employed at Goode's Rocks from June until the latter part of December, and from the 1st of May until the end of the fiscal year. As the section originally designated Goode's Rocks was ratherindefinite, it may be well to state that the term is used now to describe the area between jetties 26 and 32. The dredges un- covered last fall a quantity of rock that was necessary to blast at a place that had been estimated as sand, and hence it is that it has taken so much longer to finish what is now known as the Goode's Rock Channel. The cuts through the solid rock have been made 100 feet wide, and are completed through that part, but there are remain- ing 6 or 7 lumps near the head of Richmond Bar that require removal. This work was very much delayed by the diamond drill encountering a garnet-bearing rock, which polished the diamonds to such an dAtent that they would not cut, and as it was not until November that the percussion drill was put in good working order, the force could not work to the same advantage they now can. It is a subject of congratulation that the diamond and percussion drills work in a manner so supplementary to each other; that is, the percussion drill is eminently well fitted for drilling the hard garnet-bear- ing rock, whereas it is immediately chocked in soft rock by the sides falling in; and on the other hand, the diamond drill works most readily in soft rock, the force-pump preventing the chocking. As the borings made last fall in connection with the survey for the 25 feet depth was the first systematic means employed in determining the quantity of rock underlying the sand, the previous estimates were necessarily erroneous, that rock was found to exist where sand was supposed to be. The method of taking APPENDIX G. 863 out the rock is an economical one, but as the rock has been found to exist over so much greater area than was at first supposed, it follows that considerable time must be con - sumed before it can be gotten out entirely. RICHMOND BAR. The Goode's Rock Channel enters the Richmond Bar Cut opposite jetty 32, and from here to Randolph Flats nothing was done during the past year except to contract the width of the river. Commencing at the lower end of Richmond Flats, a system of contraction had been carried up to Richmond Bar during the fiscal year ending May 31, 1881. This system of contraction was extended from there to the Brewery during the past year, and comprehended the reduction of the areas over this entire distance. This necessitated the lengthening of the jetties already in existence and the building of new ones. This work was completed by the 1st of October, so as to be ready to receive the material dredged from the channel. This has been thoroughly done during the winter and spring, the large amount of hard material taken out being excellent for the pur- pose of protecting the jetties. RANI1OLPH FLATS. After leaving Richmond Bar, Randolph Flats is reached. As a short shoal had been created here by the winter freshets, it was deemed best to remove it simply by dredg- ing, and it was upon this work that the dredges were engaged at the close of the fiscal year just ended. As considerable deposit had accumulated at the shore ends of the Varina jetties, these shore ends were removed in order to allow the current to carry off the deposit, and thus prevent the formation of a marsh in front of a valuable private dwelling. A dike of about 350 feet long was built opposite the entrance to Dutch Gap to prevent the washing away of the low bank. This bank was artificially constructed to dike out a submerged area of several hundred acres, and were it to wash away entirely might divert the current into this marsh, to the serious injury of navigation. As a general summary it may be stated that the year's work consisted of cutting the chan- nel through from the Ship Lock to Stearn's Dike, excepting the lumps of solid rock; of the opening of the Goode's Rock channel, and the trimming of the rock at the head of Richmond Bar; of the contracting the river from Richmond Bar to the city; of the opening of Curle's Neck Shoal; of the survey for estimating the cost of the 25-foot channel; and of the surveys for investigating the natural forces at work on the river, and their effect upon the artificial works during the past year. The presenit naviga- ble depth of the river at high-tide may be stated as 18 feet from the sea to Warwick Bar, 16J feet from there to the wharves of the Chesapeake and Ohio Railroad Com- pany, and 16 feet from there to the city wharves; but by the removal of a few lumps the depth of 18 feet at high-tide will be attained throughout. The channel is still too narrow. The office work of the year has consisted in the plotting of 60,000 soundings, 10,000 borings, the paths of floats over a distance equivalent to 40 miles, and in placing on record on the maps the information obtained by the surveys. Cubic yards of material removed by the United States in 1881-1882. Locality. S and and Decomposed Locality. Sand. mu. rockgravel, Solid rock. Total cobble. amount. Cubic yards. Cubic yards. Cubic yards. Cubic yards. Gillie's Creek Shoal ............... 135 12, 097 785 13,.017 Brewery and Brickyard Cut ................. 275 23, 210 76 23, 561 Chesapeake and Ohio wharves ................ 9, 300 53 9, 353 Almond Creek Cut .................................... . 9, 150 52 9, 202 Goode's Rocks Cut ...... ...... .... . 1, 857 2, 227 2, 260 6, 344 Randolph Flats ..... ............. ...... 10, 300 ........... ............. 10, 300 Curie's Neck ...... ..................... 55, 049 ......................... . 55, 049 67, 616 55, 984 3, 226 126, 826 Total linear feet of wing-dams built ......................- --............ 2,005 Linear feet of wing-dams removed at Varina ............................ 285 Linear feet of fascine work at Dutch Gap ....... ....... .... .................. 350 Total number of holes drilled in rock--- ---....................................... ----- 61 Aggregate number of feet drilled in rock...-.......---...-....--........ 429 864 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY Number ofpounds nitro-glycerine fired from holes .................--......... 962 Number of pounds nitro-glycerine fired from surface blasts ...---..-...---.......... ---- 245 Average depth of hole drilled _............... .................. ...... feet.. 7 Average pounds of nitro-glycerine to hole ._ .......... -........... pounds.. 15.8 Number of cubic yards of rock removed ...................... _cubic yards.. 3, 226 Average number of cubic yards to 1 pound nitro-glycerine _ .......... do.... 2.7 The city of Richmond has aided the work by furnishing dredges, tugs, a pile-driver, and scows to the general government free of other charge than the actual cost of repairs. A summary of the trade of the port of Richmond from June 1, 1881, to May 31, 1882, furnished by Mr. B. C. Cook, collector, to Mr. Burgwyn is as follows: VESSELS ENGAGED IN THE FOREIGN TRADE. Tonnage. Entered vessels .......................................................... 27 10, 070 Cleared vessels ...................................................... 90 40, 894 VESSELS ENGAGED IN THE COASTWISE TRADE. Entered vessels ................................................ 1, 220 1, 000, 820 Cleared vessels.......................... ....................... 639 588, 685 Value of imports ......................... ............................................... $123, 383 Value of exports ......................................................... 1, 848, 110 The result of the year's,work has been to extend the depth of 20 feet at high-tide inward from City Point to Kingsland Reach, and to widen and deepen the chaanel in those portions near the city where the working is the most difficult. The removal of a few lumps will provide a practical channel through the rock cuttings with 18 feet depth at high-tide. To make this depth continuous in from the sea there are yet re- quired additional works at Warwick Bar, Randolph Flats, Goode's Rocks, and at Drewry's Island. A special report upon the results of the survey to determine the practicability and cost of procuring a channel 25 feet at full tide from Richmond to the sea was made and has been printed as Senate Ex. Doc. No. 147, Forty-seventh Congress, first ses- sion. In that report the opinion was expressed that the channel at Rock Landing Shoal was deteriorating. Since that date tracings of the original Coast Survey sheets of the surveys of 1854, 1855, and 1871-1872 have been received, and the superposition of these tracings shows that the channel between the dates of these two surveys has in the lower part of the great bend shoaled from 24 to 3 feet throughout. To determine the nature and extent of the changes an analysis of the two maps in the area (latitude 370 02' to latitude 370 07' and west of longitude 760 34') was made as follows: The areas above the curves of 18 feet, 12 feet, and 6feet were determined by the plani- meter for each of the rectangles bounded by the entire minutes of latitude and longi- tude, corrected for differences of shore line where necessary. This permitted a direct comparison for each of these partial areas, and rendered apparent a change which would otherwise be obscure. The following deductions are drawn from this analysis: Within the limits mentioned, the area having but 18 feet depth or less has increased over 11 per cent., the area having but 12 feet depth and less has increased about 1.4 per cent., while the area having a depth of but 6 feet and less has decreased about 6.6 per cent. We may then infer that the total area having 11 feet depth has remained un- changed, that the total change below that plane has been a shoaling, and that the total change above that plane has been a deepening. If we take a diagonal line from the point latitude 370 07' and longitude 760 39' to ° the point latitude 370 03' and longitude 76 35', we find along it a decrease of area with 6 feet depth and less; we find the area having 12 feet and less, while increasing along the middle of this line, is decreasing at the extremities. We may infer that the tendency of both flood and ebb is to pass through here, ex- cavating the shoaler portions while filling in the deep holes. There seems also to be a tendency to a deepening from the point latitude 370 04', longitude 370 35', to the channel north of the White Shoal. Mr. Burgwyn has compiled a number of tables to illustrate the condition of the river and observed phenomena, which should be of permanent record, and are here. presented. Very respectfully, THOMAS TURTLE, Lieut. Col. WILLIAM P. CRAIGHILL, Corps of Engineers, U. 8. A. APPENDIX G. 865 ESTIMATE OF COMPLETING THE JAMES RIVER IMPROVEMENT FROM DATA FURNISHED BY THE RECENT SURVEY, AND ACCORDING TO TIIHE PRESENT PROJECT OF PROVIDING A CHANNEL DEPTH OF 18 FEET AT HIGH-TIDE FROM RICHMOND TO DREWRY'S BLUFF, AND OF THAT DEPTH AT LOW-WATER FROM THERE TO THE SEA. This estimate includes the portion from Richmond through Kingsland Reach, with a width of 180 feet. Rocketts Reef: 8,400 cubic yards of sand, at 20 cents ......-----------...-------...................----------... $1, 680 00 13,500 cubic yards of rock, at $6..................--------------....................... 81,000 00 Brewery Cut: 44,500 cubic yards cobble, &c., at 30 cents ................ .. .......... 13, 350 00 8,300 cubic yards bowlders and rock, at $5...- ............ _...-......... 41, 500 00 Brick-yard Cut: 41, 200 cubic yards cobble, &c., at 30 cents .................. 12, 360 00 .........---------------------------... 1, 200 cubic yards detached rock, at $7 ---....-------..............------------------... 8, 400 00 Chesapeake and Ohio Railroad wharves: .... 41,500 cubic yards cobble, &c., at 40 cents ___..........---........ ........ 16, 600 00 500 cubic yards rock and bowlders, at $6...-....-...... ............... 3, 000 00 Almond Creek: 14,100 cubic yards cobble, &c., at 60 cents ----------- ...... ---...--......-----....-------........ 8,460 00 300 cubic yards bowlders, at $5 ...................................... 1, 500 00 Stearn's Dike: 32, 600 cubic yards earth, &c., at 40 cents .... ....... ... . 13, 040 00 1,100 cubic yards rock and bowlders, at $6 ................ .--- 6, 600 00 Lower end Drewry's Island: 19,100 cubic yards loose sand, at 30 cents.----....---.----..------------..............--.....---- 5,730 00 600 cubic yards bowlders, at $5 .... .... ......... .... .............. -3, 000 00 Quarry Wharf: 16,300 cubic yards coarse sand, at 40 cents .............-..-...... . 6,520 00 250 cubic yards rock, at $8 ......--....---..........----------------------.................... 2, 000 00 Goode's Rocks: 12,000 cubic yards sand and gravel, at 50 cents 6,000 cubic yards rock, at $6....................................... Lower end Richmond Bar: ............. ......... :.36, 6, 000 00 000 00 21,000 cubic yards sand, at 20 cents ..... .... ------........................ 4, 200 00 Upper end Richmond Bar: 42,000 cubic yards sand, at 25 cents --....- __ --....... __... -.....-.-... 10,500 00 Randolph Flats: 126,000 cubic yards sand, at 20 cents ---......... --.....----------.....-------------.. .... 25, 200 00 Warwick Bar: 64,000 cubic yards sand, at 20 cents .-------------................--------------------. 12, 800 00 Kingsland's Reach: 15,000 cubic yards sand, at 18 cents ........ ............. .......... 2, 700 00 27,000 cubic yards embankment, at 20 cents . .........................- - 5, 400 00 Former (1881) estimate for jetties and wing-dams for this portion.-....... 34, 385 00 Contingencies 10 per cent-............................................... 36,192 50 City limits through Kingsland........................... .............. 398,117 50 From Ship Locks to city limits, as follows : 14,804 cubic yards rock, at $6 ---------..--... ............................. __. 88,824 00 61,400 cubic yards cobble, &c., at 40 cent................. ............. 24,560 00 25,600 cubic yards sand, at 20 cents ...... .................. - - -.. ...... 5, 120 00 Contingencies 10 per cent ............................................... 11,850 40 Total ..---.----..- ---..........--.......................-----.................---.. 130, 354 40 RECAPITULATION. Ship Locks to city limits .......................-......-......-- .....--...... 130, 354 40 City limits through Eingsland ........-............-.............. ....... 398, 117 50 To make work permanent as per 1881 report .---......... -......--... -85, ---- --....--..... 000 00 613,471 90 THOMAS TURTLE, Captain of Engineer. BALTIMORE, MID., July 1, 1882. 55 E 866 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE I.--Physical characteristics of James irier, Virginia, existing May, 1812, shoting the gradual decrease of cross-sectional area as the city is approached, and approximate con- stancy of the mean depth in alluciaf bottom as inmprovement is perfected. [Mean rise and fall of tide, 3.5 feet.] Lt - a~ C O rr~r lHem arks. c~calit ..84-D- v -,a.- - Sq. feet. Sq. .feet. Feet. Feet. Feet. Jetty 91-92 .. 7, 872 9, 986 17. 1 13. 03 604 Loweir cii l W\artwick1;ar. Jetty 89-90 .... 7, 695 9, 760 15. 2 13. 04 590 Jetty 87-88- ... 7 924 7, 7. 9, !96 15.8 13. 38 592 Jetty 85-86 .... .. 7,854 9, 849 17. 2 13.77 570 Jetty 83-84 .. 7, 675 9, 635 17. 4 13. 69 560 Gunn's ATllarf. Jetty 81-82 .... ---- 7, 617 9, 563 17. 7 13. 70 556 Shore 80 ..------. --- 7, 381 9, 376 15.7 12. 95 570 Abnormal width, no jetty olpposite. Shore 78 ........... 7, 420 9, 397 14. 5 13 13 565 Upper end Warnwick Bair. Shore 76 ..-........ 7, 167 9, 123 14. 8 12. 82 559 Lower end Randlolph Flais. Shore 74 7,168 ..--......---.. 9,180 18. 2 12. 48 575 Maximum depth close to ,jetty. Jetty partly washed out. Shore 72 .--...--....... 7, 054 9, 189 16.7 11.56 610 Abnormal widtlh jetty partly washed out. Jetty 69-70 ........ 6, 857 8, 729 18. 3 12. 82 535 Maximum depth close to jetty clhan- nel, 16.2. Jetty 67-68 ....... 6, 636 8, 480 16. 2 12. 60 527 Jetty 65-66 ...--- 6, 418 s8,127 15.5 12. 41 517 Jetty 63-64 ... 6,516 8, 016 16.9 13. 03 500 Jetty 61 to dike ... 7, 618 10, 088 16. 1 11.27 676 A lnorml.jet tiies no)t opposite. Jetty 59-60 .... 6, 402 8, 110 17. 6 13. 12 488 Jetty 57-58 .... 6, 534 8, 207 17. 3 13. 67 478 Jetty 55-56 ...- 6, 273 7, 890 17.3 13. 58 462 Jetty 53-54 ........ 5, 991 7, 531 17. 8 13. 53 443 Jetty 51-52 .. ; 6, 203 7, 680 21. 3 14. 70 422 1Maximun depth obtained by dredging. Shoal created Ihere in fireshet, Febru- ary 1, 1882. Jetty 49-50 ... 5, 731 7,187 16.4 13. 79 416 Ilper l Ilats. end ]Randolph Jetty 47-48 ....... 5, 924 7, 394 17. 9 14. 10 420 Jetty 45, shore -... 6. 311 7, 966 17. 3 13. 34 473 I,awer end lichnond Bar. Jetty 43, to dike.. 6, 004 7, 551 16. 1 13. 58 442 Jetty 43 to 462 .... 5, 869 7, 423 16. 2 13. 22 444 Jetty 41 to 44 ..-.... 5, 783 7, 340 16. O 13. 00 445 Jetty 39-40 ... .- 5, 779 7, 359 16. 1 12. 84 450 Jetty 37-38....... 5, 91.4 7, 461 15. 8 13. 38 442 Pile 36. ....... 5, 762 7, 321 16.2 12. 94 4451 Shore 34 .......--. 5, 708 7, 213 15. 9 1.3.28 43(0 Shore 32...-. 5, 380 6, 832 16. 9 12. 96 415 tUpper end RIichmond lBar. Jetty 35-30 ........ 5, 390 6, 902 16. 2 12. 48 432 Lower end Goode'sRock. APPENDIX G. 867 TABLE II.-Physical characteristicsof James River, Virginia, existing 1874 before iimprove- ments, showing irregularityof mean depth. c , Locality 0 0 o o Sq. feet. Feet. Feet. Feet. 57. W arwick------------------------------------------------------.. 9, 400 17.0 11.19 840 56. Warwick...---------..-------------------------------------------......... 9, 671 17.0 11.25 860 55. Warwick ...----------------- .--------------------------- 8, 152 15. 0 9. 65 840 54. Warwick ...----------------------------------------------------- 8, 263 14. 2 9. 72 850 53. Warwick.---------------------------------------------------- - 9,034 15.5 10.33 875 52. Warwick .-- ........-- .............-----------------....--- ...-----. 8, 933 17.0 10.63 840 51. Warwick .-----------.............---..-----....-.......-------------.....-----------.................----------..--. 8, 340 13. 2 9. 75 855 50. Randolph Flats .-----.-----......-----....---......---..-------------------........................ 8, 058 14. 2 9. 95 810 49. Randolph Flats ...........-.............. .................... 8, 608 15. 2 10. 43 825 48. Randolph Flats .............. ................................... 7, 522 14. 0 8.75 865 47. Randolph Flats ............................................... 7, 675 14. 5 9. 03 850 46. Randolph Flats ............................................... 8,300 15. 0 9. 12 910 45. Randolph Flats ............................................... 7,870 14. 5 8.55 920 44. Randolph Flats ................................................ 7,834 13.2 8.33 940 43. Randolph Flats . ........... ................................ 8, 204 14. 5 8. 59 955 42. Randolph Flats .......... .........--.-..-- .....- ..--. 7,928 14. 8.13 980 41. Randolph Flats .. ....... .... .... ....... ............ . 7, 599 13. 5 8. 13 930 40. Randolph Flats .....-.......... .....-..........--- ...-....... 7, 020 10.5 7.03 960 39. Randolph Flats .............................................. 6, 368 10. 0 6. 37 1, 000 38. Randolph Flats ................................................ 6, 671 9. 7 6. 54 1, 020 37. Randolph Flats ............................... .............. 6, 783 11. 7 6. 52 1, 040 36. Richmond Bar -. .......----............................... ,------ 532 9. 7 7. 11 1, 060 35. Richmond Bar ............................................... 6, 626 11. 7 6. 37 1, 040 34. Richmond Bar ........... ............ .................. 6, 588 14. 5 7.01 940 33. Richmond Bar ................................................. 5, 956 10. 5 5. 62 1, 060 32. Richmond Bar ...........--.......................... ........... 5 663 9. 2 4. 84 1, 170 31. Richmond Bar .................................................. 5, 775 9. 2 4. 81 1, 200 30. Richmond Bar ................................................. 5, 404 9. 7 4. 66 1, 160 29. Goodes Rocks................. .................... ......... .. 7, 163 13. 5 7. 96 900 TABLE III.-Slope of river during freshet in February, 1882. 12 meridian. 3 p. m. 1Time of theo- retical .. high- Labora- tide. Date. Laboratory. C. & O. R. Bar. Lors C. & O. R. bar. Height of gauge. Gauccge. Gauge. Gauge. Gauge. Gauge. h. m. Feb. 13............ 6. 33 6. 05 5. 20 6. 04 5. 75 4.85 12.25 p. m. 9 a. m. 14............ 4.48 4.15 3. 15 5.78 5. 54 4.75 1. 35 p. m. 15.... --. 4. 93 4. 56 3. 50 6. 06 5. 82 5.15 2.38p.m. 16............ 5.51 5.15 4.05 6. 55 6.33 5.65 3.34p.m. 17............ 4. 83 4. 50 3. 60 5. 09 4. 95 4. 40 4. 26 p. m. 18............ 4 70 4.45 3.75 5.34 5.17 4.80 5.18 p.m. 20......... 5.55 5.32 4.50 4.25 3.95 3.05 6. 44 p. m. 21......... 5.55 5.35 4.75 3.85 3.55 2.70 7.19 p. m. 22 ............ 4.85 4.72 4.30 3.35 3.10 2. 33 8. 19 p. m. 23............ 5.21 5.10 4.75 3.23 3.05 2.45 9.10 p. m. 24............ 4.24 4.20 3.85 2.60 2.45 1.90 10.09 p. m. 25 ........... 3.96 3.94 3.70 3.24 3.10 2.70 11. 14 p. m. 868 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE IV.-List of freshets of the James River, Virginia, and the heights to which they rose above mean low-water. Date. Height. Locality. Feet. Unknown ............ ..................................... 13. 30 Toll-house, Mayo's Bridge. Unknown...--.. ......... .--------------............13. 05 Do. Unknown................................................. 12. 65 Do. 1847......................................................... 16. 50 Do. 1863..................................................... ...... 16.79 Do. 1864 (?) ........................................... ........... 16. 10 Do. October 27. 02 Rocketts. 1870 Octob er 1,1 26,1875 February . . . .. . . . . ,187 ................................................ . . . . . "- ..------------- 14. 38 United States laboratory. December 9, 1875.......................................... 5. 60 Do. M arch 30,1876 ...................................... ..... ......-. 12. 00 Do. September 24, 1876 ... - ........ .........-........... 12. 19 Do. January 17, 1877.......................... ......... ....... 10. 50 Do. April 10,1877.............................................. 6.90 Do. October 5, 1877......... .......................... ......... 13. 83 Do. November 9, 1877 ......................................... 11. 00 Do. November 25,1877 .................................... ........ 28. 62 Rocketts. January 15, 1878.... .................................... 8. 85 United States laboratory. February 11, 1878 .......................... ............... 7. 30 Do. April 11, 1878 ........... ................... ............... 5. 50 Do. May 7, 1878................................................ 6. 26 Do. May 16, 1878................................................ 6. 30 Do. September 15,1878 .---..... ...... ....-- .. . ...---... ...... 13. 38 Do. November 18, 1878 .... ...... .......................... 12. 75 Do. January 16, 1879 ....................... ................... 7. 80 Do. December 15,1879...... .................................. 9. 82 Do. February 15,1880 ......................................................... 6.76 Do. March 15, 1880......................................... .......... 13. 32 Do. May 2, 1880 .. 6. 90 Do. January 22, 1881..................................-------- nFebruary 13,1881................................ ............ 10. 40 Do. February 13, 1881 .. 12. 95 Do. December 27,1881.....................-...................... 10. 50 Do. February 11, 1882 ................. .............................. 11.20 Do. TABLE V.-Float observations Saturday, February 11, 1882. [Laboratory gauge, 10.6 feet; Richmond Bar gauge, 9.0 feet; high-tide at 10 a. m. Float designed for mean velocity.] a 0 Time. .0 . Locality. Remarks. a0 0 A. . 8. Feet. Feet Feet. Feet. 9 31 05.... ....... 37 22 377 2, 000 5.3 500 Black can buoy, Brewery to Quarry... 40 25 183 930 5.1 500 Quarry Wharf to C. & O. Mecrch...-- 44 04 219 1,080 4.9 500 C. & 0. Merch to C. & O. Coal........ 46 36 152 740 4.9 450 C. & O. Coal to jetty 19.............. 52 21 345 2, 70 5.4 475 Jetty 19 to Black spar . ........... Float passed 54 28 127 700 5.5 550 Black spar to jetty 24 ....- .......... close to edge of 55 53 85 490 5.7 500 Jetty 24 to jetty 26.................. jetty 45 and 57 33 100 500 5. 0 425 Jetty 26 to jetty 28. ............... (grounded 100 feet 59 22 109 540 5. 0 425 Jetty 26 to jetty 30 ............... from edge of jet- 10 01 18 116 600 5. 1 425 Jetty 30 to jetty 32 ........... .... ty 47. 03 01 103 560 425 Jetty 32 to jetty 34................. 04 28 87 480 450 Jetty 34 to jetty 36 .................. 09 54 326 1, 760 4.8 430 Jetty 36 to jetty 46 ................... 12 04 130 620 420 Jetty 46) to end dike ................. 20 42 5.64 5.2 i 22 15 93' 480 i 425 Jetty 52 to jetty 54 ................. Float passe 24 39 144 800 440 Jetty 54 to jetty 58.... .... Float pass 5. 6 460 Jetty 58 to jetty 62... 26 26 107 600 case to jetty 69 27 52 86 440 5. 2 475 Jetty 62 to jetty 64.................... and grounded on 29 40 108 510 4. 7 500 Jetty 64 to jetty 66 ................ shore about 600 31 33 113 520 4. 6 525 Jetty 66 to jetty 68........ ......... feet below on 33 22 109 500 4.6 525 Jetty Jetty 68 68 to to jetty 70 .. ,............ 70.................... ... Chesterfield side. APPENDIX G. 869 TABLE V.-Float observations Saturday, February 11, 1882-Continued. , a Time. Locality. Remarks. ,o I C C. 39 50 41 27 97 490 5.1 550 Jetty 78 to jetty 80 .... .... . . 43 13 106 500 4. 7 550 Jetty 80 to jetty 82........... . 44 52 99 480 4. 8 550 Jetty 82 to jetty 84.................. 46 40 108 520 4. 8 550 Jetty 84 to jetty 86 ............... 48 33 113 530 4. 7 550 Jetty 86 to jetty 88 .......... . 50 28 115 530 4. 6 550 Jetty 88 to jetty 90................ 52 16 108 520 4.8 575 Jetty 90 to jetty 92 ................. 53 42 86 420 4. 9 600 Jetty 92 to jetty 94------... ......... 55 03 81 390 4. 8 700 Jetty 94 to jetty 96................. NOTE.-The velocity through Dutch Gap Cut-off upon this date was 6 feet per second, and through Kingsland Reach, 4.08 and 4.38 feet per second on two lines. TABLE VI.-Decembcr 29, 1881. [Float was started between jetties 47 and 48, and floated without being taken up until it reached jetty 96. Tide at Richmond Bar gauge was 8.1 feet at 11 1S.] elocit second.per Time. Difference Width. Locality. seconds. in Distance. h. m. . Feet. Feet. Feet. 1 20 08 494 2, 760 5. 6 425 Jetty 47 to jetty 48. 28 22 388 1, 980 5. 1 495 Jetty 61 to jetty 62. 34 50 797 3, 380 4. 3 530 Jetty 69 to jetty 70. 48 07 518 2, 090 4. O 560 Jetty 83 to jetty 84. 56 45 212 810 3. 8 600 Jetty 91 to jetty 92. 2 00 17 .................................... 700 Jetty 96. TABLE VII.-Float observationsfor bottom currents, May 16, 1882. [Float started at Quarry Wharf and taken up afterm passing jetty 37. Started opposite jetty 38 and h taken up at jetty 65. At 10 20 a. quarry gauge, 4.5 feet.] in., Difference in Time. Distance. Velocitper Width of Locality. seconds. second. river. h. in. s. Feet. Feet. Feet. 10 20 31 162 487 3. 01 540 Line of jetty 26. 23 13 92 325 3. 53 450 Line of jetty 28. 24 45 101 320 3. 16 550 Line of jetty 281. 26 26 159 598 3. 75 432 Line of jetties 30-35. 29 05 160 550 3. 44 415 Line of jetty 32. 31 45 142 475 3. 34 435 Line of jetty 34. 34 07 127 415 3. 27 445 Line of jetty 36, pile. 36 14 . .............. ........... ..... . 442 Line of jetties 37-38. 11 17 08 164 519 3. 17 450 Line of jetties 39-40. 19 52 144 450 3. 12 445 Line of jetties 41-44. 22 16 100 330 3. 30 444 Line of jetties 43-462. 23 56 112 358 3. 20 442 Line of jetty 43*, dike. 25 48 170 526 3. 09 472 Line of jetty 45. 28 38 141 480 3.40 420 Line of jetties 47-48. 30 59 137 455 3. 32 416 Line of jetties 49-50. 33 16 157 490 3. 12 422 Line of jetties 51-52. 35 53 135 382 2. 83 443 Line of jetties 53-54. 38 08 135 418 3. 09 462 Line of jetties 55-56. 40 23 118 308 2. 61 478 Line of jetties 57-58. 42 21 101 295 2. 92 488 Line of jetties 59-60. 44 02 147 435 2. 96 676 Line of jetty 61, dike. 46 29 176 505 2. 87 500 Line of jetties 63-64. 49 25 .. .... .... .................. ......... 517 Line of jetties 65-66. 870 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE VIII.-Velocities infeetper second, determined by the paths of floats. [Taken from survey of 1881.1 Ebb-tide. Flood-tide. Material of which bottom is composed. Locality. Mean. Bottom. Mean. Bottom. Feet. Feet. Feet. Feet. Rock Landing . 1. 42 1.42 1. 73 1. 73 Mud as soft as pulp. Tribell Shoal..- 1. 39 1.47 1. 77 1. 83 Soft mud. Goose Hill . 2. 20 2. 06 2. 07 2. 23 Soft mud with hard sand and gravel nucleus. Swan Point . 2. 25 2. 30 1. 82 2. 13 Soft mud with sand nucleus. Dancing Point 1. 85 1. 75 1. 72 1. 80 Soft mud. Harrison's Bar. 2. 20 2. 37 1. 62 2. 00 Sticky mud and sand. TABLE IX.-Showing the performance of the diamond drill at the City Pump Works, during the months of February and March, 1882. Time'consumed in Depth of hole. Time consumed in drilling. drilling. Depth of hole. h. In. 4 Feet. h. mn. Feet. 3 30 4. 5 3 50 4.5 3 00 4.5 4 50 4.5 3 30 4. 5 5 30 4. 5 4 10 4. 5 5 50 6. 5 6i 10 6.5 2 55 6. 5 4 20 6.5 4 30 4.5 3 10 4. 5 2 20 4. 5 3 00 4.5 2 45 4. 5 3 45 4. 5 2 45 4 4 10 4. 5 5 00 6. 5 5 10 6.5 6 40 6. 5 5 50 6.5 26 00 4, 5 3 05 4. 5 3 15 4.5 3 00 4.5 4 00 4. 5 3 10 4. 5 7 10 4. 5 2 50 4. 5 5 05 6.5 5 05 6.5 6 30 6. 5 5 30 6.5 15 00 4.5 -- --------- - - ----------------------- Feet. 12 holes 6.5 feet deep................. ..... ..................... ......................... ........ 78 - -. 24 holes 4.5 feet deep.. ..... - -.........- ........................................................... 108 ---------..- Total depth of holes drilled........ ---......... -- . .. ... .. .. .. . - ... ......... 186 Total time consumed in drilling, 186 hours 15 minutes. SURVEY OF JAMES RIVER, FOR THE PURPOSE OF ASCERTAINING THE PRACTICABILITY AND COST OF PROCURING A CHANNEL OF TWENTY- FIVE FEET AT FULL TIDE FROM RICHMOND TO THE MOUTH OF THE RIVER. UNITED STATES ENGINEER OFFICE, Baltimore, Md., Mfarch 21, 1882. GENIERAL: In the last river and harbor law Congress directed a " survey of James River, for the purpose of ascertaining the practica- bility and cost of procuring a channel of 25 feet at full tide from Rich- mond to the mouth of the river." The charge of this survey and a number of others was committed to me by your letter of March 21, 1881. Under my general instructions and supervision, the work has been specially superintended by Capt. Thomas Turtle, Corps of Engineers. The field work, preparation of APPENDIX G. 871 estimates, &c., have been in the hands of Mr. C. P. E. Burgwyn, the local engineer in charge of the improvement of the James River, during the absence of Mr. H. D. Whitcomb. Thanks are certainly due, and very cordially given hereby, to Mr. Burgwyn, for the zeal and intelli- gence displayed in the performance of the important duty thus devolv- ing upon him. His report and that of Capt. Thomas Turtle, hereto appended, are so full and satisfactory as to leave very little for me to say, except to make the formal report in reply to the directions of Congress, and to state that it is, in my judgment, practicable to procure ' a channel of 25 feet at full tide from Richmond to the mouth of the river," and that the cost thereof is estimated to be $4,500,000, assuming a width of channel of 400 feet from the mouth of the river to City Point; of 300 feet thence to D)rewry's Bluff, and of 200 feet thence to the city of Richmond. While making this reply to the resolution of Congress, it is proper to ask careful consideration of the suggestions of Captain Turtle, looking to a notable diminution of the cost of providing a channel not so deep as specified by Congress, or so wide as estimated for above, but of less width and depth, and such as will probably suffice for the needs of the commerce of Richmond and the James River for a long time to come. It may not be out of place to mention here a few facts connected with the improvement of the river up to this time. The operations of the United States commenced in 1870. Previous to 1870 the first 4 miles below Richmond were shallow except in short reaches, the general depth being 8z feet in channel at low-tide. The reef at Rockett's, and the sand shoal known as Richmold Bar, had but 7 feet. Warwick Bar, 5 miles below the city, had 13 feet. The channel below Richmond was tortuous and obstructed with a large number of rocks, mostly bowlders, besides the ledges at Rockett's and Goode's. Many vessels, sunk dur- ing the war of 1861-'65, especially at Drewry's Bluff, were very serious obstructions. The Dutch Gap Cut-off, which now saves 51 miles of difficult navigation, was not open. After the flood of 1870 but little over 6 feet could be carried over Richmond Bar at low-tide. The original project for improvement was for 18 feet at high-tide, with a channel width of about 180 feet from the Richmond dock to deep water. The mean rise and fall of tide is about 3- feet, and the excava- tions in rock were to be carried to 15 feet at low-water. In removing sand shoals, where the operation is aided by wing-dams, the intention has been to so contract that the scour would produce a channel of same depth. The only intentional change in plan has been to make the chan- nel below Warwick Bar, 5 miles below Richmond, 200 feet by 18 at low- tide instead of high-tide. The amount expended by the Unite.l States to June 30, 1881, was about $500,000, and by the city of Richmond about $380,000. At that date the depth of channel was 20 feet at high-tide from the sea to City Point, 19 feet thence to Warwick Bar, and 17 feet thence to the wharves at Rockett's. There has been also manifest improvement in the width and direction of channel, but the channel is still too narrow for safe and convenient navigation. The amount needed to complete the scheme of improvement with a depth of 18 feet at high-water to the city is $130,000. Should Congress approve the scheme of obtaining a greater depth, it is recommended that not less than $300,000 be appropriated for the service of the fiscal year beginning July1,1, 1882. It has been already noted that the city of Richmond has freely sup- plemented the appropriations of the United States in carrying on the 872 REPORT OF THE OHIEF OF ENGINEERS, U. S. ARMY. operations for the improvement of the navigation of the river on which her welfare as a seat of commerce and manufactures so much depends. It ought also to be stated that the money of the city, while disbursed under the supervision of her own engineer, has always been spent in accordance with the views of the engineers of the United States charged with the improvement, and everything that could be reason- ably expected has been done by the authorities of the city to make the joint operations successful and economical. She has already received a considerable reward for following such a course of action, a very proper one, it may be remarked, inasmuch as the improvement of a great river like the James is at the same time an object of national and local in- terest. Very respectfully, your obedient servant, WTM. P. CRAIGHILL, Lieut. Col. of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF CAPTAIN THOMAS TURTLE, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Baltimore, Iarch 21, 1882. COLONEL: I forward herewith the report of Mr. C. P. E. Burgwyn, upon the result of the survey recently made for ascertaining the practicability ad cost of procuring a channel 25 feet in depth at full tide from Richmond to the mouth of the river. All needed description of the river is given in Mr. Burgwyn's report, to which, as also to his description of the methods adopted in making the survey, reference is in- vited. I have here to acknowledge the energy, industry, and intelligence displayed by him in the surveys and examinations, and in the subsequent preparation of the maps and in the compilation of the data. We now have over the area surveyed stand- ard information collected which may be elaborated, but not superseded. The exami- nation was very full, and the estimates are very reliable. In the region near Rich- mond the data in reference to the varied material to be removed was very difficult to obtain, but every care was taken and the classification was as well made as can be done short of actually removing the material. The report contains an estimate for a width of 400 feet through the shoals from the sea to City Point, 300 feet width through those from City Point to Drewry's Bluff, and a width of 200 feet from there to the city limits. With the assumed depth of 25 feet at full tide, the detail statement of cost furnishes the necessary data for determining with a sufficient degree of approximation the cost of any other width of channel. The estimate, exclusive of contingencies, for the project mentioned is .$3,838,281.79, and including contingencies may be safely placed at within $4,500,000. I would call careful attentionto the fact that he improvement of the river below City Point involves the removal of 4,025,035 cubic yards of mud and sand at an esti- mated cost of $666,544.44. A small proportion only of this material is hard. It is de- serving of serious consideration whether much of this expenditure may not be saved by permitting works destined for the maintenance of the depth to perform a portion of the work of obtaining thati depth by causing scour by contraction. If the project were inaugurated, I would strongly recommend that trial be made to determine that point, and suggest Goose Hill as the location to be chosen. There are over 1,000,000 cubic yards of sand and mud to be removed here for a channel 400 feet in width. There is a hard nucleus in this shoal of little extent and depth, overlying "very soft mud." I would suggest that this harder material be dredged, and that the base of the dike estimated for be built to a height of, say, 3 feet, and that the improvement be thus left for a season for the increased current to act upon the softer material. An examination at the end of a time would show whether it would be advisable to in- crease the height of the dike and again permit the increased scour to operate. I am very sanguine that a large saving would be made at that point and that the extension of the system would result w-ith saving at other points. Mr. Burgwyn regards this as a very slow method of accomplisllhment of the improvement; lnt even with liberal ap- propriations the project wnill require several years for completion, and the bulk of the earlier applropriations would in any event be applied to the more expensive work APPENDIX G. 873 nearer Richmond. There would then be no loss of time from the experiment and none of the work involved would be lost. A scoured channel is superior to a dredged one for facility of navigation. Mr. Whitcomb, lately in local charge of the improvement of the James River, and now engineer for the city of Richmond on the James River improvement, with whom I have corresponded in reference to this matter, writes me as follows: " I have no doubt that the larger part of the work below Warwick Bar can be done by means of works. These should be well studied, and the lower courses laid to the full extent, as General Gillmore is now doing at Charleston. " There are hard places in the Harrison's Bar Shoal, Goose Hill Flat, and to some extent Swan Point Shoal. These I-take it are 'preadamite' to say the least. Goose Hill may be the remains of Jamestown Island when it was much larger than now, long before Capt. John Smith settled. The whole island is in the way, and the river is gradually remnoving it, especially at the upper end, but I do not find that the river excavates a hard stratum, which is only a few feet below low-tide, and I suspect Goose Hill Flats are part of that stratum. This must be cut through or deepened; when the dike is started this hard stuff, both at Harrison's Bar and Goose Hill, and the remainder, much the larger part, will disappear, and rapidly so." With reference to Rock Landing Shoal, I would state that in my mind the question has arisen whether the channel here be not in process of deterioration. Captain Cun- ninghal, employedl upon the improvement, and whose knowledge of the riveris very extensive and accurate, reports the dlepth over the shoal years ago about the same as now found. Though the shoaling, if any, may be very slow, I am not satisfied that it does not exist; if existing, it is probably due to scour of the shallows north of it giv- ing greater outlet over them. However, nothing better can now be done than to locate the improved channel over the present one. Certain cut-offs are mentioned by Mr. Burgwyn in his report as having been sug- gested. These improvements form no part of the project as estimated for, and while they would be of benefit, they are not necessary to the improvement. Mr. H. D. Whitcomb, engineer for the city of Richmond, after an examination of Mr. Burgwyn's report, wrote him in reference to the project estimated for, and his let- ter is appended. In accordance with these suggestions of Mr. Whitcomb, Mr. Bnrgwyn, under instruc- tions from this office, prepared an estimate for a project with a depth of 23 feet at mean low-tide fronl the sea to Drewry's Bluff, and with a del)th of 23 feet at high-tide from there to Richmlond, the width of channel through shoals being '200 feet from the sea to Drewry's Bluff (except at Dutch Gap, where the width of 300 feet is retained), and 100 feet in width inside this. The estimate is as follows: III. DIVISION. Rock Landing Shoal: 196, 000 cubic yards soft nmud, at 15 cents ------------- .. ...---- ------ $29, 400 ---...... 00 Tribell Shoal: 50, 000 cubic yards soft mud, at 16 cents .-----------.... ------..-----... -------.. 8, 000 00 Goose Hill Flats: 475, 000 14, 000 cubic yards sand and mud, at 18 cents--...... linear feet mattress dike, at $3 ------... --..........--.... 85,500 00 .. ------ ---...... ----....--.....------ .... 42, 000 00 Swan Point: 369,000 cubic yards soft mud, at 15 cents- --..---.......------ ------ --...---...---- 55, 350 00 Dancing Point : 383,000 cubic yards soft mud, at 15 cents.....------.. ----- ------ ---- ------...... 57, 450 00 Harrison's Bar: 467, 000 cubic yards soft mud, at 18 cents .--..--------.... .------------..------........ 84, 060 00 City Point Bar: 44, 000 cubic yards sand and mud, at 18 cents .--.. - --.... -..-.... 7, 920 00 369, (i80 00 II. DIVISION. Bermuda Hundred: 49,558 cubic yards soft mud, at 16 cents---...-..------- ---------- 7, 929 28 ........-----............. 16,000 00 4,000 linear feet dike, at $4..--..--------........---...--------------................... Cox's Bar: 15,759 cubic yards sand and mud, at 17 cents -...-....... ....... 2,679 03 Curles Neck : 280, 200 cubic yards soft mud, at 15 cents ........-.....---..............--. 42, 030 00 3,500 linear feet dike, at $4........--.......... .....-............... 14,000 00 874 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Deep Bottom: 245,800 cubic yards sand, at 18 cents. ...... ..... . . . ..... .... .. $44, 244 00 Varina : 208,748 cubic yards sand, at 18 cents ................................. 37,574 64 4,000 linear feet dike, at $4........................ .......... .... 16,000 00 Dutch Gap: 126, 088 cubic yards top excavation, at 18 cents ... .. _...... . ...... 22, 695 84 116, 651 cubic yards bottom excavation, at 30 cents .. -.......... -..... 34,995 30 Kingsland Reach : 274, 222 cubic yards sand, at 18 cents ....................-- . ....... . 49,359 96 16,000 cubic yards bowlders, at $3................................. 48, 000 00 27,000 cubic yards embankment levee, at 20 cents..... ..... .... ..... 5,400 00 4,500 linear feet dike, at $4 ... _.................................. 18,000 00 Chaffn's Bluff: 15,000 cubic yards sand, at 20 cents.............................. 3,000 00 Drewry's Bluff obstructions: 100 days' work of divers and machines, at $50 .................. 5,000 00 1,200 pounds glycerine, at 60 cents.................. ............ 720 00 367, 628 05 i. DIVISION. Drewry's Bluff to Richmond Bar: 325,800 cubic yards sand, at 20 cents .. ................... ....... $65, 160 00 5,000 cubic yards bowlders, at $4 ... 20, 000 00 10,000 linear feet dike, at $4 .................... .................. 40, 000 00 Lower end Richmond Bar: 12,000 cubic yards coarse sand, at 20 cents ....................... 2,400 00 3,500 cubic yards rotten rock, at $4 ...... .... _ _ .. _...... .... ......___ 14,000 00 Upper end Richmond Bar: . 40,400 cubic yards coarse sand, at 25 cents 1(), 100 00 15,000 cubic yards cobbles and bowlders, at $3 ...................... 45, 000 00 Goode's Rock: 32,000 cubic yards sand and gravel, at 50 cents .......... .... ...... 16, 000 00 26,000 cubic yards solid rock, at $6.50 . ......... .... ...... .... .... 169,000 00 Quarry Wharf: 20,000 cubic yards coarse sand, at 40 cents .......................... 8,000 00 8,720 cubic yards detached rock, at $7.................. ......-.... 61,040 00 450, 700 00 Lower end Drewry's Island : 14,000 cubic yards loose sand, at 30 cents __......... ...... ...... .... $4,200 00 8,300 cubic yards bowlders (average), at $4 ........................ 33,200 00 Stearns' Dike : 30,100 cubic yards decomposed earth, at 40 cents .................... 12, 040 00 9,800 cubic yards loose rock (average), at $5.50.................. 53, 900 00 Alhnond Creek: 14,000 cubic yards decomposed rock and cobbles, at 60 cents ......... 8, 400 00 3,400 cubic yards loose rock and bowlders, at $3.... ...... .... .... 10, 200 00 Chesapeake and Ohio Railroad Wharves: 26,000 cubic yards decomposed rock and cobbles, at 60 cents........ s15, 600 00 9,800 cubic yards rock and bowlders (average), at $3.50 .... _....... 34, 300 00 Brick-yard Cut : 23,000 cubic yards decomposed earth, at 50 cents ..... _ .. ...... .... 11, 500 00 10,200 cubic yards packed bowlders and rock, at $4 ................ 40, 800 00 Brewery Cut: 25,000 cubic yards gravel, at 30 cents---- -----....... -............... 7,500 00 38,500 cubic yards loose rock (average), at $4.50.. ................ 173, 250 00 Rockett's Reef: 8,000 cubic yards sand, at 20 cents.... .. _ ._ ... . __... 1,600 00 19,400 cubic yards solid rock, at $8 ... __ _ .......................... 155,200 00 Diking I Section: 10,000 linear feet dike, at $4................................. 40, 000 00 1,051,790 00 APPENDIX G. 875 SUMMARY. III Division.-From the sea to City Point -..... .. .......... ....... $369, 680 00 II Division.-From City Point to Drewry's Bluff ......... .......... 367, 628 05 I Division.-From Drewry's Bluff to Richmond .--.......... ...... 1, 051, 790 00 Total from the sea to Richmond ........................ .... 1, 789, 098 05 ALTERNATE. Total from the sea to Quarry Wharf...........-- .................... $1, 188, 008 05 If this latter project were initiated, in my opinion it would be judicious to remove the rock to the depth of 25 feet at high-tide to permit the enlargement at any future time. The extra depth will cost relatively less per cubic yard now, and considerably less per cubic yard than in the future. Then, difficulty is experienced in reworking a channel in which blasting has been once done ; the fissures impede the drill, causing it to deviate, making drilling difficult, and increasing the cost in consequence. The estimate thus modified is as follows : III Division, as above .--.....--....---...........--.... ....--.............. ------------------- $369, 680 00 II Division, as above -----.........----....-- ..--.... ............------....-----...---- ----- .....---------...... 367,628 05 I. DIVISION. Drewry's Bluff to Richmond Bar: 325, 800 cubic yards sand, at 20 cents----....................... $65, 160 00 10,000 cubic yards bowlders, t $3 ........... --------............ 30, 000 00 10,000 linear feet of dike, at $4--------- .-------......... .........---------. 40, 000 00 Lower end Richmond Bar: 12,000 cubic yards coarse sand, at 20 cents .......- .... .... 2, 400 00 8,000 cubic yards rotten rock, at $3.50 .-.......... ...... 28,000 00 Upper end Richmond Bar: 40,400 cubic yards coarse sand and gravel, at 25 cents..... 10, 100 00 30,000 cubic yards cobble stone and bowlders, at $3- ..-.... 90, 000 00 Goode's Rock: 32,000 cubic yards sand and gravel, at 50 cents ........... 16, 000 00 42,300 cubic yards solid rock, at $6 ......-....-...... ....... 253, 800 00 Quarry Wharf: 20,000 cubic yards coarse sand, at 40 cents ......-.......... 8, 000 00 16,300 cubic yards rock, at $6.50 ......----..--.............. 105, 950 00 Lower end Drewry's Island: 14,000 cubic yards loose sand, at 30 cents ......--.... -....... 4, 200 00 12,800 cubic yards bowlders, at $3.50 ..................... 44, 800 00 Stearns' Dike: 30,100 cubic yards decomposed earth, at 40 cents .... ...... 12, 040 00 18,800 cubic yards rock, at $5 ............................ 94. 000 00 Almond Creek: 14,000 cubic yards decomposed rock and cobbles, at 60 cents 8, 400 00 7,800 cubic yards loose rock and bowlders, at $2.50....... 19, 500 00 Chesapeake anti Ohio Railroad Wharves: 26,000 cubic yards decomposed rock and cobble, at 60 cents 15,600 00 17,300 cubic yards rock and bowlders (average), at $3 .... 51, 900 00 Brick-yard Cut: 23,000 cubic yards decomposed earth, at 50 cents .......... 11, 500 00 18,600 cubic yards rock and bowiders (average), at $3.50 .. 65, 100 00 Brewery Cut: 25,000 cubic yards gravel, at 30 cents .......- - ......-..... 7, 500 00 50,150 cubic yards loose rock (average), at $4 ----........... 200, 600 00 Rockett's Reef: 8,000 cubic yards sand, at 20 cents......----...--- ....... 1,600 00 26,250 cubic yards solid rock, at $7.50....-..... -.. _..--.... 196, 875 00 Diking I Division, additional ......-........................ 20, 000 00 Total for I Division.------. _ - ..... -.-...... __........... -- 1, 393, 025 50 RECAPITULATION. I Division ........................................................-1, 393, 025 50 II Division ......--------......-- .................. ........ - - ....-- -- -...... 367, 628 05 III Division ....................---------- ------ ---- ---- ..........-----. ......------ 369,680 00 Total, exclusive of contingencies.... -...---.. --..-... --. .-.--.. 2, 130, 333 55 876 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Excluding contingencies, the estimates for the three projects are as follows: First project: 25 feet depth at full tide throughout, with 400 feet width through the shoals from the sea to City Point, 300 feet width through the shoals from City Point to Drewry's Bluff, and 200 feet width from Drewry's Bluff to Richmond ...- .. ----- .- -...------ $.. $3, 838,281 79 Second project: 23 feet depth at low-tide and 200 feet width through the shoals from the sea to Drewry's Bluff (except at Dutch Gap, where the width would be 300 feet), and 23 feet depth at high-tide, and 100 feet width from Drewry's Bluff to the city-.... --...... .... ...--. 1,789,098 05 Third project: Same as the second, except that the rock be excavated to 25 feet depth at high-tide ...--.....---------.. ---- ----....-----..............-----------.. 2, 130,333 55 With a good margin of contingencies the cost of these projects may, with good as- surance of safety, be stated as follows: ............---------------.....--------......................................... First project----------------------------- $4,500,000 ............................------------------------.......................... Second project------------------------- 2, 100, 000 Third project .............................................. 2, 500, 000 -------............. The difficulty of navigating a channel 100 feet in width, and that too with rock sides, should not be overlooked. It is true the vessels would require to move but slowly through this channel, for it would find at Drewry's Bluff at low-water the same depth as above at high-water. Attention is called to the very sharp turn at the Dutch Gap entrance, that consid- eration may be had of the probable difficulty which will be there encountered by vessels of considerable length, especially when subjected to a strong current. The blue-print map herewith shows that section of the river. A cut from the head of the gap across the bend, almost in the prolongation of the gap, would be a great improvement. At my request, Mr. Burgwyn furnishes an approximate estimate of making a cut through here with a depth of 23 feet at low-tide and a width of 100 feet on the bot- tom. It is as follows: 553,000 cubic yards sand and mud, at 17 cents...-------------------------....................... $94,010 1, 000 stumps removed, at $5--....-.----..-----..- ---- .... .... ......------- ----...--- -....---...... 5, 000 800 linear feet diking, to protect entrance, at $4 -....- ....-- ...- -..... ..-...- . 3, 200 Total----- ...... ............----------........-------.. --......----......--..------------...----.......----. ---.....- 102, 210 Contingencies 10 percent.............................. -----................... -- 10, 221 112, 431 Mr. Burgwyn says of this estimate: "It is accurate as I can make it without con- siderable leveling. I took a judicious look at the place with this in view when I drove over it with Mr. Friend. As he recollected the height to which the great freshet rose, and as I knew its elevation, I could conme very near the levels any way. I do not think the number of cubic yards is out by 20 per cent. " I have estimated the material as mud and clay, but think there may be some con- siderable quicksand. I do not think there is any rock under the proposed channel." The project is one which merits careful comsideration. In my opinion, it would necessarily supplement the deepening of the river to Richmond to the depths here estimated for. The length of cut is almost exactly a mile. Attention is particularly called to that paragraph in Mr. Whitcomb's letter relating to the necessity for a suitable dock or basin for the maneuvering and safety of ves- sels. If such channels as have been estimated for were now excavated, vessels could neither approach the landings nor the shores. Harbor facilities would yet have to be provided, and must be before any commensurate benefit would accrue to the commerce. To obtain harbor facilities within the city for vessels of 22 feet draught will be a very expensive project. The enterprise Mr. Whitcomb refers to is one which would very fully meet the necessities of the freight and business which find an outlet at the south shore of the river. To meet the wants of the business of the north shore it is probale that a sufficient and convenient basin can be provided in the area between Almond Creek and the lower end of Richmond Bar. As the proposed improvement approaches the city, the cost increases very rapidly. If the improvement above Quarry Wharf be ormitted from the estimates, there would be saved- In first project, about -..---. --.-..- --- . .-- -- .----... ---- -- --.. $1, 700, 000 In second project, about....--....--......-- ........--........-- --....--....--- ....--...... 6----50, 000 In third project, about-... -- -- ..----. - ...-- --.-.....---. 850, 000 or, say, one-third. APPENDIX G. 877 The portion of the river above the Quarry Wharf could still be improved according to the present plan, which would accommodate a great, if not the greater, part of the domestic trade, and the balance would be a large item of the cost of procuring the necessary dock and basin room. It would be well at the outset to have the ultimate project distinctly understood, and that there should be concert of action and under- standing between the United States and the city in reference thereto. The channel being obtained of the desired depth, its maintenance is to be consid- ered. There is no doubt that from the sea to some point not far below Richmond a channel with depths mentioned may be maintained by works contracting the width to a degree not inconsistent with conveilience for navigation and th passage of floods. At places (Tribell Shoal, City Point Bar, Cox's Bar), and elsewhere it would probably be found more economical to redredge at intervals than to build and maintain the nec- essary works for contraction. The former reports on the James River indicate that in the portion of the stream a short distance below Richmond, about 6,000 square feet is the normal area required for the water section below the level of low-tide; with a depth of 21- feet (or 25 feet at high-tide), then a width of about 280 feet would be all that the natural flow of the stream could be expected to maintain. With 20 feet at low-tide, the standard of the modified project, this width would be about 300 feet. Assuming that the area of sec- tion and widths mentioned be nornal, we might still expect more or less of the sand which is carried along and near the bottom to be deposited in the channel upon the subsidence of freshets. The power of a stream to thus transport sand is a function of the slope and depth. If these be invariable at the several sections, that is, if the dis- charge be absolutely uniform and with a uniform supply of sand (quantity, coarseness, and specific gravity being considered), we might, as an ideal, attempt with much suc cess to so regulate the stream in regard to width as to procure stability of depth. In this ideal stream the power for carrying the sand would be uniform from one sec- tion to another, the sand carried through one section would, without increase or dimi- nution, be carried through the next section, and so on. But variations in these elements at different times will modify the available carrying power of the stream, and a ten- dency to deposition or scour, as the case may be, will result. In the period of a freshet, when the water is rising, the carrying power is continually increasing, developing a corresponding tendency to scour; when falling, the tendency, on the contrary, is to de- posit because of the continual decrease of this carrying power. This idea might be further elaborated, but it seems unnecessary here. It will be seen that a decrease of the width at a given locality below that necessary for obtaining the normal section will tend to lessen such deposit at that point. It is possible, however, that aunless the flow of the stream to a certain degree be confined to this narrowed channel (a condi- tion which necessitates the raising of the contracting works), that a limit of usefulness in the diminution of width can be attained. This adjustment would necessarily be obtained by experiment in considerable measure. Regarding it as attainable, the question arises whether it be judicious to decrease the width to 300 feet or less. This is a detail which may, with propriety, be left for future consideration; the point to be now considered is that the channel being obtained, the maintaining of the same and of the auxiliary works will undoubtedly involve some periodical expense. We might expect any deposit decreasing the section below the normal area to be removed in time by natural causes, but these causes might operate too slowly for the necessities of commerce, and should then be supplemented by artificial means. If this enterprise be undertaken, the question arises how great an appropriation should be made for the first year. A proper beginning seems to me to require at the outset the experimental project at Goose Hill Flats, the complete widening and deep- ening of Dutch Gap, the removal of the bowlders, and the building of the dikes at Kingsland, the procuring of a plant commensurate with the extent of the project, and the operation of this plant for the year. An estimate for this is submitted: Experiment at Goose Hill Flats.........-----..----............................--...--. $40, 000 Improvement of Dutch Gap.............---------................................ 60, 000 Work at Kingsland, first year.--...---------............----..----...................---------------------.... 75,000 Three drilling-plants, with scows, hoisters, &c............................. 45, 000 Running these plants and dredging one year ..-................ ........... 60, 000 Other expenses, engineering, &c...... ----.......-----..---....-...............--...--.. 20, 000 300, 000 This sum would be actually and absolutely necessary for a proper beginning, and is independent of any work in pursuance of the present project of 18+ feet at high- water above the Quarry Wharf. It is to be expected that there will constantly be pressure to procure temporary relief for present needs; therefore, if the project be inaugurated it would be well if Congress should set apart a portion of any appropriation to meet this demand if it be 878 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. intended that it shall be entertained, for such work will necessarily increase the total cost of the portion so worked over. Very respectfully, TnII()AS T[UrTLE, Captain of Engineers. Lient. Col. VILLIAM P. CRAIGHIILL, Corps of Engineers, U. S. .1. IPORT OF MR. C. P. E. BIURGWYXN ASSISTANTI E\(INEE1. ENGINEEIR ()OFFICE, J AMES RIVEIR 131PRMIo'EMENT, Richmond, a., -, . CAPTAIN: I have the honor to submit the following report on the survey of the James River for the purpose of ascertaining the practicability and cost of procuring a channel 25 feet in depth at full tide from Richmond to the month of the river antd estimates of the same. The term " Richmond" is construed as meaning the line where the city limits cross the river, and a line due iorth front Cape Henry light-house is considered as the commencement of the sea. DI)ESCRIPTION. The Jamnes liver rises among the Alleghally Mo ultains, 111(1 receives soic i mpor- tant tributaries on its course, which have an important i111el('ce as regards the elit(ets of freshets, but are of little importance as regards the questions of commerce. For convenience of discussion the river will be assumed divided into three sections. The first section is from the junction of the Jackson and Cow Pasture rivers to the mouth of North River, a distance of 59 miles, and fall of 318 feet, givinlg ail average slope of 5.4 feet per mile. The second section is fromn the mouth of North River to the shil,-locks at Richmond, a distance of 175.55 miles, and fall of 700.5 feet, giving an average slope of 3.9 feet per mile. The third section is from th ship-locks to the sea, a distance of 1527 miles, with a fall of probably less than 1 foot in that entire distance. The first two sections are only navigable for small boats on account of numerous rapids and dams. Opposite Richmond are the falls in which the river descends 85.5 feet in going a distance of 4.15 miles, giving an average slope to this short section of 20.6 feet per mile. From this it appears that the question of improvemenlt of the lames River for ves- sels of 25 feet must be confined to a discussion of that portion lying between Richmond and the sea, and when the river is mentioned hereafter this section alone is referred to. From what has been said of the slope on this part of the river, it follows that the tide must rise and fall as far as the ship-locks, and as a matter of fact it does rise and fall here higher even than it does at Fortress Monroe. Accurate lines of levels have been run from the mean low-water mark, deterumined by a self-registering tide-gauge at Richmond, to the mean low-water mark of a sinlilar gauge at Dutch Gap (a distance of 141 miles), and it is certain that the difference of level is not greater than three- tenths of a foot, with a probability that it may not be greater than two-tenths of a foot. The difference of level between Dutch Gap and the sea is problably so small that when determined it would be of infinitesima l importance compared with other factors which determine the regimen of the river. Simultaneous observations of the tides show that certainly between Richmond and City Point the variations of the tides are intricate:; thus, on one day the low-tide may be a foot below the zero at Richmond, and :a foot above the zero at City Point; and yet on another day just the reverse may take place. So also with the high-tide. Under these circumstances the theory of the parallelism of high-tide and low tide lines becomes uncertain for distances as far apart as the shoals of this river, and to deter- mine the low-water mean necessities a long series of observations at each particular place. These have been made to a greater or less extent at these different localities and permanent bench-nmarks established. The river about 9 muiles a bove Richmond was carefully gauged by the city engineer of the city of Richlnond, who determined its inilimumn volume as 1,332 cubic feet per second. This was followed by the very dry season of 1881, when the volume was es- tinmated to be as low as 800 cubic feet per second. In 1877 occurred a very high freshet, inl which the water rose 25.1 feet above mean hiigh-tide. The volume of water passing a given point during the period of maximuml velocity was estimated at about 200,000 cubic feet per second. Thus it appears that the volume of water passing a given 1 oint varies ft'r(u freslets alone fron 800 to APPENDIX G. 879 200,000 cubic feet per second. This variation in volume has a marked effect upon the rise and fall of the tide. At Richmond during the dry seasons the rise and fall of the tide becomes a maximum. It decreases as the quantity of water increases and finally the effect of the tide is apparently obliterated during freshets of 10 feet (and greater) rise. The mean rise and fall of the tides have been obtained from a great many observa- tions which were taken when there were no freshets, and are found to be 3.6 feet for the vicinity of Richmond, 3.3 feet for the vicinity of Dutch Gap, 2.8 feet for the vicin- ity of City Point, 2.0 feet for the vicinity of Goose Hill Flats, 2.5 feet for the vicinity of Fortress Monroe. The freshets lose their effect in the lower reaches, both as regards the velocity of current and height of rise. Thus, in the freshet of 1877 the water rose at Richmond, 25.1 feet above mean high-water. At Dutch Gap it only rose to 14.5 feet. At City Point the rise was 2.2 feet, and no unusual rise was observed at Brandon. On the other hand, a strong northeast gale will raise the water sometimes higher at Norfolk than it does at Richmond, and thus it appears that no single set of oLservations can b)e relied on about the tides. The flood-current approximately equals the ebb-current in velocity in the lower reaches. The effect of the flood-current, of course, diminishes as the vicinity of Rich- mond is approached, but the main effect on the flood-current is the counteracting effect of the freshet-current. In the dry seasons the effect of the flood-current increases, and finally reached a maximum during the drought of 1881, when a flood-current of 1.8 feet per second was observed at Goode's Rock, only 2 miles below the ship-locks. From these considerations it appears that the river has three distinct conditions of location. The first location is where the river is subject to the freshet action exclu- sively. The third location is where the river is entirely governed by tidal considera- tions; and a second or middle location where first the tides, then the freshets, have the greater influence. The boundaries of these locations so blend into one another that it is not possible to define their limits exactly, and they probably vary with each particular freshet; but as the river suddenly deepens at Drewry's Bluff to about 35 feet, and maintains this depth for some distance, this is taken as the end of the first location. The second would naturally end at City Point, and the third would extend from there to the sea. The main characteristic of the bed of the river over the first section is rocky, over the second is sand more or less hard, and the third soft mud. Powerful jetties, revetted with rock, are essential to maintain any channel over the first section. For the sec- ond section, where the current diminishes to probably 3 feet per second as a maximum, jetties with a timber core re-enforced with sand or mud might suffice, and for the third section probably the mattress form of dike would be the best as well as the most economical. The underlying stratum of rock of the first section, so far from being a disadvantage, is one of the weightiest reasons why this work can be made a success. The great difficulty in improving rivers by the system of contraction is that the under- lying bottom is scoured out to an almost incredible extent even in the space of a very few days, and elaborate works tumble in or are washed away; with a rock bottom scour is impossible; the works designed for the purpose of contraction are stable, and it only remains to cut the channel-way through the rock. So much for the first sec- tion. As regards the second and third sections of the river, where the bottom is of sand and soft mud, a different treatment is necessary. Here we have a maxinmum velocity that varies within very small limits, and works designed for this part of the river would vary greatly from those designed for the first section. It is here that a depart- ure is made from the text-books. In the standard work of Stevenson, in his canal and river engineering, it is stated on page 315 that a current with a velocity of 2 feet per second will roll rounded peb- bles 1 inch in diameter. Yet at White Shoal Light a velocity of 2 feet per second was measured over a bar of soft mud only 6 feet deep, and that too just in front of and distant only 400 feet from a hole 150 feet deep. Again, at Randolph Flats, during a freshet, a current has been measured with a velocity of 5 feet per second, and yet it did not even sweep away all the coarse sand from between the jetty heads. Again, it has been stated that the bars of James River shift with every tide, whereas, we know from the testimony of pilots thirty years ago, that the draught of water over Swan Point was certainly within a foot of what it now is. From this it appears that the depth of water over a given bar is dependent on the direction of the current and the cross-section area necessary to discharge the tidal basin above with the normal velocity at that point, and not dependent on the actual velocity itself, for were not this the case how could Swan Point Bar or White Shoal exist with such currents over them ? Regarding the bars of a tidal river as a function of the cross-sectional area and cir- cumstances of current, a carefil survey was made of all the bars on the James with observations of currents made both for direction and less than 25 feet at full tidle, anlnd velocity-. 880 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DESCRIPTION OF THE SURVEY. The survey of the special shoals was commenced in July and continued until the middle of December. As a rocky stratum underlies the first division, the first consid- eration was to determine how much rock it was necessary to excavate. The following method was pursued: An old lighter was fitted up with two spuds, one at each end, and lashed alongside the tug-boat, and a hose from the force-pump of the tug-boat connected with a hollow iron pipe. This pipe was pointed at the end with a steel shoe. fitted with saw-like teeth. As the pipe descended through the rotten rock the teeth broke up the hard materials, while the water from the force-pump kept the hole clear. At first a solid steel rod was also used, driven by a sledge-hanuner, but it was soon found that this device would not penetrate as far as the force-pump pipe, and its use was abandoned and two pipes used to expedite the work. A traverse line was run along the river bank, with stations put in at every 25 feet, and distances were measured out into the river at right angles to them with a long steel wire. In this manner sound- ings and borings were taken in squares of 25 feet apart and entirely across the channel from the ship-locks to Richmond Bar. As here the solid rock had entirely disappeared, being supplanted by a gravelly and hard-clay bed, soundings and borings were taken at distances farther apart, and so on down the river at distances dependent upon the character of the bottom. The cross-sections of all the lines from the ship-locks to Richmond Bar, 650 in num- ber, were plotted and areas calculated, and the soundings and borings also plotted on a map of scale 1 inch to 100 feet. From the cross-sectional areas the number of cubic yards of sand, gravel, decomposed rock, and solid rock were carefully computed, and the entire cost of improving this section estimated with that particularity that its great importance demanded, for the cost of improving this section is about two and one-half times as much as the cost of improving all the other shoals put together. The method of sounding and boring was continued over all the other shoals, simulta- neous observations being taken on shore with two transits to locate any desired posi- tion. To determine the directions and velocities of the currents, simultaneous observations were taken with two (sometimes three) transits at floats. Two floats were always started simultaneously, and angles taken to them from shore every minute. On even minutes the angles were directed to one, odd minutes the angles were directed on the other, and a special signal was given every ten minutes to regulate the watches, and to test the recording of the angles in the note-books. Great pains were taken in drill- ing the assistants in a code of signals, and the agreement of the notes was very satis- factory. The plotted paths of the floats give a standard of reference that will be in- valuable hereafter for comparisons. To reduce the effect of the wind to as little as possible, besides selecting calm days for this purpose, the floats were made of large dimensions, one being of uniform thickness 10 feet long, and weighing about 400 pounds, the other of similar large dimensions, but designed for bottom-current obser- vations. As a summary of the entire work of the survey, it may be said that there were taken about 40,000 soundings, 10,000 borings, and floats over a distance equiv- alent to about 20 miles. The quantities were estimated by taking cross-sections close together, obtaining their area, and multiplying the mean area of two adjoining sections by their distance apart for the volunme, and finally summing the volume of the sections for the total number of cubic yards to be removed from the shoal. As before stated, the portion of the river under consideration extends from the falls to the sea, a distance of 127 miles; of this distance 104.6 miles, or 82 per cent., already has the necessary depth. Over the remaining distance shoals of different characteristics ex- tend, which will be described in detail. After passing the capes a magnificent har- bor is approached, with water of from 30 to 50 feet deep. For a distance of 31 miles the James River has in the crossing of Chesapeake Bay and Hampton Roads an en- trance that ranks it among the great harbors of the world, like that of the Amazon. There is no bar, properly speaking, at the mouth of the river like there is at the mouth of the Mississippi, Danube, Nile, &c. The first bar is at White Shoal Light, but this bar can be entirely avoided by following a channel to the north of the light- house instead of to the south of it, as vessels now go. This channel has a minimum depth of 30 feet, and is over 450 feet wide in its narrowest part, and if this channel were properly buoyed it could be used without any further trouble. Thus the James River, from the sea to Rocklanding Shoal, a distance of 38 miles, has a depth of 25 feet and over, even at low-tide. Rocklanding Shoal is in what is known as Burwell's Bay, about 2 miles to the south- east of Point of Shoal light-house. The length of the shoal is about 6,400 feet, and is of very soft mud, the boring-rod sinking of its own weight to a depth of about 40 feet at low-tide. The mud was penetrated easily to about 25 feet, and the probability is that its depth is much greater. The river is about 5- miles wide here, but to the north of the shoal there are numerous oyster rocks, sometimes ebbing bare, with deep holes between them. T'he shoal now has about 20 feet at full tide. Both the flood APPENDIX G. 881 and ebb currents are swift over this shoal, and present the curious phenomenon of a powerful flood-current on a falling tide; that is, vessels getting aground when the current is flood, find to their surprise that they soon have less water under them than when they first grounded, and that, too, notwithstanding a strong flood-tide, and con- versely the period of maximum height of water occurs long after the ebb-current has set in. There is comparatively deep water on each side of the shoal, but the slope of the shoal toward the sea is much more gradual than the slope up the river. A chan- nel could be dredged through the shoal with the greatest ease, and it is highly proba- ble that it would maintain itself without the aid of dikes, as the currents, both flood and ebb, pass over where it should be located in parallel directions. As the language embodied in the Congressional resolution does not specify the width of the proposed channel, a width of 400 feet has been adopted here in the esti- mate. This width would necessitate excavating about 400,000 cubic yards. Of course a narrower channel would cost less, but it would not answer so well the de- mands of commerce. In such a wide river the following of a narrow channel becomes quite difficult, especially in a high wind. After leaving Rocklanding Shoal the river deepens to 40 feet in the next mile, and continues of the standard depth and over for 10 miles. Opposite Deep Water Light it attains its maximum depth, i. e., 84 feet, then shoals gradually until Tribell Shoals are reached. It gives rather an incorrect; impression to call this locality shoal, as there is 24j feet over it at full tide already. The shoal is very marked in its characteristics, being on the concave side of the river. Just above it is an oyster bed, with only 3- feet over it; opposite this the water is 63 feet deep. The shoal is consequently very steep in slope up the river, but the slope toward the sea is gradual. The borings indicate soft mud to a depth of about 35 feet "and upward. A dike built from the oyster rock parallel to the current on the con- cave side would unquestionably create enough scour to remove this shoal, but as it could be dredged very readily and has conditions of permanent maintenance, it seems more judicious to estimate for dredging the channel simply. The total number of cubic yards to be removed on a channel 400 feet wide and 25 feet at full tide would be about 55,000 cubic yards of soft mud. The shoal is about 3,000 feet long. After leaving the deep hole above Tribell Shoals the river continues of magnificent width and depth for about 4 miles, then commences a long shoaling which culminates in what is known as Goose Hill Flats. This shoal is located off Jamestown Island, and is composed of a stratum of packed sand superimposed upon very soft mud. At the crest of the bar there is some little gravel and clayey mud of considerable tenac- ity, which seems to have been the nucleus that formed the bar. This is of limited length, however. Then the hard sand diminishes off at both extremities, and the re- mainder of the shoal is of soft mud. To the south of the bar is Cobham Bay, where the deep-water channel formerly existed. The present channel seems to have deep- ened gradually since the Coast Survey map of 1852. It has been suggested that the passing of screw steamboats over the present bar has disturbed the bottom, which loosened the material sufficiently for the strong tides to carry it off'. Whatever may be the reason, unquestionably the present channel did deepen and the old channel did fill. The depth over Goose Hill in 187.8 was about 17 feet at high-tide. A chan- nel was dredged through the bar to about 20 feet deep at high-tide in 1879, and 200 feet wide; although this channel is at a considerable angle to the direction of the current, yet the fill in the dredged cut in October, 1881, was not of great extent. A channel simply dredged here to 25 feet at full tide would undoubtedly fill to some extent, in the course of timne, but aided by a dike of some little length would unquestionably maintain itself. If a dike were built it would certainly produce a considerable scour, and what portion of the present volume would be removed by this scour, and what portion would still need to be dredged, is a problem for whose solution there is hardly sufficient data at present. It has been deemed most judicious to estimate fir both; that is, to estimate lor the total number of cubic yards to be removed as dredging, and the dike as additional; but it must be borne in mind that the estimates could be con- siderably reduced by only procuring a channel narrower than the one estimated on, i. e., 400 feet, and onmitting the question of the dike. The river above at Swan Point is about 6,000 feet wide with a maximum depth of 82 feet, the river below at Hog Island is about 8,400 feet wide with a maximum depth of 51 feet. A width narrowed by a dike at this place of 7.200 feet certainly bids fair to maintain a depth of 25 feet. The present width on a line at right angles to the direction of the channel over the bar is 3+ miles. The proposed dike is about 14,000 feet long, and would be built in a maximum depth of 18 feet. The dike proposed is of the mattress kind and could be re-enforced by the material excavated from the shoal. The standard depth already exists after leaving Goose Hill for about 41 miles, until Swan Point Shoal is reached. This shoal and the one at Dancing Point go toigether, as they are separated only by a distance of albout 6,000 feet, and their characteristics are the same. They are op- posite the mouth of the Chickahominy River, and consist of soft mud. At Ihe lower end of Swan Point Shoal there is a small crust of hard sand, but it is of limited ex- tent. Unlike most of the other shoals, the slope from the shoal to deep water is very 56 E '882 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rapid in both directions. The fact of the existence of Swan Point Shoal is also cited to controvert the theory that high velocities will necessarily create scour. An inspec- tion of the accompanying table will make this more readily understood. Section. Locality. Feet. Feet. Yards. Sq. yds. 1.........---............. 8, 000 18. 0 5, 430 16, 433 Above mouth of Chickahominy River. 2 ........................ 8, 000 25. 0 4, 000 15, 244 Below mouth of Chickahominy River. 3..............---.....---.. 5, 000 19.7 4, 130 16, 778 Upper end Swan Point Bar. 4.................. ....... 10, 000 18.0 4, 400 16, 255 Lower end Swan Point Bar. 5 ................................. 80. 0 2, 300 14, 989 Swan Point to Jamestown. The sections, numbered 1, 2, 3, 4, 5, are cross-sections measured at right angles to the river current from Dancing Point to Jamestown Island (a distance of 6 miles), and were taken at irregular intervals. In the column of maximum depths we find a variation from 18 to 80 feet, or a vari- ation of 344 per cent. from the first. In the column of widths we find a variation from 2,300 to 5,430 yards, or a variation of 136 per cent. from the first. In the column of low-tide areas we find a variation from 14,989 to 16,778 square yards, or a variation of only 12 per cent. from the first. It immediately appears that there must be a law here. This appears reasonable. The column of water coming down the river from Dancing Point does not receive any addition to its volume, except that of the tidal basin between, which is inconsidera- ble here as compared to the whole quantity. This colunmn of water is composed of many millions of tons, and the total momentum of these millions of tons is enormous. If the velocity of this motion is changed, a mechanical equivalent in work must be either given out or absorbed. Now, the velocity between Dancing Point and Swan Point seems nearly the same, as well as could be detected by the floats, and as the quantity of water passing a given point is its mean velocity multiplied by its area, and as the quantity that passes section 2 is the same as passes section 5, and as the velocity is nearly the same in the two sections, it follows that the areas must be nearly the same, and this we see is corroborated by the actual fact. This, then, is the expla- nation of the existence of Swan Point Shoal. The great width of section 4 allows the vast quantity of water coming down the river to roll smoothly over its bottom; al- though within a comparatively short distance of section 5, with its 80 feet of water, the bar still exists and has existed since the first reliable records, notwithstanding the great current over it. But let a different condition of things take place. Let the cross-sectional area be considerably diminished, the velocity will alter; the alteration of the velocity will necessitate the giving out of some of the enormous energy stored up in this motion which will manifest itself in scouring out the bottom. It is unquestionable that a dike run from Dancing Point to Jamestown Island would in the course of time create a scour that would give the 25 feet of itself. But this would be slow, necessarily ex- pensive, and would endanger the deposit of this material where it might do harm. On the other hand, suppose the cross-section were artificially enlarged by dredging a channel 400 feet wide. At the maximum cutting the disturbance to the area would not be 200 square yards. The enlargement to the area would be less than 2 per cent. of what it now is, and it is highly probable that such a channel would remain for a long period of time, or at any rate for such a period that the cost of redredging would be less even than the interest on the cost of the dike. Under these circumstances the cost of a dredged channel is all that is estimated for here. After leaving Dancing Point, the river has another one of those long stretches that rank it amongst the large harbors of the world. For 20 miles the standard depth and over is maintained. The depth is mostly 30 feet and over, 5 miles of it are 50 feet and over, and there are two reaches with more than 80 feet. The maximum depth occurs off Sturgeon Point, where 102 feet depth is found at full tide. The next shoal is what is known as Harrison's Bar. For vessels drawing 25 feet there is another shoal about a mile above the old bar. Simple dredging would suffice for both bars. The lower or Harrison's Bar proper had about 16 feet on it, but a channel was dredged through it to 21 feet at full tide in 1879. The recent survey shows no signs of filling in this channel. As at Swan Point, the dredged channel would bear such a small percentage ratio to the total area that the enlargement would not probably affect the APPENDIX G. 883 velocity sufficiently to create any fill. Dikes could be easily built were they proved to be necessary. Harrison's Bar is formed by a nucleus of hard gravel almost cemented together with iron rust. There were four swash channels here about forty years ago, the main channel being to the south of the one now in use. The grounding of vessels and hauling them over the bar, and the motion of the propeller screws, seem to have stirred up the present channel sufficiently to allow part of the material of the bar to be carried off by the tides. As at Goose Hill, the northern channel slowly deepened and the one to the south slowly filled since the date of reliable record. The channel contemplated in the estimate is of 400 feet width. The greater part of this excavation would be soft mud and sand, as the nucleus of the bar is 1hort in length. The careful dumping of this over the swash channels would have a tendency to check the current through them and accelerate it through the dredged channel. This might materially aid the dredging. The distance from the upper Harrison's Bar to the City Point Bar is only about 21 miles. This is a bar of about 1,900 feet long of soft mud and could readily be removed by dredging, and would probably maintain itself. The pro- posed channel here is 400 feet wide also. This is the last bar in the third division. The river has 25 feet and over from here to Bermuda Hundreds. The Appomattox River enters the James at City Point, but there is no bar in the channel at the junction. Opposite Bermuda Hundreds the river is only 2,130 feet wide and 2,740 square yards in cross-sectional area. From here to Drewry's Bluff the currents are alter- nately influenced by tide and freshet, and works of permanent improvement should be designed to withstand the effect of a 3-mile current. With dredging and properly contracting the channel-way, no difficulty would be experienced in procuring and maintaining the required depth over the section. The shoals are near together and present mainly the features of being the cross-over deposit of a mud-bearing river. Bermuda Hundreds is the first of these. The total distance between the 25 feet contours is about 3,500 feet. but the cutting is not deep. There appears to be about 2 more feet over this bar now than given on the Coast Survey chart of 1852. The deep water changes from one side of the river to the other, and to maintain a dredged channel the excessive width should be taken in by a dike. Alter leaving Bermuda Hundreds the river makes a long detour, forming what is known as Turkey Island. In the middle of the bend is Cox's Bar, which, however, has nearly disappeared. The Coast Survey map of 1875 shows more water on this bar than is shown on their map of 1852, and the recent survey (November, 1881) shows a greater depth than is given by the Coast Survey in 1875. At the breaking up of win- ter the ice sometimes gorges at this place, and the great scour that has taken place is probably due to this cause. A cut-off has been p oposed through this bend. It would avoid Cox's Bar and the greater part of Bermuda Hundreds Bar. The cut-off would be 3,500 feet long between deep-water lines, and would save 5.3 miles After leaving Cox's Bar the river maintains a very good depth until Curl's Neck is reached. Here the river makes another long bend, forming Jones' Neck. The Curl's Neck Bar is merely a cross-over. There is another bar in the middle of the bend just above Deep Bottom which is underlaid by a stratum of rock. A chan- nel could be cut to the north of the rock which would avoid the rock entirely. A cut-off has been proposed at this point also. It would be 3,700 feet long between deep-water lines and save 4.2 miles in distance, and would avoid the bar at Deep Bot- tom entirely and a great part of Curl's Neck Bar. Neither this nor the cut-off at Turkey Island would leave out any important shipping point in the bends. After leaving Deep Bottom the water deepens very rapidly until it reaches a hole 69 feet deep, then gradually shoals until Varina is reached. This shoal is a cross-over and should be thoroughly dredged ind re-enforced by dikes. There are five jetties there now, built in 1878, and a channel to 21 feet at high-tide was dredged through it in the spring of 1881. These jetties have produced a scour over the entire section, and the dredged channel presents no signs of filling. After leaving Varina the water deepens again to 30 feet and over, until Dutch Gap is reached. This cut-off is now 180 feet wide, with a center depth of 21 feet. It was commenced during the late civil war and was finished in 1880 to its present dimen- sions. This has had the effect of shoaling the reaches in the bend, of deepening the river considerably in its immediate neighborhood below, and very little effect upon the river above. The upper material of the cut-off is comparatively easy of removal, but just about the level of high water an indurated earth of great tenacity is met with. This earth crumbles on exposure to the air, but seems to retain its tenacity indefinitely under water. Great difficulty was experienced at first in removing this part of the cut-off until the expedient of blasting with nitro-glycerine was resorted to. This so com- pletely loosened the material that it could be dredged without any special difficulty. The hard bottom is of advantage to the cut-off, as it prevents its enlarging itself indefinitely. The cut-off is only 480 feet long, and there was a fall of 2.15 feet during the great freshet. This creates such a velocity through the gap that it becomes dan- gerous for very large vessels. To remedy this, elaborate calculations have been made of a theoretical enlargement such that the quantity of water discharged by the bend, 884 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and the quantity discharged by the gap, should bear such a relation to the quantity coming down the river that the velocity through the gap could never go beyond a given limit. The result of these calculations shows that an enlargement of 120 feet is necessary, which is also equally necessary to make the radius of curvature larger at this point. The other cut-offs are not subject to such conditions of excessive velocity. After passing Dutch Gap the river possesses an average depth of 30 feet for 2 miles, as far as Kingsland Reach. Htere rock is encountered for the first time. The present position of the river here is abnormal. In ancient geological times the river evidently possessed a different course, and even now the freshets and ice gorges are slowly effecting a change. Besides the removal of about 275,000 cubic yards of sand, there are about 16,000 cubic yards of rock, which should be used for revetting the dikes, which are necessary to narrow and preserve the proper cross-section area, and to correct the rather excessive curvatures. A short levee should also be built to prevent the freshets from cutting across the bend. Be- yond Kingsland is a short shoal of 25 feet at full tide, but so narrow as to be imprac- ticable. The removal of about 15,000 cubic yards of loose sand would make a fine channel here. No dikes are at present needed at this point. About a mile above are the obstructions at Drewry's Bluff, placed across the river for military purposes during the civil war. These could readily be blown to pieces by nitro-glycerine, and as there is about 30 feet of water on both sides of the obstructions, no trouble would be experi- enced in scattering the debris. This ends the second division. Commencing at Bermuda Hundreds, the river makes a considerable detour in its course to Drewry's Bluff, but from Drewry's Bluff to Richmond the course is quite straight. Over this second division a channel of 300 feet in width has been estimated upon, as far as Kingsland. This narrower channel seems more judicious in a river so much narrower. It is certainly more economical, and is a width entirely practicable for the largest steamers. It has the elements of self-maintenance in a greater degree, inasmuch as the enlargement of the area at a given point bears a less ratio to the total area than the 400-foot channel. So also from Drewry's Bluff to Richmond (or the first division). Here a channel of 200 feet has been estimated upon as being suffi- cient. The total length of the first two divisions is only 30 miles, the length of the third is 97 miles. Vessels could afford to go over the 30 miles at a slow rate of speed, but after they pass the region of City Point they could go almost as fast from there to the sea as they could go upon the sea itself. As before stated, there is an underlying stratum of rock from Drewry's Bluff to Rich- mond, which comes sufficiently closeto the datum-line to require removal. The quan- tities to be removed have been computed very carefully, and have been found amply sufficient to revet all the (likes over this section. The dikes thus far, even with their present protection, have withstood the effects of the freshets and ice gorges. With the extra protection of this additional rock they would withstand anything almost, except a convulsion of nature, and as their foundations are so solid, this part of the river would be the most permanent of all. List of shoals with less than 25 feet at full tide. Divisions. Locality. ' -- P+ 4. Feet. Feet. Feet. Yards. Third division .... Rock Landing Shoal-..-..-...---- 20 400 6, 405 391, 717 9, 400 Tribell Shoal ................. 244 400 2, 850 51, 815 4, 750 Goose Hill Flats..-...........- .... 20 400 13, 110 1, 054, 204 5, 900 Swan Point--..................... 181 400 11, 610 738, 870 4. 2(0 Dancing Point-.....-- ..- -........ 19- 400 11, 525 766, 915 4, 000 Harrison's Ba-.................. 21 400 14, 740 934, 203 3, 500 City Point Bar 21 400 1, 9(5 87, 311 1, 500 Second division. ... Bermuda Hundreds.. .......... _- 21 300 3, 478 49, 558 710 Cox's Bar 22 300 150 15, 759 700 Curl's Neck .- -...... --....... 21 300 3, 502 280, 200 440 Deep Bottom .---.--- .. 30 300 4, 405 245, 800 430 Varina-. 21 300 3, 801 208, 748 300 )utch Gap ..----------------------................. 21 300 480 242, 739 60 Kingsland -.. ----...--.... 18 200 7, 901 290, 222 350 Chatlin Bluff.......-............. 25 200 1, 000 15, 000 240 Drewry's Bluff obstructions..... 21 200 600 200 First division..... Drewry's Bluffto Richmon I Bar. 17l 200 18, 234 941, 222 200 Richmond Bar to city limits ..... 16 200 12, 732 970, 966 150 APPENDIX G. 885 To review the question of the improvement of James River to 25 feet it has been shown that the river possesses peculiar characteristics. These characteristics have been analyzed, and the deductions drawn from fact rather than theory. Careful ab- stinence has been maintained of long and complicated mathematical formula concern- ing velocities, slope, volume of discharge, and those intricate problems necessary in many instances of hydraulic engineering; for advantage has been taken of the facil- ities offered, and direct measurements and observations made of all these things as far as was possible. To the theory of one man that the opening of a cut-off like Dutch Gap rnns the water out of the river, we oppose the fact that the high-water at the falls, if anything, averages a little higher than before the cut-off was made, a fact ascertained by over 2,000 observations of a self-registering tide gauge, and confirmed by the depth of water over the miter sill of the ship-locks. To the theory of another that the building of the jetties and wing-dams would so back up the water that the lower part of the city would be submerged in a freshet, we oppose the measurements of the slopes in freshets before and after the jetties were built, from which it is im- mediately seen that such cannot be the case. To the statement that the sand-bars shift at every tide we oppose the facts that bars in such an unfavorable locality as Swan Point and White Shoal have existed since the memory of the oldest pilots, and are on record on tihe oldest maps with al- most the identical depth and position that they now have. To the statement that these bars are so permanent that they cannot be removed by artificial means we oppose the figures of the recent survey, which show that where the bottomn has been disturbed by the screws of the propellers, the bars have slowly deepened. To the criticism of another that the dredged channels will fill as fast as they are dredged out we cite the case of Harrison's Bar, that is precisely as it was left two years ago, and of Richmond Bar, that now preserves its dredged depth at a place that was once the shoalest part of James River. Richmond Bar, after the freshet of 1870, was dredged to 18 feet at high-tide, but was left with its abnormal width of 402 yards. This dredged channel filled up in the course of a few freshets. The channel was again dredged, and the river narrowed a little. This channel did not, fill up quite so much. The channel was again dredged and the river again narrowed until it now preserves the depth of 18 feet, but the river is only 150 yards wide. In 1874, with a width of 402 yards, Rich- mond Bar had a cross-sectional area of 644 square yards. In 1877, with a width of 196 yards, it still preserved a cross-sectional area of 640 square yards, and that, too, after the greatest freshet had gone over it of which there is any scientific record. Thus it is shown that the James River has no formidable bar at its mouth; that in that part of the river subject to currents of high velocities bars have been deepened and their depths preserved; that in those regions entirely governed by tidal action these high velocities are impossible normally, and when produced abnormally by artificial means will create a scour over the cross-section until its area is sufficient to restore the normal velocity, which scour will procure and maintain the necessary depth. A study of these phenomena demonstrates conclusively that the depths over the bars of James River can be regulated by art. The question here passes from the domain of the engineer to that of the political economist and financier. It only remains to sub- mit the estimate of the cost, so that the financier may have data upon which to decide on the practicability of the scheme, and to furnish a statement of the increased traffic and saving in freights, so that the political economist may pronounce upon its advisa- bility. ESTIMATES. III DIVISION. Rock Landing Shoal: 391,717 cubic yards soft mud, at 15 cents.......................... $58,757 55 Tribell Shoal: 51,815 cubic yards soft mud, at 16 cents................. .......... 8,290 40 Goose Hill: 1,054,204 cubic yards sand and mud, at 18 cents .. ..... 189,756 72 14,000 linear feet mattress, at $3 .-..------..----.....................------------- ......---- 42, 000 00 Swan Point: 738,870 cubic yards soft mud, at 15 cents............. ......... ...... 110,830 50 Dancing Point: 766,915 cubic yards soft mud, at 15 cents........... ........... ...... 115,037 25 Harrison's Bar: 934,203 cubic yards sand and mud, at 18 cents .................... 168,156 54 City Point Bar : 87,311 cubic yards sand and mud, at 18 cents..... ................. 15,715 98 Total---...-----...... --............--..........--- ...................... 708,544 94 886 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. II DIVISION. Bermuda Hundreds: 49,558 cubic yards soft mud, at 16 cents ...---.....---.-------....----......-......------- 7,929 28 4,000 linear feet dike, at $4 .... ...... ..................... .. ..... 16, 000 00 Cox's Bar: 15,759 cubic yards sand and mud, at 17 cents.... ..................... 2,679 03 Curle's Neck: 280,200 cubic yards soft mud, at 15 cents ............................. 42, 030 00 3,500 linear feet dike, at $4 . .. __.............. .... ........... .... 14,000 00 Deep Bottom: 245,800 cubic yards sand, at 18 cents ..... ..................... .... 44,244 00 Varina : 208,748 cubic yards sand, at 18 cents ........................ 37,574 64 4,000 linear feet dike, at $4 ........................ ............. 16,000 00 Dutch Gap: 126,088 cubic yards top excavation, at 18 cents -----....................... 22, 695 84 116,651 cubic yards bottom excavation, at 30 cents-................ 34,995 30 Kingsland: 274,222 cubic yards sand, at 18 cents ................................ 49,359 96 16,000 cubic yards bowlders, at $3.................. ................ 48,000 00 27,000 cubic yards embankment levee, at 20 cents.... .......-....... 5,400 00 4,500 linear feet dike, at $4 ............... -.................. ... 18,000 00 Chaftin's Bluff: 15,000 cubic yards sand, at 20 cents ... ... ........................ 3,000 00 Drewry's Bluff obstructions: 100 days' work, diver and machines, at $50 ........................ 5,000 00 1,200 pounds nitro-glycerine, at 60 cents.......... ........... ...... 720 00 ......---------..........-----......--------------....--.....-----------....----....----..... Total------ 367, 628 05 I. DIVISION. Drewry's Bluff to Richmond Bar: 921,222 cubic yards sand, at 20 cents............ ...... -..........$184,240 40 20,000 cubic yards bowlders, at $3 ---..... ..--.. .. 60, 000 00 10,000 feet linear (like, at $4 ......-................................ _ 40, 000 00 Lower end Richmond Bar: 23,178 cubic yards coarse sand, at 20 cents ... 4,635 60 15,680 cubic yards rotten rock, at $3.50 --....--...- __ _..... 54, 880 00 Upper end Richmond Bar: 81,814 cubic yards coarse sand and gravel, at 25 cents ................ 20, 453 50 60,090 cubic yards cobbles and bowlders, at $2.50................. 152, 225 00 Goode's Rocks: 63,551 cubic yards sand and gravel, at 50 cents-.................... 31,775 50 84,602 cubic yards solid rock, average $6........ ................. _....__ 507, 612 00 Quarry Wharf: 37,654 cubic yards coarse sand, at 40 cents ............. ............ 15, 061 60 32,516 cubic yards rock, at $6.50.......... .. . _.... _ _._.... 211,354 00 Lower end Drewry's Island: 26,507 cubic yards loose sand, at 30 cents--...------.... ......... 7, 952 10 25,498 cubic yards bowlders, at $3.50 average ... 89, 243 00 Stearns' Dike: 60,220 cubic yards decomposed earth, at 40 cents .....--.......--.........-- 24,088 00 37,560 cubic yards rock, average $5 .. ......... .......... .. .... 187, 800 00 Almonud Creek: 26,757 cubic yards decomposed rock and cobbles, at 60 cents ......... 16, 054 20 15,525 cubic yards loose rock and bowlders, at $2.50 ............ .. 38, 812 50 Chesapeake and Ohio Railroad wharves: 51,889 cubic yards decomposed rock and cobbles, at 60 cents..... 31, 133 40 34,531 cubic yards rock and bowlders, average at $3 .. ... ...... 103, 593 00 Brick-yard Cut: 45,366 cubic yards decomposed earth, at 50 cents .................. . 22, 683 00 37,096 cubic yards bowlders and rocks, average at $3.50 .. .......... 129,836 00 Brewery Cut: 48,444 cubic yards gravel, at 30 cents..--............................------------------------ 14, 533 20 100,210 cubic yards loose rock, average at $4....- .......... .......... 400, 840 00 APPENDIX G. 887 Rockett's Reef: 9,844 cubic yards sand, at 20 cents.---...-......-.-... $1, 968 80 52,444 cubic yards solid rock, at $7.50 ..... . . .. . 393, 330 00 Diking, First Division: 5,000 linear feet dikes, at $4.------------.....---..------........-----------........--.....-----.... 20, 000 00 Total......------......-------......--..----...-----....--......-----......---------....---....---......----....---- 2, 762, 108 80 SUMMARY. From the sea to City Point ......---. -- - ------.......... 798, 544 94 From City Point to Drewry's Bluff.-_-...---_ .. .. 367, 628 05 From Drewry's Bluff to Richmond ......-- - .... ............ ...... ... .... 2, 762, 108 80 Total from sea to Richmond ......----...... ............ ...... 3, 838, 281 79 I have the honor to be your obedient servant, C. P. E. BURGWYN. Capt. THOMAS TURTLE, Corps of Engineers, U. S. A. I have added no contingencies, as the width of channel was not specified in the Congressional report. LETTER OF MR. H. I). WIIITCOMB, ENGINEER FOR THE CITY OF RICHMOND, VA. ENGINEER'S OFFICE, JAMES RIVER IMPROVEMENT, Richmond, Va., February 14, 1882. DEAR SIR: I have read with much interest and satisfaction your report to Captain Turtle on the further improvement of the river, and take the liberty of making a few suggestions in connection with it, which you can transmit to Captain Turtle if you think best. I fear that the cost of bringing 25 feet depth of channel at full tide to the city with the widths estimated wiil be found too expensive. Nor is it necessary in the interest of navigation that all the channel should have the same depth. The rise and fall of the tide vari s from 2 to 3 feet in various parts of the river, and a vessel loaded for the full tide would be forced to wait for full tide at every shoal if that plan was car- ried out. Evidently in so long a river as the James, it is the low-tide depth which controls the draught of vessels. But in the last 7 miles below Richmond, a distance which may be passed over by tows within the time of " stand " at high-tide, it would suffice to have the depth at -high-tide the same as that below at low-tide. This is quite important as regards cost, since it is within a short distance of Richmond where. work is encountered, which costs probably thirty-fold per cubic yard what the material does lower down. Practically, then, the vessel may load for high-tide at Richmond to the draught she could carry at low-tide from 7 miles below. Twenty-five feet at full tide means 22 feet and 23 feet at low-tide below Drewry's Bluff and Harrison's Bar respectively, and therefore it is not wise to make the chan- nel above Drewry's Bluff over 23 feet at high-tide, or say 20 feet at low-tide. This, I suppose, will reduce your cutting in that 7 miles 11 feet, which from its position would be in the hardest and most costly excavation. And with regard to the width of the channels, while the width adopted is certainly better than one of half the size, yet the city would be very glad to get the half width. And are we sure that the channels be- low City Point will not gradually widen if we assist nature by first opening a deep though narrow channel through a shoal? I think we are encouraged to hope so from the results at Harrison's Bar and below. I feel sure, however, that this would be the case above City Point if the width of the river should be properly regulated by dikes or wing-darns; the success at Varina shows that. This will be found to be the case above Drewry's Bluff also, until the hard material is encountered. Since the width of 200 feiet would not allow vessels of 23 feet draught to turn in the river, it is plain that a commerce of that kind will require a suitable dock, where such ships may not only be maneuvered, but where their cargoes may be landed above the range of floods. My opinion is that such a dock may be built on the south side of the river with an outlet lock at Quarry Wharf lI miles below present ship lock. With this view it would be interesting to know what the deepening of the channel to the Quarry Wharf would cost, as well as the additional cost of bringing it to the city limits. I would therefore like to have an alternate scheme presented which shouild give the 888 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. river a channel 200 feet wide and 23 feet deep at mean low tide from the sea to Drewry's Bluff, and of 23 feet at high-tide, or say 20 feet at low-tide, from that point, first, to the Quarry Wharf, and second, to the city. The Dutch Gap Cut-off should be 300 feet wide, however, for the reason stated in your report. I would also like to see an alternate estimate for a channel of 100 feet in width in rock near Richmond. You are fully prepared with the materials to ascertain the cost of an improvement such as I suggest. I cannot take the time to make the calculations and may be in error in my conclusions as to the cost; if so, I trust that you may be allowed further time to present an estimate on the basis I have suggested. My belief is that the estimate will be substantially as follows, viz: For the section below City Point, 200 feet wide, $334,000; for the section City Point to Drewry's Bluff, 200 feet except at Dutch Gap, one foot deeper than present estimate, and with increase in length of wing-dams, $368,000; for Drewry's Bluff to Quarry Wharf, $760,000; for Quarry Wharf to Richmond, $882,000; total, $2,344,000. If the channel in rock is reduced to 100 feet in width I should expect a further re- duction below Quarry Wharf of $212,000, and above Quarry Wharf of $422,000. The whole estimate would thus be as follows : For a channel 200 feet wide and 23 feet deep at low-tide except near the city, where it would be 23j feet at high-tide, and where an alternate estimate for a channel 100 feet wide is submitted. From sea to Quarry Wharf, 200 feet wide, $1,462,000; from sea to city limits, 200 feet wide, $2,344,000; from sea to Quarry Wharf, 100 feet wide in rock, $1,250,000; from sea to city limits, 100 feet wide in rock, $1,710,000. I repeat that I am unable to verify the above estimate, which you can do, or can state what the cost on the changed plan would be. I hope, for the sake of the city, that you may be permitted to do so. I feel sure that Congress will not feel warranted at present in prosecuting the more enlarged scheme. I congratulate you on the success of the survey which you have conducted with so much intelligence and industry., I feel sure the facts ascertained will be found of great interest to the students of hydrology everywhere. Very truly, yours, II. D. Wiu'rI'r(conMB, Elgine r Jor Richmond City. Mr. C. P. E. BURGWYN, C. E., United States Assistant Engineer, cfc. REPORT OF MR. HOWARD STANSBURY, UNITED STATES CIVIL ENGI- NEER. WASHINGTON, January 25, 1837. SIR: I have the honor herewith to submit the results of the exami- nations and surveys made in obedience to your orders of September 27, 1836, directing a survey to be made with a view to the improvement of the harbor of Richmond. Upon conferring with the corporate authorities of that city, a desire was expressed that an examination should be made of the entire course of James River, from Richmond to its mouth, as a measure preparatory to the presentation to Congress of the subject of opening an uninter- rupted communication between Richmond and the ocean, and they cheerfully pledged themselves to defray any additional expense that might be inicurred beyond the appropriation which had been made by the general government for the survey of the harbor alone. Conceiving that a compliance with this request would be in accordance with the spirit of my instructions, I proceeded without delay to make the exami- nations required. I was aided in the discharge of this duty by an old and experienced pilot, whose integrity and judgment had been certified to me by the intelligent and highly respected master of the port of Richmond. The James River is navigable for ships of 600 tons, and drawing 17 feet water, as far as City Point, about 50 miles below Richmond. Ves- sels drawing 15 feet can ascend to Warwick within only 5 miles of the APPENDIX G. 889 city, beyond which, owing to the obstructions in the channel, none hav- ing a draught of more than 10 feet can proceed. The city of Richmond is situated at the head of tide, just below the falls of James River, which precludes any further navigation of its waters except by bateaux. These can ascend it for 200 miles. The James River and Kanawha improvements, through which a rich and extensive back country pours its wealth into that city, terminate here by a canal around the falls. The inland, coasting, and foreign trade are already extensive and in- creasing rapidly in importance and value. It has, however, to contend with many disadvantages, arising chiefly from the obstructions which, at present, impede the free navigation of the river. The removal of these would operate to relieve the commercial interest from a heavy tax, which has for a long time tended to depress its energies, and re- tard the progress of the city from that degree of prosperity, which, from its position and the wants of the surrounding country, it is entitled to command. The nature and extent of these obstructions, together with the means to be applied for their removal, it is the object of the present report to point out. I shall present them in detail, commencing at the mouth of the river. The first obstruction which presents itself after ente-inug the river is the "White Shoals." These are three elevations at the lower end of an extensive shoal, which divide the current of the river above for many miles into two parts, distinguished as the North and South channels. The raised portions of the shoal are dry at half-tides, but entirely cov- ered at high-water, and as they lie immediately at the point where the North and South channels unite, and are entirely concealed by the flood- tide, their position is liable to be mistaken by strange vessels entering the river. A buoy will be necessary to point out their position. About 5 miles above the White Shoals a reef projects from Day's Point, on the south, which only requires to be denoted in the same man- ner to be easily avoided. From Day's Point the direction of the channel is nearly east and west for about 4 miles, when it turns abruptly to the north. This spot is de- nominated the Point of Shoals. A reef or ledge extends out to it from Mulberry Point (on the north side of the river), leaving but a narrow opening for the North Channel. This dangerous reef is entirely covered at high-water, but is bare in many places at low and'half tides. It is considered by the oldest pilots to be too hazardous to attempt to pass it in the night. Owing to its precipitous form, rising abruptly from the bottom of the river, the lead gives no warning of approach to it, the soundings, even to a very few yards of its edge, indicating a depth of 30 feet. Vessels sometimes suffer serious detention in consequence. The point of reefs lies so directly in the course that strange vessels are in danger of being wrecked upon it even in the daytime. A small light will be necessary directly upon the point of the reef to indicate its posi- tion. The foundation for such a structure is very solid, firm, and coinm- pact, the reef consisting of a conglomerate of sand and oyster-shells, so that no apprehension need be entertained as to its stability. The light should be revolving, that vessels coming down the river may be enabled to distinguish it from those in Hampton Roads, which are in sight, and are quite numerous. On the North Channel, which, being the shortest, is used almost exclu- sively by the coasting trade, four buoys will be required to mark the two narrow passages that occur at A, B, C, and D. 890 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Eight miles above the Point of Shoals two reefs, termed Lyon's Creek Shoals and Deep-water Shoals, approach from opposite sides of the river to within 300 yards of each other. A buoy off the point of each will be necessary. A buoy will also be necessary off the point of Hog Island Shoals, and another off Swan's Point, opposite Jamestown. Between these two latter and just below Jamestown occur what are termed the Goose Hill Flats. The deeper or ship channel here pursues a circuitous course along the left bank, whilst that for coasters contin- ues straight up the river to Jamestown Point, leaving between them an extensive middle ground, to which the above name is given. A buoy at each end of this shoal will be necessary. These are all the obstructions of consequence until we come to Har- rison's Bar. It consists of a shoal across the north channel of the river at Berkley,j ust opposite Harrison's Point, about 4 miles below City Point. The river, which is here about 2 miles wide, is divided for 31 miles into two channels by an extensive middle ground. The South Channel, as I was informed on the spot, used formerly to be navigated exclusively. It is crooked and narrow, but affords, with the exception of a single shoal immediately at the upper entrance, and that but for a short dis- tance, sufficient water for the largest class of merchant vessels From Jordan's Point to Old Field's Point a small middle ground divides this South Channel into two parts, of which the inside passage is the deeper, but is narrow and crooked, and has at its lower end a short bar separating it from the main channel just off Old Field's Point. The outside passage is wider, but not so deep, having only 12 feet water at the lowest tides. I am inclined to the opinion that the abandonment of the South Channel has been owing not so much to its sinuosity as to the difficulty of enter- ing it from above, and ignorance of the existence, or at least the precise position, of the small middle ground which divides its upper )partinto two passages. In consequence of this, vessels have grounded upon it so frequently as to create the opinion that there was not a sufficiency of water to allow a safe passage over it. In addition to this might be the difficulty of passing at all times over the small bar above mentioned, which divides the inside passage from the main channel opposite Old Field's Point. The whole South Channel, as has been already observed, is extremely narrow, so much so as not to afford room for a vessel to beat up against a head wind. Whatever may have been the causes that have led to the abandonment of the South Channel, the northern one is now exclusively used by ship- ping. It is much wider, is at all times perfectly accessible, and affords ample room to work a ship. The only objection to it consists in the bar which lies across it opposite Harrison's Point. This obstruction, called Harrison's Bar, lies just below where a deep narrow channel from Skim- mage's Creek, forcing its way through an extensive mud-flat, enters the main channel of the river, and extends nearly across the latter, leaving a very narrow passage only on each side of it; the one affording 12 feet on the south, the other on the north side of it 14 feet at the lowest water known. Neither of these passages exceed 150 feet in width, whence it is found impossible for vessels to keep so exactly in the middle of either of them as to avoid grounding. The nature of the bottom of this channel differs from that of the South Channel, which is muddy, this consisting of close sand and gravel. Its surface is incumbered throughout with small lumps or elevations above its general level. From the shape and position of these risings of the bottom it would seem that the river here flows over earths of dif- ferent degrees of density. The greater portion being softer and less APPENDIX G. 891 capable of resisting the abrasion of the current, has been washed away leaving here and there nodules which are of a texture more firm and solid. To this cause, indeed, and not to deposits from the stream, is wholly to be attributed the existence of the bar in question. This idea is further confirmed by the position of the bar in reference to the neigh- boring parts of the river. Above the point where the channel of Skim- mage's Creek enters the river channel, lies a shoal or mud flat by which the descending current of the river is turned off in such a manner as to prevent the exertion of its full force at the spot where Harrison's Bar is situated, at such a depth as would be necessary for its removal. Should this supposition be correct the same causes must continue to operate, and unless a resort be had to artificial means, the bar will for- ever remain an obstacle in the way of the navigation. An examination of this part of the river was made in 1826 by C. Crozet, esq., who in his report upon the subject expressed the opinion that the current would have the effect of deepening the water over this obstruction; but experience has not confirmed the prediction, no per- ceptible change having taken place since that time, unless it be, indeed, that the depth of soundings on the bar has rather decreased. The ac- companying map exhibits the extent and position of the bar. The' soundings are reduced to the lowest water, ascertained by a register kept at City Point during the time occupied in making the survey. The tide, as I am informed, was unusually low, so that the soundings would indicate rather less water than is generally to be found. The average ebb and flow was found to be feet. The greatest rise above the base assumed was feet, and the average rise above the same was nearly 5 feet. This would give as the least depth over the bar -- feet, and in the two passages on each side of it - - feet at average high water. In order to remove the obstruction entirely it is proposed to dredge a channel 200 yards wide through the bar to a depth of 17 feet at high water, and also to cut off the point of the shoal making out from Harri- son's Point. This will straighten the channel and will, I am confident, prove a valuable and permanent improvement; for, as I have already observed, the bar is not, in my opinion, a mere depo'sit of sediment made by the river, but a portion of its original bed, which the current, owing to its protected situation and the nature of the earth of which it is formed, has been unable to corrodeand carry away, but which once removed 'would not be likely to form again. The soundings indicated that even now nothing of an alluvial nature is suffered to lodge perma- nently upon the bar; how much more certainly will this be the case when a passage is opened to the full unobstructed force of the current? The quantity of earth necessary to be excavated will amount to 67,000 cubic yards. Four buoys will be necessary, two at each end, to mark the exact position of the passage. No obstruction exists above Harrison's Bar until we come to what is called the " Mill Rocks" or Cox's Bar, about 20 miles below Richmond. This consists of a shoal in the channel extending for about two-thirds of a mile, and will require an average excavation of 2 feet for that dis- tance, amounting to 39,000 cubic yards. This will open a free passage for vessels requiring 17 feet up to. Warwick Bar (map No. 3) 5 miles below lichmond, above which vessels drawing more than 14 feet water cannot ascend. It is not usual, indeed, for them to come up so far, as superior conveniences for receiving and discharging their cargoes are afforded at City Point and Bermuda Hundred, and little or no advan- tage would be gained by coming up to Warwick, unless they could pro- 892 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ceed all the way to Richmond. It is sometimes done, however; a part of the cargo is received there, and then the larger ships drop down below Harrison's Bar and take in the rest of their lading. In either case lighters have to be employed to transport the cargoes to or from the vessel. The trade of Richmond is in consequence burdened with heavy charges for lighterage and transshipment, in addition to the risk of transportation, and the delays and inconveniences to the shipper of being obliged to transact business, which so much requires his immediate superintend- ence, at a distance of 40 or 50 miles from his warehouse. The unavoid- able consequence is the increased price of freight and insurance and a proportional diminution in mercantile profits, which cannot but operate very unfavorably upon the interests of that city, especially when brought into competition with those of other places which have none of these difficulties to contend with. The importance, therefore, of so improving the navigation above Warwick that vessels that can come up to that point may be enabled to pass up to Richmond and receive or discharge their lading directly at its wharves, must at once be obvious. A careful survey was made of this part of the river, a chart of which is herewith submitted. The soundings as laid down upon the map were reduced to the lowest tide occurring during the year. During the progress of the survey the water did not fall to the level assumed as the base in the tide-register, and is seldom so low, but- will generally show a depth over the sound- ings marked. The rise and fall of the tide is somewhat irregular. The average, according to the register and the information of observers, is about 5 feet. The usual high-tides are about 6 feet above the base assumed. From Warwick to Richmond 13 feet at high-tide is the least water occurring in every part of the river, except over the Richmond Bar, about 2 miles above the former, where but 10 feet is found at a corre- sponding stage of the tide. For the greater part of the distance between Warwick and Richmond bars, and for nearly half the distance between that bar and Richmond, 15 feet is afforded at or during high-tides; but owing to the obstacle presented by the Richmond Bar, no vessels draw- ing more than 10 feet can pass above that point. The obstruction con- sists of a bar or shoal, which, originating on the east side of the river some distance above, here crosses and stretches down the western shore for nearly a mile. Where it crosses the channel it is quite short, not exceeding 200 yards, and, as it consists of sand and alluvion only, may be easily removed. A survey of this part of the river was made in 1818 by Laomi Bald- win, esq., but I was unable to procure a copy of his chart, so as to enable me to judge whether any change had taken place since it was made in the depth and position of the bar, and if any, to what extent. No doubt can be entertained as to the causes which have operated to form this obstruction. The freshets which periodically occur bring down with them immense quantities of sand, leaves, fragments of timber, and alluvial matter. They are here for the first time encountered by the tide. The velocity of the current is in consequence suddenly checked, and its power of bearing up the various earthy substances suspended in the water so much diminished that they subside and fall to the bot- tom. These causes have been so long in operation that a very consid- erable deposit has been made which the force of the current in ordinary stages of the river has not been able to remove. The sinuosities of the river at this point have contributed to give to the shoal its present form and position. APPENDIX G. 893 Colonel Baldwin proposed three plans to remedy the evil. The first was to construct a dam with a lock at some advantageous point below all the obstructions of a height sufficient to raise the water to a depth at all times sufficient for navigation. The second was to construct jet- ties at those places where deeper water is wanted, and to leave the water thus contracted to wear out the channel. Wharves or piers were to be connected with, and at right angles to the piers, so as to be parallel with each other and with the current, in order to give steadiness and direction to the force thus intended to be applied. The objection urged against these plans at the time they were pro. posed was the very great expense which the adoption of either of them would involve. It is, in my opinion, well founded, and the first plan especially is liable to others, which are no less weighty. The same causes which have operated to form the obstruction as it now exists would not be removed, nor in the least degree diminished, but would continue to act with increased force and rapidity from the very means taken to remedy the evil. For, by the erection of the proposed dam, the daily action of the ebb-tide (here viery strong) upon the lighter par- ticles lodged upon the bar, the effect of which has been to postpone the elevation of the bar above low-water mark, would be entirely prevented. A pool of still water would be formed, which would present a more sud- den and effectual check to the current from above than the tide itself, in consequence of which a much more rapid accumulation of the parti- cles brought down would be occasioned than can now possibly take place, so that the pool chus formed, although it might for a time effect the de- sired object, would soon be filled up, until it reached that point where the transporting power of the current would again become superior to the resistance opposed to it, which would be about the present depth. The navigation would then be no better than it is now, while the ex- pense of any plan for the further amelioration would be increased ten- fold. The foundation of a series of jetties would, without doubt, materially increase the depth of water, but to render the improvement perfect, such a number of them would be required, many of which would have to be erected in deep water upon uncertain foundations, and being transverse to the direction of the current would be exposed to the full force of heavy freshets; the construction would of necessity be so very costly that the policy of resorting to such a mode of improvement before other and simpler means shall have been attempted may well be doubted. But one other plan remains to be considered, which is to deepen the channel by dredging, so as to allow vessels that can come up as high as Warwick to proceed up to Richmond. It is believed that such a mode of improvement, if it does not entirely remedy the evil, will at all events do much toward effecting that desired end. The depth of water required for vessels of the first-class is 17 feet. It is estimated that at least one-half of the foreign trade of Richmond is now carried on in brigs or ships of less than 400 tons burthen, drawing not more than 14 or 15 feet, all of which can come up as high as War- wick fully laden. Of the remaining half which is transported in ships of 600 tons, drawing 16 or 17 feet loaded, a large proportion, say three- fourths, could now be put on board such ships at Warwick, and the ves- sels still be able to pass over all the obstructions below that place. Now, by deepening the channel between Warwick and Richmond so as to allow vessels which are not able to come to the former, to pass all the way 'up to the latter, the whole trade in vessels of 14 feet draught, and three-fourths of the trade in vessels of 17 feet draught, would at once 89[ REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. be relieved from the inconveniences and burdens to which they are at present subjected. Some remarks upon the amount of this tax are sub- mitted in a succeeding part of this report. To effect this very desirable object I propose the employment of two dredging machines, to be occu- pied in the following manner : First, to dredge out a channel entirely through the Richmond Bar 9 feet deep at low-water, by which means a passage will at once be opened for vessels of 13 feet draught up to the wharves at Rocketts. The dredging machine can then be employed in giving an uniform depth of 9 feet at low-water or 15 feet at high-water to such parts of the river as require it. This may be effected with greater ease and ex- pedition thanl has been generally imagined. By a critical examination of the chart it will be perceived that, exclu- sive of the Richmond Bar, and about 500 yards between that and the Warwick Bar, 9 feet is to be found all the way.up to a point opposite the lower end of the island, 1 one mile below the lower wharf at Rock- etts.. Above that point, 7, and for at least half the distance 8, feet are ob- tained ; so that to reduce the bottom to a uniform depth of 9 feet at low- water requires only an excavation below the Richmond Bar of 2 feet for 500 yards, and above it (to carry the improvement quite to the mouth of the James River Canal) an average excavation of 1 foot for 11 miles. To open a passage through the Richmond Bar, 100 yards in width and 15 feet in depth at high-tides, will require the removal of 82,727 cubic yards, and to red'uce the bottom to the same depth up to the mouth of the canal, 121,400 yards. Some rock is found in the bed of the river in the immediate vicinity of Rocketts. It appears to be of the same character as that over which the river falls above, which is a soft granite. In some parts, especially near the steamboat wharf, the rock lies in detached masses, not adhering to but simply lying on the bottom of the river, and( may be removed with- out difficulty. In one spot, it forms a part of the river bed, and will have to be reduced and broken up by means of heavy bars of iron applied vertically, for which purpose the power of the dredging machine can be applied with great effect. In reducing the bottom to a uniform level it will be proper to com- mence the work of dredging at Richmond. The earth which is removed may be deposited on a creek or bayou separating the large island just below the city from the mainland. This would have the effect of forc- ing the water which now flows through that passage into the main chan- nel, thereby increasing its depth, and the velocity of the current, and preventing at the same time any tendency to a too rapid drainage of the river should such an effect be found to result from the removal of Rich- mond Bar. A row of sheet-piling should be driven across the bayou to pre- vent the earth there deposited from being washed away by the first two or three freshets, as might otherwise happen. Being thus retained in its place, it would very soon be covered with vegetation which would protect it from any future action of the current. The only objection to the mode of improvement proposed is the fear that it may prove a temporary benefit only; that the channel thus opened will soon fill up, or if it do not, that another bar will be formed below the present one, by which the navigation would be equally obstructed; for, as to the entire practicability of removing the obstructions within a reasonable time, and at a moderate expense, no doubt can, I think, be entertained. I am inclined to the opinion, however, that it will be much more permanent and beneficial than might at first be supposed.. The bar which is the principal obstruction has been forming for a long series APPENDIX G. 895 of years; yet from all the information I could gather it does not appear to be increasing. By opening a channel through it and closing the bayou between the island and the shore above, the current instead of being spread as at present over a wide flat, will naturally flow through the passage opened for it, and that with an increased power and veloc- ity, tending continually to deepen and enlarge the opening. It is true that the particles which would otherwise be precipitated here may be carried farther down and form another bar below. But this objection is equally applicable, and indeed with greater force, to the improve- ment by jetties, as in the one case provision is made for the disposal of the earth removed, and in the other no such provision is made, and it is believed that by the timely and constant use of the dredging machine all serious danger from this cause may be entirely superseded. After completing this part of the improvement the obstructions at Harrison's Bar should next be removed, which will open an uninter- rupted navigation for vessels requiring 17 feet to Cox's Bar. By the removal of this latter shoal, as proposed in a former part of this report, vessels of the largest size would (as I was informed by those competent to judge from long experience) be enabled to come up to Warwick without difficulty. It now remains to consider the practicability and propriety of giving such a depth to the river above Warwick as will allow a draught of 17 feet all the way to Richmond. By reference to the chart it will be per- ceived that, with the exception of a small portion of the space where the depth is sufficient already, the whole distance between these points will require dredging a depth of 2 feet. The amount of earth to be thus excavated and removed will be 440,000 yards. The following estimate will show the probable expense of making all the improvements upon the plan proposed: ESTIMATE SHOWING THE FIRST COST OF A STEAM DREDGING MACHINE, SCOWS, &C., COMPLETE, AND THE CURRENT EXPENSES OF THE SAME FOR ONE YEAR, ESTIMATED AT 250 DAYS. A dredging machine, worked by steam power, capable of excavating and raising 150 tons of gravel or sand per hour from a depth of 12 feet, having paddle-wheels attached and so constructed that the power may be shifted from the digging to the moving machinery whence it will possess within itself the power of independent motion; working in a frame 130 feet in length by 90 in breadth, and calculated to work in sand, gravel, clay, hardpan, soft and shelly rock- With chains and anchors complete, will cost.........................-- ....... 15, 500 Six receiving scows, at $450 each........-- ....... ..... ---............... .... 2,700 Cost of one machine, complete-. -.-... -.....----... -- .....-..-. ....- . 18, 200 Such a machine will require, to work it- 1 superintendent, at $75 per month...... ........ ..- .... ....... .. .... .... $900 1 steam engineer, per annum ..----------------------------------------....---- 600 1 fireman and 1 deck hand, 250 days, at $1__..-----.......---................--..--.. 500 12 hands (two to each scow), 250 days, at $1---...-.....----....----..--------........-----.... 3,000 300 cords of wood, at $3-----......- -..........................----............-- ---..- - - - ..- 900 Oil, tallow, repairs of machinery, &c........ ----...... .... ..-----............... 600 Total annual expenses of one machine.. -.......... .... -....---..-...... 6,500 Total cost of one machine and expenses for one year--....-- --. -.----- ---. 24,700 Or for two machines--- -...---- ------ - -- -..------------ ---- --- ------- 49, 400 Assuming that one machine will raise 60 cubic yards per hour in or- dinary excavation, or for a day's work of ten hours an average of 500 cubic yards per day, and deducting for time lost by high-water and in repairing machinery one-fifth of that quantity, the two will raise in one year of 250 working days 200,000 cubic yards. 896 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The time necessary for the removal of the Richmond Bar and for reducing the chan- nel from Warwick to Richmond to an uniform depth of 15 feet at high-water is esti- mated at one year; for the removal of Cox's and Harrison's bars, one year; for giving a depth of 17 feet to the channel from Warwick to Richmond, three years: whole time occupied in the improvement, five years. The expense incurred in removing the obstructions in the mannuer proposed will then be as follows: Two dredging machines and scows ......................................... $36, 400 Expenses of two dredging machines and scows for five years, at $13,000 ...... 65, 000 Total expense on account of dredging machines.........................--. 101,400 To this must be added for purchase of iron and adjustment of machinery for breaking up the fast rock below Rocketts...................-----------------...--.......--. 250 Sheet piling across bayou................ ...---------------------..............--......--......--.... 500 For the removal of three old wrecks between Warwick and Richmond ....... 300 Removing other small obstructions not enumerated ................ .... .... 150 For buoys at Richmond Bar..................--...... .....----........--...... --- 400 For buoys at Harrison's Bar .-----.....--....--.... --...---------........ ------......----........-------..... 400 Total expense of removing all the obstructions between Richmond and Harrison's Bar .---------------------------------............. 103, 400 -- ---- -------...................................... Below Harrison's Bar the following is the estimate: For buoy off the White Shoals -- _- -- ...... -------........... ----.......... ......-- -- $150 Light-house on Point of Shoals....---. ................... ......... .... .. 10, 000 .....-----.. Buoy off Day's Point .---------....-- --.... ------...... .. ------......--....-----...... .--...------.... 150 Four buoys in the North Channel .___............... ........... --............ 600 Two buoys off Deep Water Shoals..---...----....-- ----............-----...---... .... --....--.. -- 300 One buoy off hlog Island Shoals- .-.. _.... -- ---..... ............--...------.. 150 One buoy off Swan's Point..-------......---.................--------------..------......-...........------------.. 150 Two buoys on Goose Hill Flats...-- ---- ----....---...... --..-- -...... -- .... ----. ---....----....--.... -....--- --- 300 11, 800 Making the aggregate cost of all the improvements projected amount to-...... 115, 200 Of this there will be required for the first year: For the purchase of two dredging machines and the current expenses for the same ......-----.....-----...-------........--...-..----....---.......-------------------.............-----....------........ $49, 400 Incidental expenses between Warwick and Richmond and buoys at Harrison's Bar.....----------.........- ---.....---....--------............................--------------------..------------............. 2,000 Improvements below Harrison's Bar....------........... ----------......----- ..---------....-----......11,800 63,200 And for four years thereafter, or until the object is effected, an annual expen- diture of ........................--..----------.................................... 13, 000 After completing the improvements upon the plan which has been proposed, it is recommended that the dredging machines be kept con- stantly employed in preventing the formation of any new obstructions which may occur in consequence of the removal of those which already exist, and in deepening the entire bed of the river between Manchester and Rocketts. This latter operation, if pressed with vigor, will speedily form a capacious basin of a sufficient depth to accommodate the vast increase both in the number and size of the vessels, which cannot fail to result from the successful issue of the improvements recommended. A plan has been recently proposed to the James River and Kanawha Company, by Charles Ellet, esq., their chief engineer, for the connection of the canal terminating at Richmond with the deep water below War- wick by means of a ship canal floating vessels of the first class, and which he estimates may be constructed at an expense of $550,000. The plan is a bold one, and its conception evinces the mental energy and en- larged views of its projector. Should it be carried into execution the necessity of deepening the channel above Warwick to 17 feet will of APPENDIX G. 897 course be obviated, but the expediency of the other improvements will remain in full force. I do not know how I can better close this communication, and at the same time present in a more forcible light the advantages and impor- tance of any mode of improvement that will connect the commerce of Richmond with the deep-water navigation, than by submitting the fol- lowing abstract from the able report of Mr. Ellet, premising that the statements therein contained agree in all the material facts with the in- formation I was enabled to obtain on the subject. He says: If we now determine the cost of lighterage on the imports and exports of the city, including only that portion of the trade which is shipped directly abroad or comes di- rectly from foreign ports, and neglecting all that is sent coastwise, we shall have for the cost of transportation to City Point on the EXPORTS. 26,866 hogsheads tobacco (1835), at 92 cents....................... $24, 716 72 75,000 barrels flour (average), at 8 cents .. - ...--... ........ 6, 000 00 30, 716 72 And on the IMPORTS. 50,000 sacks salt (supposed average), at 8 cents..----..--..-----....... ...-- $4,000 00 1,400 tons iron (1835), at 50 cents ..----------..--------------------------- 700 00 3,900 bales dry goods, at 75 cents ........ ....--.................. ... 2,925 00 7, 625 00 The cotton, the West India, and the coasting trade are not embraced in this esti- mate, because the former, whatever may be its future importance, would amount at present to but a small sum, and the latter, the West India and the coasting trade, are now carried on in a class of vessels that, with the existing facilities, can take in the greater part, if not the whole, of their cargo, at the present landing, and my estimate is intended only to show what are the charges to which the actual foreign commerce is subject, without basing conjectures of the probable revenue of the work on possible contingencies, however likely to occur. I leave it to the shipper to speculate on the probable extent of the change which will take place in the character and capacity of the coasting vessels that will be used, when the obstacles to the employment of a larger class of vessels are removed, as well as the value and the influence of this change on the income to be anticipated from the work we are considering. According to this estimate we have- For actual expenses incurred by the shipper (exclusive of the coal) in the form of lighterage alone, a little over................. ....... ........ $38, 000 By deepening the channel to 15 feet between Warwick and Richmond, one- half the trade (which is carried on in vessels of that draught) would at once be relieved of this burden, amounting to-...........-.. ..........-...... 19, 000 Three-fourths of the other half now carried in vessels requiring 17 feet ...... 14,250 Amount of saving......----......----..---....----------...........--..----------......--...... ----.....-----. 33,250 By deepening the channel as proposed to 17 feet, the whole would of course be saved. Much more might be added upon this subject, but it is believed that the above statement is sufficient to prove the propriety and importance of adopting some mode for relieving the commerce of Richmond from the heavy taxation under which it now labors. I take great pleasure in acknowledging the prompt and liberal aid afforded to me in the prosecution of these examinations by the corporate authorities of the city, as well as the personal efforts of many gentlemen in forwarding to the extent of their power the object I had in view. 57 E 898 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. I was aided in the survey and preparation of the necessary drawings by my brother, M. H. Stansbury, whose attainments in the line of his profession are not unknown to the department. I have the honor to be, sir, very respectfully, your obedient servant, HOWARD STANSBURY, United States Civil Engineer. Lieut. Col. JoHN J. ABERT, Topographical Engineer, U. S. A. G 21. IMPROVEMENT OF THE APPOMATTOX RIVER, VIRGINIA. This work has been during the year ending June 30, 1882, under the special supervision of Capt. Thomas Turtle, Corps of Engineers, whose report is given immediately below. UNITED STATES ENGINEER OFFICE, Baltimore, Md., June 30, 1882. COLONEL: I submit the following report upon the improvement of the Appomattox River, Virginia, for the year ending June 30, 1882. Mr. Morton Riddle has been the local superintendent during the year, and has supervised the execution of the works of improvement and maintenance of depth, and Mr. Charles Humphreys, assisted by Mr. Thomas R. Dunn, made the surveys and the maps thereof. To all of these gentlemen acknowledgments are due for zeal and effi- ciency. WIDENING PUDDLEDOCK CUT. Work under the contract with Mr. Simond West for the widening of Puddledock Cut was commenced in July, 1881, and completed in February, 1882. To perform this work required the removal of 21,488 cubic yards of material. The cut had originally been excavated to a depth of about 10 feet at mean low-water, with a width at bottom of 60 feet, and at the level of mean high-water of 100 feet. The recent widening was to this extent; that the material on the left bank was removed down to the level of 1 foot above mean low-water, and so as to give a width at the level of mean high-water of 135 feet. PILE-DRIVER AND TOW-BOAT. Experience has shown that the freshets to which the river is subject cause, at each recurrence, damages to the works for the maintenance of the depth, and deposits in the channel of the quantities of sand brought down at such times. The damages, even if but slight, leave the works in a condition to be more easily dam- aged by the next freshet, besides decreasing the utility of the works as a factor in the maintenance of depth. The deposits necessarily decrease at once the available draught of water to the immediate injury of the commerce of the port. Not only that, but the occurrence of detentions from these shoalings at times injures the reputation of the port with mariners throughout the year, making them desire to avoid it. It is then evident that the means should be at hand to make repairs and remove injurious de- posits at once. With this view a pile-driverwas built during the year, and a tow-boat has been built, and is nearly ready for use. A dredge should also be available. The maintenance of a depth of 12 feet at high-water, the condition now sought, could then be assumed at a small annual cost. DREDGING DURING THE YEAR. The appropriation of March 3, 1881, was by its terms partly applicable to the im- provement of the "harbor at Petersburg." To determine what was necessary and advisable to do in this respect a survey was made, and a contract entered into with Mr. G. H. Ferris by which a channel was excavated up the river in front of the wharves to a depth of about 12j feet at high-water, and of a width of 40 feet, together with a tlrning basin at the upper end of the same depth and about 155 feet by 110 feet inl APPENDIX G. 899 area. There were removed from the channel within the harbor 2,735 cubic yards, and from the turning basin 2,500 cubic yards. The United States had dredged under the same contract 292 cubic yards from the upper end of the South Channel, 392 cubic yards from the channel opposite the lower end of the closure dike near the head of Puddledock Cut, 675 cubic yards from the channel between jetties 18 and 19, and 1,010 cubic yards from the channel along the Lieutenant Run wall. The dredging was done during the months of March and April, 1882. The city had a quantity dredged from the front of the city wharves, and also removed two shoal places which had formed down stream from two loaded vessels, whose presence during a freshet in May caused local scour with the inevitable deposit below. This circumstance emphasizes the necessity noted elsewhere in this report of having the means at hand to remedy evils of this kind. Fortunately, in this case, the dredge brought there by the con- tractor for the United States had not yet departed, and the difficulty could be re- moved at once, which otherwise would have remained indefinitely. SURVEYS. The surveys, in addition to the determination of the work proper to be done in the harbor, were extended to obtain data for estimating the cost of reopening Stein's Upper Cut and of the turning of the river through the low grounds back to Roslyn. Each of these two projects was the subject of special report, the former under date of January 11, 1882, and the latter of April 20, 1882, to which reference is invited. In the former report it was stated that the two projects were independent. This view is modified to bring up for consideration, if at any time the matter be further discussed, the question whether the adoption of the second project, that for turning the river, will not render less necessary or wholly unnecessary the execution of the first. DAMAGE AND REPAIRS TO WORKS OF MAINTENANCE. The repairs which had been made to the closure dike in the spring of 1881 were further added to in July by the placing of three mats and about 560 cubic yards of sand and gravel. The dike was also protected by pile fenders from the shocks of strik- ing vessels, indications of which were apparent on the sheet piling. A freshet in De- cember made a breach in the dike about 100 feet in length. Repairs were commenced in January, but a freshet in February discontinued them, besides washing away 232 feet in addition. The balance then available of the appropriation was too small to undertake the greater work thus made necessary, and the dike remains in this condi- tion. The breach was through that portion unprotected by mats. In July, 1881, a freshet in the Lieutenant Run washed out about 35 linear feet of the wall built to keep this stream from discharging its load of sand into the harbor approach. This breach was repaired in October and November, upon the completion of the pile-driver, and no further injury has occured to this work. The freshet of December which had made the breach in the closure dike also washed out 20 linear feet from jetty No. 22, a portion of the old work known as the "deflector" where jetty No. 22 joins it, and about 25 linear feet of the wattling of jetty No. 21. The freshet of February washed away 33 linear feet from the end of jetty No. 19, 30 feet from the end of jetty No. 20, 50 feet from the wattling of jetty No. 21, and 22 feet additional from jetty No. 22. None of these damages have been repaired on account of the lack of funds. Thirty-five linear feet of "City jetty" No. 3, which had been displaced by a freshet, were removed by the pile-driver in November. The old log and sheet pile dike opposite jetties C and D had become very much de- cayed, and debris washed from it and lodging in the channel was a source of trouble. The remains of this dike, cvering a space of over 600 feet in leng, were removed. A later work outside had rendered this old one of no use. An old dike opposite jetty 19 had given trouble in the same way; the old piling for a distance of 50 feet was re- moved. CONDITION OF RIVER AT END OF FISCAL YEAR. Soundings are made from time to time in the river approaches, and the more recent ones show the following conditions of depth in the different portions: Petersburg Channel.-Cross-sectionsoundings were taken of this channel in June, 1882, commencing at the upper end of the turning basin upon lines at intervals of 150 feet and at distances 10 feet apart upon the lines; the depths being at the usually assumed high-water, which is 3.32 feet above the plane of the map of 1881; the high- water determined by the survey of 1881 is 3.474 feet above that plane. The following resulted from these soundings: A depth of 12 feet or more was found on each section, with the following exceptions: 900 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Section at distances of 300 feet, 450 feet, and 600 feet below "City jetty" No. 4. Only 10.8 feet through. Section at 150 feet below jetty D, 11.3 feet greatest depth. At section between jetties 16 and 17, greatest depth 11.3 feet. At section between jetties 18 and 19, greatest depth 11.4 feet. At jetty 22 sufficient depth at end of jetty, but only about 11.5 feet in channel. At section between jetties 22 and 23 sufficient depth at end of jetty, but only about 11.5 feet in channel. At section between jetty 24 and abutment, greatest depth 11 feet. At abutment, greatest depth 10.8 feet, about 10.5 feet available. Out of eighty-two sections, ten sections show a less depth than 12 feet at high-water. The least depth is about 10 feet. Puddledock Channel.-A line of soundings was taken down through t his channel on December 28, 1881, 222 in number. Of these only nine were less than 12 feet depth; of the remainder 157 soundings were of 13 feet depth or more, and thirty-eight sound- ings were over 14 feet depth or more. The least depth was 11.7 feet. South Chaannel.-Cross-sectionsoundings were made of this channel in May, 1882, at intervals of 150 feet, the soundings being at distances of 10 feet on the lines. A depth of 12 feet or more was found on all the lines with the following exceptions, the first section being at Station O, and numbered down stream: Feet. At section 2 greatest depth --.. ......---...---------------........----..---. ...--..--.....--...---.... ....--- 11. 9 3 greatest depth . ..................... -. ....... ....- ..... . ...... 11.7 23 greatest depth --.........-----....---------.............--.....--.....-- 11.9 24 greatest depth -- -- ----....---.... ......----....---....--....------- 11. 8 -----....-------..--...-..... 25 greatest depth .............-..--------.......... -- 11.7 ----------------..--.... ..----....----------..... 34 greatest depth ..--.... ---..-.....- ---------....--- --... 11. 9 ------......---..--..----....----- 36 ..-----....------------....-----....----....--....----. greatest depth---- 11. 8 37 greatest depth ..-........-- ..--......----..-----.. ....----......------..----....--------- 11.7 38 ..-------....---....---....--....-----....------....--- greatest depth------ 11. 6 39 ..-------------------...............---.......- greatest depth --...----....- 11.7 40 ----....---....-....---......-------..---... ----.... greatest depth .....------------.... 4 1----. 41 ..--------..------................--- --.... greatest depth ..----...----..------....----....--- 11.7 --------....------...... 42 greatest depth ......---........-----....-----....----... ......---......11.7 43 greatest depth - ----..-..-------..----.... ....................... 11.7 ----......--------.....--- ....--...------........--------....-----..---..... 55 greatest depth .-............--- 11. 9 Of the seventy-one sections, fifteen sections have less than 12 feet depth, the least depth being 11.4 feet. The shoalest section in the entire river isat the abutment at the head of Puddle- dock Cut, where about 101 feet only is available. In general terms the river is now in better condition than ever before. This, too, notwithstanding that the works are incomplete and the freshets of the last winter and spring were of more than usual duration. Very respectfully, your obedient servant, THOMAS TURTLE, Captain of Engineers. Lieut. Col. WM. P. CRAIGHILL, Corps of Engineers, U. S. A. Careful surveys having been made of the river, the cost is known of the diversion scheme originated by the late Mr. Bird. Under present circumstances itdoes not seem expedient to enter upon it, nor would it at any time unless all the money necessary for its prompt accomplish- ment were at once available. Other objections to it, as well as its ad- vantages, need not be discussed at this time. Alternative estimates for the improvement from Petersburg down amount to $132,100, and $65,99i,.94 depending upon the opening of Stein's Upper Cut being one of the elements of the project. This cut should be opened, but it does not seem expedient to attempt it with the money now available, particularly as it is not known whether Congress intendled by its latest action to approve the less or greater estimate. The larger is presented in the attached money statement, for the con- sideraion (fCongress at its next session, now not far distant. APPENDIX G. 901 Money statement. July 1, 1881, amount available.---...--.--...--..--......--------...........-----..------------.......... $20, 301 60 July 1, 1882, amount expended during fiscal year, exclusive of outstanding ----- 19, 449 19 liabilities July 1, 1881 --.....-------.....---.....-----.......-----....--..............--------... July 1, 1882, amount available.----------............------..........---------...........-----.--....---... 852 41 Amount appropriated by act passed August 2, 1882---...-----.. 35, 000 00 -....--........--.... Amount available for fiscal year ending June 30, 1883....................35, 852 41 Amount (estimated) required for completion of existing project .... ..... 97, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1884. 97, 000 00 Abstract of proposals for dredging in harbor at Petersburg, Va., opened at 12.5 p. mn., Feb- ruary 1, 1882. No. Name. Residence. Price. Remarks. 1. G. H. Ferris.......... Baltimore-............ $0 32 Including excavation, removal, and re- deposit. Contract to G. H. Ferris, at 32 cents per cubic yard. COMMERCIAL STATISTICS. PETERSBURG, VA., April 27, 1882 DEAR SIR : In response to your request to furnish your committee some information as to the business of Petersburg, done by way of the river, I send you herewith a letter from our port warden of this date, from which you will see that there has been a con- siderable increase in the tonnage of our port within the last few months. The com- parative statements given by Mr. Stainback are very encouraging. The business of our city in fertilizers is likely to develop very greatly under the im- provement of the navigation of our river. Dealers in fertilzers are now shipping by the river direct to Petersburg who until recently unloaded their cargoes at City Point and brought them by rail to Petersburg. If our harbor can be kept in proper condition Petersburg is likely to become an im- portant distributing point for fertilizers and other heavy merchandise, being better adapted by her geographical position for this purpose than any other point in the South. The establishment of a line of steamers between our city and the Lower James is doing much to increase the trade of Petersburg. It is believed that if our council will grant exemption from wharf charges for a year or so to some one or more of the steamboat or steamship companies which now bring to Norfolk or City Point the goods sent to Petersburg dealers, the establishment of a line of steamers between our city and one or more of the northern cities is a thing in the early future. I am, very respectfully, S. A. PLUMMER, Secretary Petersburg Chamber of Commerce. The CHAIRMAN of the Committee on the Navigation of the Appomattox. LETTER OF PORT WARDEN OF PETERSBURG, VIRGINIA. PETERSBURG, April 27. 1882. DEAR SIR: In accordance with your request to present you with a comparative statement showing the tonnage of the Iort of Petersburg from 1877 to 1881, inclusive and for the first fior months of the years 1881 and 1882, I have made up and now re- turn you the following tabular statement: 902 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tonnage of Petersburgfrom 1877 to 1881, inclusive. VESSELS. Class. 1877. 1878. 1879. 1880. 1881. Schooners ............................... 176 188 206 208 175 Sloops---------------------------------...................... 118 126 82 75 53 Steamers ---....-- -----.....-----...--... 10 14 14 40 74 Steam tugs......-.....................----- . 288 269 238 348 295 Barges ----........... ..................--... 51 69 44 80 48 ---- Total number of vessels ........... 643 666 584 751 645 TONNAGE. Schooners............................... 11, 996. 60 13, 472. 60 14, 334. 91 19, 085. 27 26, 826. 95 Sloops ...... ---......................... 1,242. 20 1, 216.49 777. 22 681. 48 463.16 Steamers .......................... ...... 975. 95 1, 648, 92 734. 29 2, 165. 07 3, 274. 03 Steam tugs ................... .......... 4, 053. 87 3, 350, 06 3, 673. 64 5, 690. 46 4, 474. 51 Barges .......... .................---- .... 2, 762. 71 2, 614. 28 1, 815. 78 3, 010. 24 929. 11 Total tonnage of vessels........... 21, 031. 03 22, 302 33 21, 335.84 30, 632. 53 35, 967.76 Tonnage of the port during first four months of 1881 and 1882. Number. Tonnage. Class. 1881. 1882. 1881. 1882. Schooners.......................... ................. ........... ...... 60 94 4, 958. 49 9, 570. 88 Sloops ---....---.... .. --........--.. .......................... ............. 5 31 39.43 329.40 Steamers . ....... ----..........................-...................... 20 66 912. 65 2,518.91 Steam tugs .......................... ........... ..... .. 98 115 1, 561. 92 1, 944. 90 Barges............................................................ 36 ..... 1,32. 00........ Total....................................................... 219 306 8,804.49 14,364 09 From the above it will be seen that the tonnage of schooners has increased nearly 100 per cent. during the last four months as compared with the corresponding period of 1881, whilst the general commerce of the port shows an increased percentage of nearly 75 per cent. during the same period. The tonnage of schooners alone from January 1, 1882, to this date, April 27, 1882, is largely in excess of that for all classes of vessels during the corresponding period of last year. Respectfully, &c., E. H. STAINBACK, Port Warden. Mr. R. T. ARRINGTON, President Chamber of Commerce of Petersburg. COMMERCE ON THE PORT OF PETERSBURG, VIRGINIA, FOR THE FISCAL YEAR END- ING JUNE 30, 1882. Commerce inward. Coal............. .......---........................................ tons.. 15,330 Agricultural salt..............- -.................................. do..... 430 Ice --........ ---........-........-............... ................... do.... 2, 446 Guano........................--------- --------............ ....... ......... do.... 10,000 Plaster....................--......----- ---.... ...... ..................... do.... 160 Pigiron ............ . ...... ................................ do.... 37 Miscellaneous freight ............................... .............. do.... 1,234 Hay .........................--------------------------------------..................... bales.. 2,752 Shncks ........ ...... .....-.-. ... .. ........................ do.... 796 Salt................. ....--.-...- ..--- .....-................... sacks.. 2,038 APPENDIX G. 903 Lime------------------------------------------------..........................................................bushels. 23,400 Oysters--------------------------............... .............................---.......... ----- do.... 9, 164 Corn .----.....-- -----..---------------....-------- ---.............---.... ........... ...--------..-------........ do... 129, 432 Oats--------------........---------....-------....----...................--------------.........-----..................do.... 3,291 Wheat .----------------..................---..----------------------------------................................... do.... 30, 881 Oyster-shells- ---.....----. -------------------------........ do-.... ------....---........................38, 015 Potatoes..........--------......-------........--------------......------....---..........----........---....do.... 3,378 Peanuts .....--------......--------------------------.....------....-------...---.......... do---.... 49, 860 Sumac ........----------........-----------------..--------- ....----....-- bags.. ---------............................ 493 Sycamore lumber........................----... . . .... . feet...- 1,625,577 Pine lumber ......----........------.. --------------..------.. ----......---------....---....---- do----.... 55, 000 Commerce outward. Pine lumber...--. ----.--...------..........--------..... ..---..-------.....---..--...---.... feet... 4,403, 706 Oak......-------......--------..........................................-------------------------------- do.... 524,724 Gum --........----.........---------.....-----.----------.....--...--..........--.........-----------....---. do.... 203,000 Poplar -------......-...-------------............- . ......-----....---.......... ---......---------...--- ---- do... 55, 000 Railroad ties .... ....---.... .... ....--... ..............--........ --- ...... ties.. 6, 548 Poplar wood --........------..----...--....----------...........--.....--....---- ....----...... cords.. 118 Pine......----....-----................-----------..---.....----........----....-----...---....--------.... .--..... do.... 5,478 Miscellaneous freight -----------------------.........................----....-----..............---------------- tons. - 480 SURVEY FOR IMPROVEMENT OF APPOMATTOX RIVER, VIRGINIA. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., January 24, 1882. SIR : By reference to the last annual report from this office, page 143, it will be seen that a difficulty presented itself in regard to the proper application of the appropriation contained in the river and harbor act of March 3, 1881, for "'improvingAppomattox River, Virginia, $20,000; to be expended on the improvement of the river and harbor at Peters- burg, Virginia," and it was stated, in view of the phraseology of the item containing the appropriation, that surveys were needed to decide as to the practicability and propriety of a scheme which had been pro- posed of partial divergence of the river into another channel, &c., and that when they were completed a revised estimate and special report would be submitted. The surveys have been finished, and the special report based upon their results has been submitted to this office by Lieut. Col. William P. Craighill, Corps of Engineers, the officer in charge, a copy of which I have the honor to inclose with request that it be sent to the Speaker of the House of Representatives for the information of the Committee on Commerce. I concur in the views of the report and in the recommen- dation of Colonel Craighill that an appropriation of $45,000 be asked for the improvement of the Appomattox River. No estimate was sub- mitted in my annual report. Very respectfully, your obedient servant, H. G. WRIGHT, Chief of Engineers, Brig. and Bvt. Maj. Gen. Hon. ROBERT T. LINCOLN, Secretary of War. 904 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. REPORT OF CAPT. THOMAS TURTLE, CORPS OF ENGINEERS, TO LIEUT. COL. WILLIAM P. CRAIGHILL, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Baltimore, Md., January 11, 1882. COLONEL: I submit the following preliminary report upon the result of the recent surveys on the Appomattox River, with estimates for a partial project for its radical improvement. These surveys were undertaken chiefly for the reason that Congress had, by the act of March 3, 1881, appropiated the sum of $20,000, which, in the words of your annual report for the last fiscal year " was, by its terms, partly applicable to the harbor at Petersburg," and it thus be- came necessary to determine a plan which would meet all needs, and to the ultimate completion of which operations in the river near Peters- burg should be directed. Two schemes have been proposed to meet the prospective require- ments of the harbor and the immediate approaches thereto. 1st. To reopen, deepen, and enlarge " Stein's Upper Cut." This would render the approach less tortuous, would permit the straightening of the channel and wharf lines within the harbor, and would in a great measure avoid the difficulties met with in keeping in a good navigable condition a channel with sharp bends, like the present one immediately below the city. 2d. To turn the river through the low ground back of Roslyn. This was proposed to obviate the difficulty experienced of frequently-recurring deposits in the harbor and channel of sand brought down by freshets. These projects are independent of each other, and as the maps are not sufficiently advanced to present an estimate of cost of the second project, this preliminary report has reference to the first project, and to other needs of the river. Citizens of Petersburg are very anxious that something, should be done for the "harbor" proper, which consists of that portion of the river along the city front. It has been strongly urged upon the government engineers to widen and deepen this " harbor," especial stress being placed on the necessity of dredging immediately along the wharves where vessels lie to receive and discharge cargoes, for, to use the argu- ment urged, the facilities within the harbor should equal those of ap- proach, otherwise the full benefit of the expenditure below is not obtained, and in proportion that expenditure is lost. The surveys supply all data for estimates of cost within the harbor. It is not deemed proper, or in fact, judicious, for dredging under this appropriation to be done immediately at these wharves. The city now derivesia revenue, I understand, of about $1,200 a year from rents of privileges of loading and unloading at its wharves. Other portions of the front are occupied by wharves of private parties, the privileges of which, I imagine, the general commerce would not be permitted to enjoy without paying the owners' price therefor. It has been urged upon us to not only dredge along the wharves, but to dredge to a depth of 12 feet at low-water, so that vessels may lie alongside at all stages of the tide with the draught which may be car- ried out at high-water. Should it ever be decided that the United States do this, immunity from claim for damage should be given them, for, in my opinion, there would be most imminent danger that the wharf struct- ures would fall outward into the stream. The map of the recent survey of the hairbor shows that practically there is equal available depth in the channel along the city front to that APPENDIX G. 905 intended by the present scheme for the improvement of the river below. The channel is, however, very narrow. Specifications have already been presented for dredging within the harbor of about 8,000 cubic yards to widen this channel to 40 feet, and to provide a turning basin at the upper end of the harbor. It may be expected that natural causes will operate to redeposit in this dredged area. In your recent annual report you advise that- There should be a dredge-boat always available in the harbor of Petersburg. The city of Petersburg owns one, and it would be to her interest to keep it in repair. The United States should possess a pile-driver and a small tow-boat. The pile-driver has since been built, and the hull of the tow-boat has been constructed and is awaiting its machinery. This pile-driver and tow-boat, with the dredging of 8,000 cubic yards mentioned above, are all that are contemplated of special application to the harbor of the pres- ent appropriation. To this should be added the cost of the surveys rendered necessary. I have to report no indications of the reconstruc- tion of the dredge owned by the city. The reopening of Stein's Cut invlves, as a part of the plan, a special disposition of the Lieutenant Run, the waters of which now discharge into the head of the old cut. It is proposed to keep the run along the hillside, and, by an embankment, keep its waters out of the cut till Poor Run is reached. 'I'hen both runs are, by a special cut, carried through the spur at the mouth of the latter, and thus to the marsh below. In the future it might be necessary, from time to time, to remove the de- posits of these streams from the bed of their common channel, and thus prevent silt therefrom from injuring the navigation approach. Owing to the limited space, the Lieutenant Run is, in the portion below the city wharves, proposed to be restrained by a structure of sheet-piling and crib-work, about 560 feet in length. The course proposed for the re- opened cut is indicated on the map in this office. The estimate of cost of the cut is as follows: Excavation in cut, sand and mud, 99,742 cubic yards, at 20 cents per cubic yard-- ---------------------------------------- -----..-.. $19,948 40 Rock excavation, 2,400 cubic yards, at $3 per cubic yard -.....-......-- .. 7, 200 00 Excavation for turning runs, 15,336 cubic yards at 20 cents ...... .... .... 3, 067 20 Embankment (to be compacted), 16,451 cubic yards, at 10 cents---........----. 1,645 10 Removing old wrecks...-----------------..-------------.....--..---..--.....---... 500 00 Cribs to restrain Lieutenant Run, 272,160 feet B. M., at $40, to include framing and placing -------- ------ 10,886 40 Superstructure, 560 running feet, at $3 .. _..-- ... .... ...... .... _.... .... 1, 680 00 Stone filling, 3,667 cubic yards, at $3..................................--------------------------------.. 11,001 00 15,120 pounds drift-bolts, at 8 cents ----..---......................--.....----..---. 1, 209 60 Tearing out old sheet-piling .....-----....----...--...-------......---..........-----------.----....-----...... 400 00 ----.....-----....-------............ Contingencies ....---------..----..... ----........ ......--------....------...... 7, 462 30 Cost of opening cut .... ---------------------------------------- .............. ............... 65, 000 00 This does not include the cost of closing the present channel round Magazine Bend. The section here proposed for the cut is 9 feet depth at low-water, 80 feet width on the bottom, with side slopes of 1 on 2. This would give an area of section of 882 square feet at low-tide and 1,212 square feet at high-tide. At the lower end of Lieutenant Run the areas of the section of the river are 1,090 and 1,580 at low and at high tide, respectively. The inference is that the present old channel round the bend should not be entirely closed. If this channel should be entirely closed with a dike of the section here shown, there would be required 2,560 cubic yards of material. This entirely of stone would cost, at $2.50 per yard, $6,400. Of brush and stone the cost would be less per cubic yard, but considering the various 906 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. contingencies of scour, &c., it perhaps would not be well to reduce this sum in the estimates. The total cost, then, of opening this cut would be $71,400. High Tide. 10' wide. 376 Sq. f. area,and /a Say120 fbetlong . If this project were decided upon, the natural order would require the diversion of the Poor and Lieutenant runs to be first undertaken, the estimates for which aggregate $18,888.30. The alternate to the opening of this cut is the further improvement of the channel round the bend. How much this alternate would cost de- pends on the extent to which the radius of curvature were increased. Assuming the radius of the improved channel to be 1,200 feet on its con- cave side, the estimate of cost is as follows : Rock excavation, 253 cubic yards, at $10. ...... . ..----...-- ... -.....- $2, 530 00 Dredging sand and mud, 17,529 cubic yards, at 25 cents.-----.................--------. 4,382 25 Timber spurs, 625 feet, at $3............................................. 1,875 00 Wattled spurs, 285 feet, at $1..--..------------..........----......---------.......................------------. 285 00 Dike extended 800 feet, at $3 ._- ..... ......... ...... ... .......... .... 2,400 00 Contingencies, 20 per cent................................-.. ........... 2,294 64 13, 766 89 A further rectification would, of course, cost more than this. Aside from the question of this cut, there is the consideration of the amount of money required to continue in the next fiscal year the present project of permanently maintaining a navigable depth of 12 feet at high- water. No account will be taken of any probable dredging by contract, as it is premised that the completion of the pile-driver and the tow-boat, on the part of the United States, will inaugurate the reconstruction of the dredge on the part of the city. Pending some definite determina- tion in reference to the reopening of Stein's Cut, only that portion of the river below the lower end of this will be considered. The widening of Puddledock Cut as at present projected is nearly complete, and until experience shows the effect of this widening nothing is proposed for that portion of the channel. The works above the head of Puddledock Cut would seem in the main to be performing the service required. Other than the repairs from time to time necessary, nothing is now proposed for the river above Puddledock Cut. The latest surveys and experience show that a dredged channel, in what is known as the " South Channel," will slowly deteriorate. To maintain this channel supplementary works are necessary. There are old closure dikes now in existence at a number of places along this por- tion. It is proposed to begin the construction of contracting spurs the shore ends of which, where necessary, are to be secured by close dikes along the broad, marshy banks. The old dikes are to be utilized wher- ever they are in place. Such a project will require the following works: 7,800 running feet of new shore dikes. 4,850 running feet of ol( dikes repaired. 4,800 running feet of spurs. For the new shore dikes, I propose a structure like the tinmber wing- APPENDIX G. 907 dams used on the James. For the spur-dikes here projected, I recom- mend a trial of heavily wattled dikes of the character of the wattle work so successfully used on the Appomattox, the piles and wattling to be larger. In advance of experience on the Appomattox in the building of these new works, I estimate their cost as follows: 7,800 running feet of new dike, at $3 ........ .............. ............ $23, 400 4,850 running feet of old dike repaired, at $1 ---- ......................... 4, 850 4,800 running feet of spurs, at $1 .......................................... 4, 800 Contingencies and superintendence, &c ............... .................. 6, 950 40,000 There will be required in addition, for office expenses, travel, superintendent, boatman, running expenses of pile-driver and tow-boat, engineer's services, and ordinary repairs for the year ............. . ........ .......... .... 10, 000 Very respectfully, THOMAS TURTLE, Captain, Engineers. Lieut. Col. Wx. P. CRAIGHILL, Corps of Engineers, U. S. A. [First indorsement.] UNITED STATES ENGINEER OFFICE, Baltimore, January 12, 1882. Respectfully forwarded for the information of the Chief of Engineers. This report was prepared under my general direction, and is approved. In my last annual report no request was made for an appropriation for the Appomattox River for the fiscal year ending June 30, 1883, for reasons stated therein. In view of the information herein submitted, it is recommended that a special communication be now made to Congress, and that an appropriation be asked of $45,000 for the Appomattox River at this session. WM. P. CRAIGHILL, Lieutenant-Colonel of Engineers. SUPPLEMENTARY REPORTS. 1. UNITED STATES ENGINEER OFFICE, Baltimore, April 26, 1882. COLONEL: I submit the following report upon the improvement of the Appomattox River additional to my report of January 11, 1882, upon the survey of 1881. These surveys were made by Mr. Charles Humphreys, and, as the maps show, were made in much detail and in- volved much labor. As noted in the former reports, the surveys were intended, among other matters, to furnish data for making estimates of cost for the pro- ject of opening Stein's Cut, and for the project of turning the river through the low ground back of Roslyn. The former project has been estimated for and reported on in my report of January 11, 1882, referred to. The latter project is the subject of this report. The object to be served by this project is to cause the stream to carry its load of sand, during freshets, away from the improved channel and prevent deposits of this material therein to the injury of navigation, and to save the ex- pense of periodical dredging. 908 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The depression is now crossed by the Richmond and Fredericksburg Railroad and by two common roads upon embankments, one of the roads, the Richmond and Petersburg turnpike, being so low as to be covered by a freshet of about 7 feet; the other two embankments are above freshets. If the river were turned as proposed, the railroad embank- ment would have to be piered and the railroad carried over on a bridge; the two common roads could be carried over on one bridge. For about one mile the depression is separated from the present river course by high ground, and then merges in the low grounds bordering the river upon the left bank. At this point the discharge of the di- verted stream would seek the present river bed near the upper jetties upon the left bank and, if permitted to do so, would.undoubtedly be a source of difficulty to navigation. This should be prevented by an em- bankment, and the discharge carried to the mouth of Old Town Creek and behind the closure dike at the head of the Puddledock Cut. A profile upon an axial line of this depression extended down to the mouth of Old Town Creek shows the following characteristics. Leaving the river above the railroad crossing at the level of low-water the surface of the ground reaches an average height of about 6 feet in the first hundred feet, which average it retains with little variation for 500 feet, falling off afterwards to about 4 feet average height in the suc- ceeding 600 feet. In the next thousand feet the depression is crossed by the embankments of the common road not subject to overflow and of the railroad; the lowest portion of the depression between being about 31 feet above low-water. Immediately below the railroad em- bankment the depression is at the average height of not exceeding 2 feet above low-tide which is retained for more than 2,000 feet to a dike with a tide-gate built to exclude the tide from this low ground. Below the dike the average elevation down to Old Town Creek is about 3 feet, in places being about 2 feet and again exceeding 3 feet. The ordinary rise and fall of the tide being about 31 feet, it is seen that an ordinary high tide will overflow most of the area below the railroad. The dis- tance from the river above the railroad bridge to the mouth of Old Town Creek measured upon this profile is 12,400 feet. Regarding the upstream end of this profile as the zero of distances, the rock rises in 300 feet to the elevation of 10 feet average below low-tide ahd remains above this elevation for 4,000 feet, and for nearly this entire distance is above 9 feet below low-water; for 2,400 feet it is above -8 feet; for 1,150 feet, above -7 feet; for 1,000 feet, above -6 feet; for 800 feet, above -5 feet; for 450 feet, above -4 feet; for nearly 400 feet, above -3 feet; and for about 300 feet its average elevation is at -2 feet. These elevations are averages of the sections across the depression; the greatest depth which can be carried through clear of rock is -3.1 feet, according to the borings. If we accept this depression as having been the former bed of the river, this sill of rock sufficiently explains why the river would seek a new channel. From the distance 4,300 feet on the profile to the distance 7,100 feet the borings developed no rock at a less depth than about 10 feet below low-tide, but from that point to the distance 8,000 feet, opposite jetties 5 to 9, rock was found along the front of the high ground and 100 to 150 feet therefrom of less depth. Within 300 feet to 400 feet from the river bank no rock was struck. For several hundred feet at and above the head of the closure dike tjhe underlying rock was again developed at about 250 feet back from the river bank at depths varying from 2.7 to 12.1 feet below low-tide. The former boring is 370 feet from the river bank. APPENDIX G. 909 The highest recorded freshet at Petersburg was somewhat below 11 feet above low-water. It will be prudent to provide for a freshet one foot higher than this. With such a freshet the area under the present road bridge would be nearly 3,000 square feet, and this area is taken as the standard. The cut through the railroad embankment will be quite oblique to the approach. This consideration, with the indications given by the borings in the vicinity, makes it prudent to estimate for three spans of bridge each about 75 feet in the clear, if we assume no rock excavation in the approach or exit. It is desirable that the tide should ebb and flow throughout the new channel and over the area above the bridges. To excavate a channel 150 feet wide to the elevation +2.0 or 1& feet below high-tide will re- quire the removal of 74,666 cubic yards of earth; the excavation of each foot in depth below this and with a width of 150 feet will require the removal of 68,889 cubic yards; excavation to low-water with a width of 150 feet would require then the removal of 68,889 x 2+ 74,666 = 212,444 cubic yards. To obtain the section of 3,000 square feet at all points with a flood line of 12 feet, the excavation of 41,740 cubic yards would be required in addition. The action of floods might remove a very large part of this material, and if the project were cotnmenced, only about 40,000 cubic yards need be excavated at the outset; the needed discharge area being pro- vided as indicated later on in this report. With this condition, the turn- ing of the stream through these low grounds is estimated to cost as fol- lows: General excavation, 40,000 cubic yards, at 25 cents.......... ............. $10, 000 00 Embankment, 57,300 cubic yards, at 30 cents .. -.-.--...--.- - ----. 17, 190 00 Abutments and piers railroad bridge, 1,995 cubic yards masonry, at $10 ... 19,950 00 Iron superstructure, double-track through bridge, 240 feet, at $97........ 23, 20 00 Excavation of banks and foundations, 13,000 yards, at 40 cents.- ....... . 5, 200 00 Fill behind abutments, 1,680 yards, at 25 cents ---.........------..-------........... 420 00 Temporary trestle-work, 25,000 feet B. M., at $30 per M........ .......... 750 00 SCommon road bridge, masonry, superstructure, and approaches-----....-- ....... 25, 000 00 Overflowed land, 1371 acres, at $2....-------- ---.........---....---..-..--.--.--------....--. 3, 433 33 ------------------------------------------------......------........ Total............... 105,223 33 It would be still necessary to provide for shutting off the discharge into the present channel. It has been proposed to do this by means of a dike of sufficient height and thickness above the present bridges. The material for this dike could in great measure be obtained from the ex- cavation necessary to divert the stream and estimated for above. The rock in the bed of the river above the bridges is at depths of from 10 to 14 feet below low-water and overlaid with from 8 to 12 feet of sand and mud. There is no assurance that a freshet may not occur of greater height than any yet recorded, and it would be very imprudent to so locate and build this dike that it might be subject to destruction. It seems best in this view to make the closure at or near the present road bridge and build it of crib-work. This would be built immediately upon the rock,'with its planks pro- tected by rock or stone abutments, now in place. Such a structure would not be destroyed by being overtopped by a freshet. Indeed, a portion of all freshets above a certain height might be permitted to dis- charge over such a work without injury to it. This would reduce the area of waterway necessary to provide, at the outset at least, through the new channel and reduce the initial expense. If this overflow should be found to have no bad effects, the saving would be absolute. In any event a partial outlet at this point would permit with safety the experi- 910 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment of leaving the river current to perform a portion of the work of ex- cavating its own channel. A crib-work could be added at any time and to any extent. To build a crib-work of the average width of 20 feet to the height of 6 feet above low-water will cost as follows: Excavation (dredging), 530 cubic yards, at 50 cents...... .................. $265 120,000 feet, board measure, of timber and framings, at 30 cents.............. 3, 600 3,000 cubic yards of stone, at $2.50--..- -..........................--------------......--...- - . 7, 500 Total............--------......---------......-----.. ....---..----......------......-----......-----....--...... -- 11, 365 At ordinary times the harbor and the approach would be a basin in which the tide would oscillate with little current. This basin would receive a portion of the city drainage. Most of the drainage is carried off by Brick-House and Lieutenant runs. That carried off by the former would discharge through the new channel. If Stein's Cut were reopened in the manner estimated for in the report of January 11, 1882, the drainage into Lieutenant Run would be carried well below the city. It has been proposed to provide for the flushing of the harbor by a sluice through thclosure dike or work, whereby the discharge of the stream or a portion thereof could be turned through the harbor at stages when the channel would not be liable to recei've injury from the deposit of mate- rial brought down from above. Limiting the height of the work per- mits discharge when the river gets above the crest. This gives irregular service for changing the water of the harbor. The best method requires that this be done at will at all stages; even permitting the ordinary ebb and flow to circulate through to the river above. If the closure work be limited in height to about mean low-water, movable appliances, either gates or needles, would permit the circula- tion of the tides and the discharge of stages not injurious to the chan- nel. The discharge of higher stages could be prevented by placing the gates or needles. It is probable, however, that these higher stages would cause the deposit of a bank in the comparatively dead water above the closure work if located where proposed. By the opening of the sluice, quantities of this material would undoubtedly be washed into the harbor and would have to be dredged. The necessities of the case might render this method advisable, but it seems to be a question for the city authorities to solve and the ex- penditure one to be provided for by them. The estimated cost of the work of turning the river and closing the present channel is then- Turning stream and bridging __....._ .................. ....... ........ $105,223 33 Closing present channel by crib-work .......... ...... ................ . 11, 365 00 . Contingencies, 10 per cent ---- ...------------------.. ---------- _------ 11, 658 83 Total---...---.....--------------------------------------.................................----.......... 128,247 16 I will note that if the crib-work to close the present channel be car- ried up only to about the level of mean low-tide, about $3,500 would be saved in the estimates, which sum would probably cover, or nearly cover, the cost of the appliances which would permit the circulation of the tides while providing the means for closure against freshets to a suffi- cient height. Very respectfully, your obedient servant, THOMAS TURTLE, Lieut. Col. Wv. P. CRAIGIHILL, Gaptai of Engineers. Corps of Engineers, U. S. A. APPENDIX G. 911 2. UNITED STATES ENGINEER OFFICE, Baltimore, Md., July 1, 1882. COLONEL: According to your memorandum I have made and present the following estimate for the-'complete attainment and maintenance of a 12-foot high-water channel upon the Appomattox, and I arrange the estimate in the order of the memorandum. HARBOR OF PETERSBURG. 770 feet of timber wing-dam, at $3 .. -- - - --..--..- ---........---..--.... $2, 310 Dredging to widen channel, 4,000 cubic yards, at 35 cents .....--- .............. 1, 400 Contingencies.....----...-----.--.........------..........-- ....-------....--------...... ...----....------......---------------. 390 For harbor--- --------.................------------..............-----........----- ------....--....---......--- 4,100 PETERSBURG CHANNEL EXCLUDING STEIN'S CUT. Dredging along Lieutenant Run wall, 2,555 cubic yards, at 35 cents ....... $994 25 Dredging at points, 1,200 and 1,500 feet below city jetty No. 4,900 cubic yards, at 35 cents ......................-----------------------------------..---...... 315 00 Dredging at lower end of Magazine Bend, 1,334 cubic yards, at 35 ceiA... 466 90 Dredging from jetties 14 to 17, 1,555 cubic yards, at 35 cents -....--........ 544 25 Dredging at lower abutment of closure dike, 1,800 cubic yards, at 35 cents. 630 00 Jetties opposite shoalings along Lieutenant Run wall, 470 linear feet, at $3. 1, 410 00 Jetties opposite shoaling at 1,200 feet below city jetty No. 4, 260 feet of sheet- pile jetty, at $3, and 70 feet of wattle jetty, at $1...................- - -----.... 850 00 Jetties at shoalings, 1,500 feet below city jetty No. 4, 345 feet wattle, at $1. 345 00 Jetty between jetties C and D, 100 feet long, sheet pile, at $3 ............. -- - --- 300 00 Jetty from face of wing-dam, 60 feet long, sheet pile, at $3 ................ 180 00 Extending wing-dam 800 feet, at $3...----------...--..--..--------------------....................... 2,400 00 Repairs to jetties and closure dike ......... ............ .............. 1, 500 00 Revetting foot of closure dike, 150 mats, 10 by 20 feet, at $10, and 1,200 cubic yards of gravel, at $1 . -............ ................................... 2, 700 00 -. Contingencies----........----........---......--.--------..... -.............-----..........----.... 1,263 54 Petersburg channel excluding Stein's Cut .......................... 13, 898 94 PETERSBURG CHANNEL INCLUDING STEIN'S CUT. Reopening cut as per former estimate ---..............................--. $71, 400 00 Dredging from jetties 14 to 17 as above....................--.. --.......... 544 25 Dredging at lower abutment closure dike as above .. ----.................... 630 00 Repairs to jetties and closure dike .---........... ..-- . -- ........----.. 1,500 00 Revetting foot of closure dike as above ... ...... ...... ...... .... ...... 2, 700 00 Contingencies--..----- --------.....--......------.... ......--- ..--....-----......----...---. ---........---....----.... 3, 225 75 Total for this alternate .-..... ..........................-....- .... 80, 000 00 For Puddledock Channel, I would estimate nothing at present. For the South Channel I do not change my estimate of January 11, 1882, viz, $40,000. All the dredging estimate above, plus that done this spring, amounts to about 20,000 cubic yards. In most of that now estimated on, a depth to 13 feet or more had to be obtained to get a depth of digging at all advantageous. With the contracting works built the deposit would not again so readily form, and I think that 10,000 yards would cover the annual de- posit. Estimating annual repairs at $1,500, the total for maintenance would amount to $5,000 per year. Excluding Stein's Cut, the estimates aggregate- Harbor..-----................................... --......---............ ....... $4,100 00 Petersburg Channel ..................................................... 13, 898 94 .......................................................... South Chainel--- --------------- 40,000 00 Total ..... . ....... .. .. .. ..... ...................... . 57,998 94 912 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Of this sum, leaving out contingencies, about $44,000 are for new contracting works, the greater part of which would be unnecessary if a dredge were available to maintain the depth of channel. It is my opinion that a dredge of the size of the Kanlawha dredge would maintain the depth, with no more works, with 100 working days a year, considering the difficulty of disposing of dredgings. At only 200 yards per day the amount dug would be 20,000 yards. Very respectfully, THOMAS TURTLE, Captain of Engineers. Lieut. Col. W. P. CRAIGHILL, Corps of Engineers. G 22. IMPROVEMENT OF THE SHENANDOAH RIVER, WEST VIRGINIA. Congress granted $15,000 June 14, 1880, for the portion of the river in West Virginia, which means the county of Jefferson. A second ap- propriation of $2,500 was made March 3, 1881, but a proviso to the latter prohibited the expenditure of either until the surrender to the United States of any corporate rights or franchises over the river held under State authority. The relinquishment not having as yet been Ymade to the satisfaction of the proper authorities, no work has been done on the river. The subject of accomplishing this transfer in a proper man- ner is now under consideration by the Department of Justice. Money statement. July 1,1881, amount available.....---...--......--........... .....--......--. $17, 312 20 July 1, 1882, Amount available---....-----.......-------...--..--- ---- --....---......----............-----. 17,312 20 Amount (estimated) required for completion of existing project......-.... 7, 500 00 G 23. IMPROVEMENT OF NEW RIVER FROM THE MOUTH OF WILSON, IN GRAY- SON COUNTY, VIRGINIA, TO THE MOUTH OF THE GREENBRIER RIVER, IN WEST VIRGINIA. The operations on this river in 1881 were begun June 1 and ceased October, 1881. A detailed account of them is given in the following report of Col. W. P. Smith, assistant engineer: BALTIMORE, MD., April 28, 1882. COLONEL: I have the honor to submit the following report of operations on the im- provement of New River, Virginia and West Virginia, for the season of 1881. GREENBRIER DIVISION. Work was begun June 1 and stopped October 31, only losing eight and one-half out of one hundred and thirty-one working days. The surveys and storing were finished December 24. Three parties worked on the new improvement and a smaller one was kept occupied in strengthening the wall at Indian Creek, straightening the channel at Garten's Ledges, and deepening the waterway at other points, rendered necessary by the prevailing low-water. Average number of men employed, 57; highest water, 10 feet above and lowest 1 foot below zero. The new work covers a river space, with a channel 50 feet wide and APPENDIX G. 913 2 feet deep, of 9 miles, fall in the same 40.55 feet, passing through 17 distinct shoals, falls, and series of ledges, reaching to a point 26j miles aboveHinton, with a total fall in that distance of 102.65 feet. The wing-dams and training walls built this season, if united would make a wall 1 miles long, 9 feet wide, and 3 feet high. In addition to the above, 800 cubic yards of material were placed in the old walls. Actual cutting through ledges, 6,890 feet for the season. As yet there is only a narrow channel through Wiley's Falls. The extreme low-water affected the cost of this work less than on either of the other divisions, but still it was somewhat more expensive, as the estimates were made for the work with a depth of water nearly 6 inches greater than it prove d to be. Bateaux navigated the stream throughout the summer, carrying their usual loads of about 6 tons, which would have been impossible without the improvement. The work is now in Virginia, but as only a small point of that State puts in here, the work will essentially be for the benefit of 4 est Virginia, as the counties of Monroe and Mercer in the latter State will supply all of the freight, until the improvement reaches the Narrows, 40 miles above Hinton. The rock encountered was almost entirely a hard sandstone, with more gravel than has been met with heretofore. A survey of Shumate's Falls in this division, 28 miles above Hinton, was made in July and August, and a map of the same on a scale of 100 feet to the inch, from an examination of which it is found that a channel can be cut through a point of land that puts in at the falls, and obviate the necessity of a lock and dam. At the point, the cutting will be 300 feet long, 55 feet wide at top and 45 feet at bottom, with an average depth of 6 feet. Above this the channel will be cut through the ledges in the river, and below a crib-work--10 feet wide at bottom, 6 feet at top, and 6 feet deep- 400 feet long, will be used to hold up the water. Total length of channel 2,400 feet, with a fall in the same of 10.9 feet, or 0.45 of a foot in 1 0 feet. This work can be done for $9,000 in round numbers, and the grade is much less than in some other "chutes" through which boats now run successfully. A lock and dam of suitable dimensions for this sort of navigation, at this point, would cost $26,000. In March, l'2, a careful survey of the shores on the left bank of the river was made at Crump's Ledges, Indian Creek, Crockett's, Warford, and Tom's Run Shoals, to ascertain how much the banks were i jured by high-water, and to what extent, if any, this injury was attributable to the improvement. Seventy-eight per cent. of the freight sent from Hinton came from that portion of New River now being improved; an increase of 361 per cent. over 1880. Forty-nine per cent. of the freight sent from Lowell came from New River, and 25 per cent. of that received was sent thereto. NEW RIVER BRIDGE DIVISION. Work was begun June 7 and carried on until October 30, making one hundred and fifteen days out of a possible one hundred and twenty-three. Surveys and storing were finished November 20. This force was divided into three parties, averaging about twenty, men each. Total average, fifty-four. Considerable difficulty was experienced in getting laborers that would stay on the work; so many railroads and furnaces were being built that the men were constantly going and coming, much to the detriment of the work. The extreme low-water, this season, increased the amount of work at the points cut through at least fourfold ; hundreds of feet had to be taken out, which, with the water 6 inches higher, would not have had to be touched. The rock encountered was limestone, with ledges nearly vertical; but little gravel. Highest water 84 feet above and lowest .92 foot below zero. The work covers a river space of 10 miles; fall in the same 74.03 feet, passing through nine shoals, falls, and ledges, reaching to a point 22 miles above New River Bridge, with a total fall, in that distance, of 109.38 feet. Actual cutting through the ledges, 8,040 feet for the season. Linear length of walls, 9 feet wide and 3 feet high, 1 mile. Channel from New River Bridge to Peak's Creek, 12 miles and 30 feet wide; from Peak's Creek to Cecil's Ledges, 2+ miles, 20-feet wide, and from Cecil's Ledges to Nunn's Ledges, 74 miles, 10 feet wide, with a 20-foot channel in the two large ledges of Run- yan's Shoals; the channel at all points being 2 feet deep at zero, or ordinary low- water. The 10 foot channel was adopted in order that iron might be shipped from the fur- naces, which is now being done from Little Reed Island with 6batteaux, which carry half loads from the furnace to the head of the improvement, and thence full loads, of from 5+ to 6 tons, to New River Bridge. This 10-foot channel will be widened to 20 feer just as soon as obstructions are removed sufficiently to accommodate the furnaces. Ten-foot chaunels are not wide enough, as the current is too rapid for the boats in use. Breeden's Ledges, nearly 25 miles above the initial point, were improved for the shipment of iron ore from the mines to Radford Furnace. 58 E 914 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A crane boat and two batteaux were built this season, the former at a cost of $496 and the latter $110 each. A survey of Foster's Falls, 37 miles above New River Bridge, was made in August and September and mapped, from which it was ascertained that 2 locks of 9 feet lift will have to be built to get around them, together with 1,400 feet of canal 20 feet wide and 4 feet deep. The canal or race belonging to the Pierce Furnace Company can be used for that purpose by deepening it 2 feet, or what will, perhaps, be better, raising the dam at the head of the shoals 2 feet, which will cost about the same. These locks will be at the extreme lower end of the falls, and only far enough apart to allow the length of a boat between. They are to be 110 feet long and 20 feet wide, with 4 feet on the miter sills. $16, 000 2 locks at $8,000-------.......--....--------- ------ ------........................--...........--- --...-----.....--....--- 850 cubic yards rock cutting, at $2 ---..--...----..-..- 1,700 --------..................-------.........-------- 5,500 cubic yards earth cutting, at 25 cents .------..... ---..-- -....- -----......- 1, 375 ....-- -...--..---. 10 per cent. for contingencies ...-------......----... ----...---..--- ---- 1, 907 ..-..............----------......... ......------------.....---...--- Total------ ------......-----.... 20,982 --....---....----------....... These falls are 1,850 feet long, with a fall of 18.2 feet-about 1 foot in 100 feet-and are divided into three sections, as follows: Lower, 250 feet long; fall 4.3 feet. Middle, 400 feet long; fall, 5.0 feet. Upper, 300 feet long; fall, 5.0 feet. To show that the attention of capitalists has been called to this part of the river, it may be well to state that two parties wish, the one to put on a small tug-boat and the other a light-draught steamboat, to carry ores from the mines down to projected smelting furnaces at New River Bridge, on the Norfolk and Western Railroad. LEAD MIINES DIVISION. Work commenced June 14 and stopped September 30; ninety working (lays, out of which eight were lost. Surveys finished and camp struck October 25. Only one party on this division, averaging about twenty men, for the season. Highest water 5 feet above, and lowest .88 foot below zero, or ordinary summer water. This work covers a river space of 54 miles from the Lead Mines to Wilkinson's Forge, passing through eight shoals and ledges, with a fall of 49.26 feet in that dis- tance. Actual cutting through ledges, 2,976 feet for the season. The same difficulties attending the work on the middle division, with regard to labor and low-water, were experienced here. The work stops almost in the middle of Wil- kinson's Shoals, which are 11 miles long, and until they can be finished the improve- ment amounts to nothing; in fact, to be useful for the shipment of timber and char- coal, it should be carried at least 4 miles farther, to Crooked Creek. The rock encountered was limestone, dolomite, sandstone, red and blue shale, river rock, and bowlders. A crane boat and batteau were built here, at a slightly increased cost over those on the middle division, arising from the fact that the material had to be carried farther. $1.04. Cost of solid rock and bowlders on the entire work, $1.871 per cubic yard; cost of gravel, Price of labor, 10 cents per hour up to the middle of September, when it was increased to 12k cents per hour. Reference is made to the accompanying tables for details of the work for the season, as well as for commercial statistics with regard to shipments to and from the various railroad stations to which this river is tributary. Maps on a scale of 100 feet to the inch have been made of twenty-six shoals worked at this season, on the lower and middle divisions, comprised in eleven sheets, and eight shoals on the upper division, on a scale of 800 feet to the inch, in one sheet. Shumate's and Foster's Falls were made on the larger scale mentioned above; also three sheets of gauge readings on each of the divisions. Three tracings, on a scale of 800 feet to the inch, showing the portions of the river improved in 1881, with appro- priate references to detail drawings, are herewith transmitted. * J. F. Palmer, R. Hurley, and J. A. Welch are entitled to much credit for zeal and energy displayed as superintendents of the lower, middle, and upper divisions. The original plan of improvement has been adhered to, except that the width of channels on the middle and upper divisions has been reduced to 20 feet, and on the former to 10 feet, for 7k miles, to allow iron to be shipped from the furnaces above. June 30, 1881, there was a channel from Hinton to Harvey's Ledge, 171 miles, 50 feet wide and 2 feet deep; at the close of the work in 1881, this channel had reached a point 264 miles above Hinton. At the end of the same fiscal year there was a channel from New River Bridge to Peak's Creek, 12 miles, 2 feet deep and 30 feet wide; at the close of the season this was extended to a point 22 miles above New River Bridge. At the end of the same fiscal year there was nothing done above the lead mines, but at APPENDIX G. 915 the close of the working season of 1881 a channel 2 feet deep and 20 feet wide was made to a point - miles above the mines. Below is shown the miles of river improved from the commencement of the work to close of 1881: 1881. Previous. Total. Greenbrier division---------------------------------------------- 9 171 261, New Riverrier Greenb division Bridge .. ............................................. division ..-- 1 17 12 10----------------------1 26 22 Lead mines division------. ------------------------------------- 51 0 53 Total --------............-- ....-----------......-----.........----- -- 2 5 On the lower division there are thirteen keel-boats and a small side-wheel steamboat, 75 feet long, 10 feet wide, and 3 feet deep, with another 100 feet long and 15 feet wide being built. Four of the keel-boats run up to Shumate's Falls, 28 miles, carrying supplies to the New and East River Railroads. On the middle division there are eight keel-boats, and parties are about to build a small tug-boat and a light-draught steamboat to carry ores down to New River Bridge. On the upper division there are no boats, as the improvement is not yet carried far enough. The tables following show that of the freight shipped from the stations on the Chesapeake and Ohio Railway, which are outlets to the river on the lower division, 70 per cent. is from New River, an increase over 1880 of 36J per cent. The shipments from the various stations on the Norfolk and Western Railroad show an increase of 33 per cent. The shipments by river to New River Bridge Sta- tion began too late in December for any freight to be sent by rail. The foregoing shows an increase of freight exceedingly good, considering the drought hat prevailed throughout the entire river country. TABLE No. 1.-Showing the distances from steamboat landing at Hinton, W. Va., to foot of shoals or ledges, their length and difference of level between the head and foot of same; also the quantity and quality of material excavated in making and improring the channel in 1881. Shoal or ledge. . a Miles. Feet. Feet. Cu. yds. Cu. yds. Cu. yds. Ledges and shoals from Hinton to head of Crump's. -. 16 32, 130 54. 81 770 21 791 Harvey's Ledge.........----............................ 17 100 0. 23 55 55 Harvey's Falls ...................---- 17 ....-----.....-........ 660 3. 44 1, 101 200 1,301 Harvey's Ripple.................................... 181 100 0. 52 29 ....... 29 18 200 0.96 Hight's Ripple -.......................-----.......--..--..-.. 5 ... 5 Deadmore Shoals.......---------......----.---.--..................----------. 18 550 1. 21 209 ....-... 200 18 Deadmore Ripple..------.......--.----....--................ 100 0.32 20 ....... 20 Anderson's Falls ..........................--...........19 300 2. 26 559 200 759 Lick Creek Shoals.................................... 20 540 1. 38 384 ........ 384 Shanklin's Ledge-........................ ........... 201 150 0. 99 127 ........ 127 Shanklin's Shoals.................................... 20° 1, 700 6. 52 502 470 972 Island Bar Shoal......................................21 75 0. 20 38 15 53 Island Creek Shoals ......------........................211 400 1.30 32 20 52 Walker's Shoals........-- 22 ..--.............-......... 7, 680 7. 04 350 956 1, 306 King's Ripple... ... .......................... 24 100 0. 20 124 ........ 124 Pennington's Ledge............................ ...... 241 60 0.40 20 20 244 Pennington's Shoals....--............................---. 1, 900 4. 97 654 ........ 654 W iley's Falls......................................... 26 660 3.58 173 60 233 Total ................. ........... ........... .. .... 47,405 90.33 5,152 1,942 7, 094 916 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE No. 2.-Showing same 08 No. 1 for the middle division, with New River Bridge, Vir- ginia, as the initial point, 1881. .0 Shoal or ledge. Cd ct aa -~ 0 l 2 O Miles. Feet. Feet. ICu.yds. Cu. yds. Cu.yds. Shoals to Woolwine's Island ......................... " 11, 370 22.57 ............... ........ Peak's Creek Ledges......-............ .............. 0 6, 661 13.48 1,378 ....... 1, 378 W ysor's Shoals ..................................... 123 2, 750 7. 00 680 202 882 Linkon's Ledges................. ...................... 13J 1, 290 4.70 236 ........ 236 Cecil's Ledges............---------........................... 14 6, 010 9. 97 1, 030 ........ 1,030 Runyan's Shoals and Ledges-................--....... 15 4, 800 12. 90 652 ........ 652 Allison's Falls ................--....... ..---............ 18 300 2.40i 47 ....... 47 Allison's Ledges......................... ........ 18 6, 000 9. 20 289 ....... 289 Jones' Ford Shoals........................- ........ 20 3, 000 7.30 512 290 802 Breeden's Ledges................................... 24 750 2.00 92 --....... 92 Total ................ ......... ..... 42, 931 91. 52 4, 916 492 5, 408 TABLE No. 3.-Showing same as No. 1 for the upper division, with the Lead Mines, Virginia, as the initial point, 1881. Shoal or ledge. d a c H Miles. Feet. Feet. Cu. yds. Cu. yds. Cu. ydEs. Lead Mine Ledges..............-----... .....-- ...... 12 1. 00 9 9 Jackson's Island Ledges................. ............. I 1, 120 3. 00 106 .. _...... 106 Zimmerman's Shoals..................... ........... 1' 200 0. 60 50 . . . . 50 Porter's Ferry Shoal.................................. 24 400 1. 35 75 .... 75 Roe's Shoals.. .. ............................. ........ 32 125 1.35 20 ... . 20 Porter's Ford Shoals.......... ..................... 34 2, 000 3. 00 100 100 Roger's Ledges... ........................... 885 7.00 460 460 Wilkinson's Shoals and Ledges to Wilkinson's Forge. 41 6, 200 26. 00 478 .... 478 Total.............................................. 10, 942 43. 30, 1, 198 100 1,298 TABLE No. 4.-Showing the details of blasting on New River, Virginia and West Virginia, in 1881. Division. Subject. Lower. Middle. I Upper. Total. Number of holes drilled .................................... 2, 410 3, 271 893 6, 574 N um ber of feet of drilling .. ..... . . .-- . . .. . .. .. 3, 838 7, 251 1, 875 12, 964 Number of blasts fired....................................... 3, 516 3, 401 1, 233 8, 150 Number of blasts missed . - s s ed- ................... 144 130 49 323 Number of blasts fired under bowlders. - -......... ... .... 962 291 1, 253 Average depth of holes---... --------.-------------- feet.. 1.99 2.22 2.10 2.10 Average drilling per day per drill ...................... do... 15. 00 13. 94 11.85 13. 60 Average charge of powder ...--- --.-----------...- pounds.. 0. 35 0.39 0.40 0. 38 Average loosening of rock per blast .......... cubic yards.. 1. 46 1.28 1.00 1.25 APPENDIX G. 917 TABLE No. 5.-Statement of tonnage sent from and received,at Hinton and Lowell stations, Chesapeake and Ohio Railway, from January 1, 1881, to January1, 1882. (In tons of 2,000 pounds. ) [Furnished by Robert H. Fisher, auditor.] lHint on. New River. Lowell. New River. Articles. . . Sent. Reed From. To. S aent.Ree'd From. To. 80 ( " 5,21400 ( 63207 .......... l I Lumber...........................6,195 Wood-----.....----..--..--.................----------------1212 10 Salt --...--.....--.--------....---........----......-----. 1 04 1 15 Bacon--..-----.....-------........------............... 16 44 9 25 3 85 96 I ( Butter.............................--------------4 04 S 1 01 I 19 40 1, 52822 Cattle ......---------..............-------------.------........ 137 Eggs.------------------------------ 00 61 S 20 105 1,017 72 42 26 72 Hogs--.--------------------------. 7 80 43 45 Horses...----------------------..--. -- Lard ------..-..---....-----..----....--..---..-------....... 19 1 25 58 I 54 11 25 29 5 62 I Sheep -----------------------------.. 15 00 6408 Tallow----..---------------------.. I 38 i . I'95 I I 4940 02 Wool--..-...--------------....-----...................-- 8 52 Corn ......-------------..........----------.......-..... 9 40 Dried fruit ..........-.............. 25 91 Flour --..----..----......--......--.....--..... 6 32 957 | Rye..-..-------........--...........---...------.. Wheat----------------------------.............................141 Flaxseed ....----...---------.....---.....----...... Hay -- -------.........----------....--..............-------- 3 1 40 97 25 03 S90 K I 1 80 03 163 56 92 47 I .. 37 94 168507 I I I --------------------- Leaf-tobacco ....................... 187 45 115 83 Manufactured tobacco-............. 05 127 22 10 --------- I Oats------------------------------...............................6 01 4 00 1 - 2373 I Whisky---------------------------............................ 1 35 40 Lime----------------------------- .............................. 50 | . . -.. . . . . . ...... ...4 'Sundries, merchandise.........---... 55 09 32 14 Sundries, miscellaneous---..- ..-.... 165 30 47 46 Total......................... TABLE NO. 6.-Statement of tonnage sent from the following stations on the Norfolk and Western each.) Railroad during the year ending December 31, 1881. (In tons of 2,000 pounds [Furnished by E. E. Portlock, auditor.] General classification of tonnage. Name of station. Tons. Products. Tons. Christianburg ...... .. ................ . 6, 839. 42 Of animals ....................... 10, 904. 33 Central--................................. 1, 483. 57 Of agriculture.................... 3, 042. 68 New River................... .......... 1, 058. 86 Of the forest ........... ................. 2, 601.54 Dublin . ........................... 5, 993. 79 Of manufacture .............. 426. 56 Martin's -- 8, 098. 19 Of the mines ..---.............------ 22, 515, 28 Max Meadow........... ....-........... 7, 078. 00 Of ve etables .......... ...... 1,135. 59 W ytheville ................ ........... 2, 972. 72 Of other articles............... 79.64 Rural Ret.rea ... C rockett's.- t - -........................ - - -- - - - - - - -- - - 5, 443. 25 Miscellaneous ................. 857 47 2, 595. 29 ......-..-.-..-.....-..............-- Total.t.......................... 41,563.09---------...................................-----41,563.09 All of the above is from the Upper New River sect ions, now being improved. Ship- ments of iron by river only commenced in December, 1881, and are not shown. When the river is fully improved it is thought that boats will carry one-third of all the products and seven-eighths of those of the mines, exclusive of coal. The ton- nage from these stations is one-third more than in 1880. Respectfully submitted. WILLIAM PROCTOR SMITIH, Assistant Engineer. Lieut. Col. WILLIAMUnited P. CIrAItnIIIL, 'Stattes En gineers. 918 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations were resumed as early as possible in the spring of 1882. The two causes of delay are usually a high stage of the river and the temperature, as much of the work must necessarily be done by men standing in the water. GREENBRIER DIVISION. Preparations for work were begun the 1st of May, by building a small bateau, gunwales 36 feet, width 6 feet, and depth 2 feet, repairing the other bateaux and jolly boats, and making a careful survey of the bank of the river on the side of the chute at Wiley's Falls, 26 miles above Hinton, where camp is established. Preparations were completed June 1. These falls are 31 feet high, consisting of two well-defined and several broken ledges of peculiarly hard sand rock. Some work was done here last season, but not suffi- cient to permit the passage of bateaux at ordinary, much less extreme low water. Although the river continued very muddy, and never fell lower than 0.4 degree above zero, a channel 120 feet long, from 10 feetto 15 feet wide, and 2 feet deep, was cut through the falls, and several large bowlders removed from between the ledges, occupying ten men fifteen days. The bateaux, of which there are five, carrying supplies to the East River Railroad to Shumate's Falls, 30 miles above Hinton, now get through quite easily, with fair loads, but the channel must be widened to decrease the velocity of the current, and deepened for extreme low- water. Five bateaux run to Lick Creek from Hinton, and four are carrying stores and other products, making fourteen on the river. NEW RIVER BBIDGE DIVISION. Camp was established May 10, and the time until June 8 occupied in repairing boats and making other necessary preparations for the work. Fifteen days with one party of twenty men were occupied at the follow- ing points: Head of Jones's Ford Shoals, 20.9 miles from New River Bridge, a channel was made 210 feet long, three-fourths of it through solid and the balance through loose rock. Nunn's Ledges, 21.6 miles above the bridge, a channel was made through five solid ledges, from 25 to 30 feet wide. Clark's Falls, 22.8 miles from the bridge; solid rock cutting 20 feet wide; fall 24 feet. Clark's Ledges, 200 feet above the falls; channel made through the lower one, 60 feet thick. Total channel way, 415 feet long, 10 feet wide, and 2 feet deep, the cut- ting averaging 1 foot, covering a river space of 2 miles, and giving navi- gation for bateaux nearly 23 miles above New River Bridge. Character of rock, limestone and red shale. This work was done in the two middle weeks of the month, with the water somewhat muddy and a few tenths of a foot above zero or ordi- nary low-water; the balance of the month it rained nearly every day. keeping the river very muddy and too high for anything to be done, Gauge readings varied from 1 foot above down to zero. The channel made this season is of great assistance to the bateaux carrying iron to the Norfolk and Western Railroad, otherwise the work would not have been done under the adverse circumstances mentioned above. Four boats are being used to carry iron from Boone, and the same number from Radfobrd Furnace. APPENDIX G. 919 LEAD MINES DIVISION. Nothing done. Funds exhausted. Labor on the river up to this time has been obtained for 10 cents an hour, but owing to the high price of provisions it is tho ught that 11 o 12 cents will have to be paid in the future. Could it have been anticipated that May and June would have been so unfavorable, preparations for work would not have been made so early. Last year these months were as good as any throughout the season. Money statement. July 1, 1881, amount available--------.........-------..--........................... $31, 904 17 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 .......-----..----.......----...----........------......--...----...... 28, 398 07 July 1, 1882, amount available---- ----------------------------------.......................................... 3, 506 10 Amount appropriated by act passed August 2, 1882 ...--................. 12, 000 00 Amount available for fiscal year ending June 30, 1883 .................... 15,506 10 Amount (estimated) required for completion of existing project --.......... 169,000 00 Amountthat can be profitably expended in fiscal year ending .June 30, 1884. 30, 000 00 G 24. IMPROVEMENT OF THE GREAT KANAWHA RIVER, WEST VIRGINIA. At the close of the fiscal year ending June 30, 1881, lock and dam 3, near Paint Creek, are essentially completed. Locks and dams 4 and 5 have been in successful use during the year. Lock 6 is under construc- tion. Site 7 is in the possession of the United States. Negotiations for the acquisition of site 2 are not yet completed. The report of Capt. E. H. Ruffner, Corps of Engineers, who is the resi- dent engineer supervising the work, is appended and speaks for itself. Much credit is due to Mr. A. M. Scott, who has during the past year, as for a number of previous years, most efficiently and faithfully served as assistant engineer in connection with the improvement of the river, his attention having been lately given specially to the construction of Lock 6, the most important work now in progress. Mr. Kirlin is inspector of that work. He was temporarily withdrawn during part of the sum- mer and autumn of 1881 to superintend many parts of the work of pre- paration for the Centennial Celebration at Yorktown, Virginia, where he rendered very valuable service. The governor of West Virginia having notified the Secretary of War that in compliance with an act of the legislature authorizing the same, the Board of Public Works was ready to turn over and to surrender to the United States the full control of the Great Kanawha River, with all its improvements, as soon as the United States Government should agree to take charge and control of the same, the Secretary of War, by letter of March 10, 1882, informed the governor of West Virginia that the Executive Department was not authorized to accept the surrender to the United States of the control of the Great Kanawha River or to take any further jurisdiction or control,over said river than it is now authorized to have without the action of the State of West Virginia, or to commit the United States to any agreement on the subject. It is sup- 920 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. posed that this action of the State of West Virginia was intended to have the effect of conditionally abandoning the privilege granted years ago to a corporation under State authority to collect tolls on the navi- gation of the river. The act of incorporation is believed to be still in force. iMoney statement. July 1, 1881, amount available.... . ....... ........ ............. .... 320, 618 24 July 1, 1882, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1881 ..-- 179, 914 90 --.----......----. July 1, 1882 outstanding liabilities .5..- --- . . 5, 493 38 185, 408 28 July 1, 1882, amount available..--- ....--.....--.....--...........----..... 135, 209 96 Amount appropriated by act passed August 2, 1882 .. --..........---.... 200, 000 00 ------------- Amount available for fiscal year ending June 30, 1883----................ 335, 209 96 Amount (estimated) required for completion of existing project ....-.... 2, 050, 000 00 Amount that can be profitably expended in fiscal yearending J une 30,1884. 350,000 00 REPORTS OF CAPTAIN E. H. RUFFNER, CORPS OF ENGINEERS. 1. UNITED STATES ENGINEER OFFICE, Charleston, Kanawha County, West Virginia, July 6, 1882. Sin: In accordance with General Orders No. 2, headquarters Corps of Engineers, current series, and your letter of instructions of May 2, 1882, I have the honor to ren- der the following report of operations for the improvement of the Great Kanawha River during the year ending June 30, 1882: LOCK AND DAM NO. 2. The negotiations for the site of this lock and dam are still in progress. The attempt to secure a site at the foot of Harvey's Shoals, alluded to last year, was suspended, owing to opposition on the part of landowners. The site just above the mouth of Morris Creek was then brought up, and it has seemed more likely to meet with little opposition than the other sites. The Chief of Engineers approved of the selection and authorized the acquirement. Agreements have been made with all of the landowners except the Carmelton Coal Company, and an action for condemnation of so much of their land as is necessary to complete the site is now before the circuit court of this State circuit. No reason is known why the site should not be acquired within the next three months. LOCK AND DAM NO. 3. The last annual report, made June 14, 1881, and not including the operations or the month of June, does not show the state of affairs at this place on June 30, 1881, and I will therefore briefly recapitulate. The land wall was nearly complete. ex- cepting a few pieces of coping. The miter wall, or "lift wall," was complete This wall is made of cut stone throughout, beds, joints, and faces, and the arch is double and in two layers. The execution is admirable and all stones fit exactly, and just as they came from the stone-yard, no trimming or alteration having been found neces- sary when laying. Afterwards the whole wall was bolted to the foundation or solid rock by many 14- inch bolts, driven through the entire wall and from 18 inches to 2 feet into the lower rock. These bolts are 14 to 15 feet in length. The guard wall was also completed. The river wall was at its lowest point within six courses of the top, and the succession courses lacked more as they rose to the coping, which was about one-quarter done. There remained in all about 660 cubic yards to complete the lock. Some timber was on hand for the gates, and the work of framing was b)egun. The iron work, other than the bolts, had bees received. The dredge having begun work on the trench for the dam on th 2d of May, the first foundation crib was laid June 14, and by the 30th thirteen such, or 280 feet, were in place and partially filled with rock. The superstructure wascarried on over these cribs to the distance of 206 Timber was still being received for the dam,and laind been ordered for the cribs at APPENDIX G. 921 the head of the lock. During July and August the very fair weather and low stage of water permitted the work on the dam to be pushed on with energy and success. The most of this success was due to the efforts of the dredge, which worked day and night with slight delays, and finished the task of digging the foundation trench 560 feet, 33 feet wide at bottom, with, of course, very gentle underwater slopes, in the river bed, which called for rarely less than 10 feet of material, and across the bed of a running and rapid river. This work was exactly three months in duration. The laying of cribs for the foundation began June 14, and was finished August 14; and within ten days after, the superstructure was in place, as far as was desirable before sheathing. The lower cribs were loaded with stone to a point of safety, and 10,000 cubic yards were in the dam by the end of August. During the fall, work progressed on the culvert valves, which, with the crib in which they are framed, and the underwater work of all kinds, were finished during November. Work on the gates was seriously delayed, first, by the difficulty of getting timber; and second, because the bolts ordered were not delivered in time. After the culvert valves and the upper gates were done, work was resumed on the dam, which was filled and sheathed until high-water, on the 13th of December, 1881, forced a suspen- sion. Since that time the stage of water has never permitted the completion of the sheathing, which lacks 204 running feet on the down-stream side, and 250 on the upper, the whole representing about a week's work, exclusive of replacing any filling which may be found to be washed out. Work on the cribs at the head of the lock progressed when circumstances would permit. Their foundations are on the rock in dredged areas, and they are filled with stone. They were finished in January, 1882, during which month the gates were first swung. In February the paving on the shore was completed, and the work of clearing up and cleaning began, and on March 1 the lock was opened for business, and has continued so without accident or delay. As soon as feasible, in the spring of 1882, the dredge set to work dredging out the lower end of the coffer and the lower approach to the lock, and has continued at that work whenever the many interruptions from high-water would permit. The completion of this lock and dam within less than four years; a lock with near 18,000 yards of masonry, of interior capacity 300 by 50 feet; a dam 22 feet from the rock, and with 12 feet lift, containing rock from foundation rock to crest, and situated on a river where a rise of 47 feet has occurred during construc- tion, altogether makes an engineering fact of more than ordinary interest. At the present writing it may be said the whole is complete, as the remaining work is hardly more than ordinary repairs. LOCK AND DAM NO. 4. This lock and dam have been in successful operation during the year, and there is but one accident to report. The dam has been up during the year one hundred and fifty-four days, and a full and careful record kept of its maneuvering. During the year the dam was lowered four times, During two of these operations extra help was obtained, but none at other times. The times of lowering were as fillows: Three hours; five hours; forty minutes; three hours; thirty minutes; eleven hours; and two hours thirty m inutes. The cause for the delay in both cases was the accumula- tion of drift on the trestles of the pass bridge, and on one occasion the assistance of a steamer was seured for three hours. On all occasions the tripping bars worked well, and only twice did wickets remain standing, foreign articles preventing their fall. In all cases the lowering of the pass-trestles was the most tedious anti risky operation, and in no case didl the weir give any trouble. The damn was raised four times comnpletely, and twice nearly so, but dropped, because of rising water. During ordinary stages of water anld after the scouring out of the winter del)osit has been effected, the damn can be raised in from nine to thirteen hours with the usual force. The first raising of the dam in the spring entails mI1ch labor in between the weir and pass-wickets and trestles, anld cleaniung out the well holes; in repairing "flooding" broken chains, and in paintilng; the free use of which I encourage in those parts which are in and out of the water. On one occasion, while lowering the (dam, a steanmer was allowed, incautiously, to enter the pass while some of the pass-trestles were uip, and the end one was struck and two were so badly broken as to require renewal. Number of steamers locked during the year ........................-...... 550 Number of barges locked- ....---....-....-------...---.....---.....-----....-......-...-..------..... 170 Total n umber of lockages-all kinds ... .... .................. .... .....-. 556 Coal down through lock, bushels .....-------...................---...............--. 265,400 Coal down throughl pass, bushels ...... -........ -..--.... ............ . 2, 395, 020 Steamers through pass...--...-- --....-..........-...... ..........----......-...... 1, 072 Barges through pass ......-...............------------------ ----............................... 587 922 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. LOCK AND DAM NO. 5. Owing to circumstances explained below, the operations or this dam have been irregular. The dam has been entirely up but one hundred and twenty-one days dur- ing the year. It was up from the beginning of the year (July 1) until September 18, 1881, when it was lowered for a rise. It went down without any difficulty, all down and secured by seven men in two and three-quarter hours. Preparations were made to raise September 23, 181, when it was found that the lock section of the tripping bar lacked about four inches of being back to place. A strong effort was made to force it out, three men working on the double purchase, but it refused to move. An examination right away after showed the bar broken in two, between the second and third props from the lock. It was undoubtedly broken, "buckled" by the unreason- able effort made to force it out. It appears to have been off the guides at the far end, It should, of course, have been examined and righted when it was found that a mod- erate force would not move it. Authority having already been given to try the Pasquean hurters on a section of either dam 4 or 5, the broken bar was entirely re- moved and measures taken to place the improved hurters on the whole section. Meanwhile the dam was raised (all up September 29, 1881), dependence being had on lowering the lock section by pulling ahead on the top of the wicket and displacing the prop by a hook or lever from below. The dam was lowered twice in this way, November 1 and 25, without serious difficulty. The first time it took seven men eight and one-quarter hours, and the second time the same number of hands nine hours to get everything secure. The extra time taken to lower was not all used on the lock section, for in both instances trouble was had with the tripping bar on the pier side, It got fast both times before the wickets were all tripped, and could not be moved till after the "head" had been a good deal reduced by lowering on the lock side. Oa the 25th a considerable difficulty was experienced, too, in getting the bridge down, occasioned by drift among the trestles. The dam has not been entirely raised since November 25, 1881. Three of the new hurters were placed last fall when the water got too cold for diving. So far this season, excepting about two weeks last month, the water has been either too high or too muddy for the work. There are now fourteen of the new hurters in. About two weeks more of comparatively low, clear water will be required to place the remaining eighteen. Owing to the good stages of water so far this season, navigation has been but little inconvenienced by the dam being down. The Pasquean hurters are adapted to the old slides, and as the change is made without coffering (by the use of long tools operated out of water and by diving), it is done at small expense. It is hoped that the new hurters will turn out a decided improvement. The following summaries of records for the year, kept at the lock, are given: Steamers Steamers Barges Barges Rafts up. down. up. down. down. Through pass ...................... ............ .. 1,013 1, 016 350 346 12 Through lock......................................... 38 388 91 67 8 Totals...................................1, 398 1, 404 441 413 20 Total number of lockages, 720. pa a Through pass........ ...................................... 2, 661, 796 1, 400 15, 000 Through lock................. ....... ...... ............. 107,475 650 7,429 Totals................. .. .............................. 2, 769, 271 2, 00 22, 429 APPENDIX G. 923 LOCK No. 6. At the close of the last fiscal year the contractors for this lock, Messrs. Harris & Black, had placed the cribs for the upper line of the coffer dam, and had them par- tially filled. During the remainder of the season, although the stage of water was exceptionably favorable, the work of placing the coffer and dredging within it was so slowly conducted that it was not until October 8, 1881, that pumping was begun. The great delay and lack of progress during this so favorable season has had a great retarding effect upon this work, which otherwise might have been one-half finished last year. The laying of masonry began October 25, and was continued without inter- ruption until December 14, 1881, when work in the river was suspended for the win- ter and the season of high-water. The quarry and cutting force was kept employed during the winter when the weather would permit, but neither then nor since has there been as full a force of stone-cutters at work as the magnitude of the work would justify. Pumping was resumed April 7, 1882. The coffer-dam has been overflowed and pumped out four times since that date. Up to June 1 there had been but sixteen days in which ma- sonry was set. June was a good month, and work in the coffer was uninterrupted till the 29th, when a rise occurred. The water has since then been pumped out again, and masonry was recommenced on July 7. There are now, including 364 yards of concrete, 3,441 cubic yards of masonry in place, located as follows, measuring from the head of the lock down: Land wall. River wall. Feet. Feet. Foundation courses, linear feet -- ... .......................... .. ... .........-- ... 344 200 To level of top of the miter sill ............ ........................... 336 166 i. Course above sill, 2 feet rise.............................................. 332 79 2. Course above sill, 23 inches rise... --... ----.... ...... ........ ... --........ ..... 327 76 3. Course above sill, 22 inches rise..--. -....... ............... ............... 280 73 4. Course above sill, 21 inches rise............................................ 170 69 5. Course above sill, 21 inches rise............................................ 8 28 The wing wall has not been begun as yet. In the chamber at the head, the con- crete foundation, the three cross sills, the miter sill, paving about miter sill, and the floor of the gate recess are complete. Foundation.--Therock is found at a depth of from 9 to 12 feet below low-water, and is much softer than that found at the other works. The top is so soft that it can readily be removed by the pick. In places it has been necessary to excavate it to a depth of 2j feet to secure a suitable foundation, and it is possible more than that will be removed at the lower end. The last bottom stones placed in the land wall are about 14 feet below low-water reference. This, together with some errors in the original borings for rock, will increase the quantity of masonry over the approximate estimate. The increase of masonry at the lower end of the rock, owing to the greater depth found necessary, will probably be about 200 yards. When the coffer was pumped out this spring it was found that a large quantity of material, nearly all sand, had been de- posited by the winter's floods. There were about 11,000 yards of it. As stated above, the coffer has been flooded four times this season, though for a short period each time,. and during a not very high stage of water. The deposit from these floodings has not been great, but one occasion brought in several hundred yards. The great deposit during the winter was undoubtedly partially owing to the prolonged stage of high-water, and may prove to be exceptional. It is primarily owing, I think, to the location of the lock in the lee of Blaine's Island, a sandy point of which about 1,200 feet up the stream doubtless furnished some of this material. It is to be hoped that the deposit will prove to be exceptional, as otherwise it will be a source of considerable trouble and expense to the finished work. The following is an estimate of future liabilities on account of the contract with Harris & Black : Estimated cost of lock, as per contract ...- ............-..... .... -.... $156, 277 00 Deduct amounts paid, including June estimate...... . .----....... .-.... 56, 803 89, Approximate balance ............................................ 99,473 11 Assistant Engineer A. M. Scott has charge of this work under myself, and is assisted by Inspector E. H. Kirlin and Assistant Engineer Thomas Jeffries. The steamboat hull, for which proposals were received July 1, 1881, was built by the contractor, and the machinery of the steamer Katydid, purchased last summer, was moved to the new boat, which, under the name of the Bee, began work in the 924 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. spring. It has been employed in assisting the dredge while at work, and on inspec- tions and in paying off. Lock-houses for locks 3, 4, and 5 were placed under contract and completed during the year. They are all alike, and resemble, with slight modifications, looking towards economy, the usual form of " company officers' quarters," as adopted by the Quarter- master's Department of the Army. The telephone line was extended from No. 3 to Kanawha Falls, the line being placed on the lines of the Chesapeake and Ohio Rail- road Company through the courtesy of the general manager, Mr. C. W. Smith. By this line the locks are kept constantly informed as to the stage of water as shown by the Kanawha Falls gauge. By the telegraph and postal cards from Hinton we are kept informed as t tohe stage of water on New River and any floods coming down that stream ; but from time to time come rises out of Gauley River, which we know little of except as shown by the Kanawha Falls gauge. It is as often a matter of interest to know that the water is not going to rise as that it will; and it, is more frequently a question," Can we keep the dams Nos. 4 and 5 up ?" than to know that they must go. To extend the telephone line up the Gauley River 15 miles, to establish a gauge, to instruct a reliable observer and operator, would be expensive, and I have hesitated to recommend it, but very often it is shown how very convenient it would be. During the season of high-water in the winter there became manifest certain en- gineering points ir, connection with dam No. 3, which were of importance in them- selves and in their relation to No. 2. These points were discussed through corre- spondence, there being no opportunity for personal consultation; and in accordance with your suggestion I applied for a visit from and consultation with, as to these points, a Board of Engineer Officers, detailed in connection with the building of a bridge across the Ohio River above Point Pleasant. After several months' delay this Board of Engineers examined the river during May 16 to 19, 1882, and in June a visit was made by one of the members. The letter of instructions to the Board from the Chief )ofEngineers placed the whole subject of the improvement of the Kanawha River for examination and report by the Board. As a copy of the letter of instructions to this Board had never been received at this office, I was not prepared to submit to it a definite plan for future work at No. 6, especially as the matter of the abutment and dam there had never been placed in my charge, nor my views thereon invited. The nature of the report of this Board is not yet known to me; but whatever it is, it cannot possibly represent my matured ideas on this part of this improvement. Preparation of plans for future work, especially at No. 2, has been of course sus- pended until this Board renders a report and action is had thereon. Very respectfully, your obedient servant, E. H. RUFFNER, Captain of Engineers. Lieut. Col. W. P. CRAIGHILL, Corps of Engineers. Abstract of proposalsfor lock-houses for Great Kanawha River, opened July 27, 1881. Lock No. 3. Lock No.4. Lock No. 5. No. Names. Brick. Frame. Brick. Frame. Brick. Frame. 1 John Gilliland-..... ... $4, 362 50 ------------------------ $4, 295 20 2 F. M. Stone and Mason M. Rusk... $5, 975 00 ..--.....---.. $5,975 00 -.....- $5, 976 00 ..---.------ 3 Elisha Milton Stone and Mason Matthew Rnsk ...........--- ..--- ..........4, 875 00 .......... $4, 875 00 .......... 4, 875 00 4 John Morean ............. .............. 4,725 00 . . 4, 725 00 .......... 4,725 00 5 John W. Garcelon and John Gresham ......---------------...... .. .. 6,840 0 .......... 6,72 0 .......... 6,660 00 .......... 6 John W. Garcelon and John -----------......... Gresham --------------------..................... 5,700 00 . . 5, 60000 ........ 5,550 00 7 Martin V. Smith and John Fulks.. 6, 100 00 4, 850 00 6, 100 00 4, 850 00 6,100 00 4, 850 00 Contract with John Gilliland for frame houses at Locks Nos. 3 and 5, and with John Morgan for frame at No. 4. APPENDIX G. 925 Abstract of proposals for building a side dumping scow, improring Great Kanawha River, West Virginia, opened June 15, 1882, by Capt. E. H. Ruffner, Corps of Engineers, at Charleston, W. Va. No. Name of bidder. Residence of bidder. offArront bid. Remarks. 1 A. C. Hastings, E. T. Catlettsburg, Boyd Coun- $1, 100 To be finished in forty days and de- Spencer. ty, Kentucky. livered at Point Pleasant, the river permitting. 2 J. E. Thayer ...... Charleston, K an a wha 1, 075 To be finished in sixty-six days County, Vest Virginia. from notification of award and delivered at Charleston, W. Va. Contract with J. E. Thayer. UNITED STATES ENGINEER OFFICE, Charleston, Kanawha County, West Virginia, July 12, 1882. SIR: I have caused to be prepared from the records of this office, thinking it might be o f interest in the annual report, a statement showing the total and average operating expenses of locks and dams 4 and 5 from the time when they were completed to the end or the past fiscal year. This statement omitted, of course, the new lock-houses and the new diving apparatus at Lock No. 4, but it includes the new service boats at both places, and the new heurters at No. 5. It fairly represents the ordinary expenditures at each lock, and ordinary repairs, besides someextra expenses called for fromn the lo- eation of Lock No. 5, and the change from the tripping-bar to the Pasquean system on half of the pass. Total expenditures from August 6, 1880, date of completion, to June 30, 1882, or twenty-three months, nearly : Lock No. 4-----------............. ... ..... ..................... .........----------...... $4,506 33 Lock No. 5 .............................................................. 5, 862 57 Average monthly expenditure during the same period: Lock No. 4........................... ................. ........... ...... . $195 95 Lock No. 5...........------------------..................----------------..............-----------................... 254 89 You are, of course, aware that extra grading, extra riprap, and accidents to the weir have called for expenses at No. 5 which have not been incurred at No. 4. From the two we may say that the average monthly expenditure at a movable dam, with its lock, on the Kanawha River, has been thus far $225.40, or at the rate of $2,705 per year. Very respectfully, your obedient servant, E. H. RUFFNER, Captain of Engineers. Lieut. Col. W. P. CRAIGHILL, Corps of Engineers. 3. UNITED STATES ENGINEER OFFICE, Charleston, Kanawha County, West Virginia, August 8, 1882. SIR: Upon the 1st of August the gauge records of this office completed a term or ten years, and a mean of the days during each month in which the gauge read above the various even foot readings was compiled by me from this record. I inclose you a table which I thought might be of some interest to you-it is to me- showing this record up to 10 feet, and also the record for 1881 and 1882. If you will examine that for 1881 you will see how the water kept above the average until May and then sunk persistently below until November, when the average was slowly re- covered, until in December it was exceeded. From then until April it showed marked increase, particularly in the 10-foot stages; and in April the lower stage allowed ma- sonry to go on at No. 6, in variance to past experience. In May, June, and July you will see that the river work has suffered for the benefit of the coal interests, which 926 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have enjoyed fifty-one days during that interval, against the average of twenty-eight. In fact, from December 1 to August 1-eight months-there were only seventy-one days when the gauge read lower than 6 feet, the average being 1061, and one month and five days were added to the navigation interests. It is noteworthy that this period has not been marked by sudden high or destructive floods. Very respectfully, your obedient servant, E. H. RUFFNER, Captain of Engineers. Lieut. Col. W. P. CRAIGHILL, Corps of Engineers, U S. . A. Comparison with the average for ten years of the records for 1881 and 1882, showing the number of days during which the water has been higher than an indicated gauge reading. Months. O 0 -j cr cI c: o - r ca January ... Average........................ Days. D Days. aays.Days. 30k Days. Days. Days. Days. Days. Days]Days. 291 251 201 t161 131 101 8 1881.-. .. . ...... -- . ..-------..... . 28 25 23 21 18 14 7 5 1882 .................. . ..------. ...--- .... . 31 31 31 30 28 27 24 22 February .. Average........... 1881 ... ......... ...... . 287..1 28 28 24 28 21 24 1517 10 13 8 It 7 8 1882...............------ ------------...... 28 28 28 28 24 19 17 16 March ..... Average .. .- -.----- ----. 31 31 30 27 19. 12 82 6 1881 -... .. .. ............ - 31 31 31 31 17 6 0 1882...-.......--------.------- 31 31 31 31 23 16 8 7 April ...... Average ......... ---.. -i. i - -- ---...... 30 29 24 16 9. 6 5 ...... ...... 1881...--------------...........---...... ----..... 30 30 30 15 10 8 7 1882.... . .. ... 30 25 17 9 2 0 0 May.. verage ............. .............. 31 28 22 1 12 8 6 4 1881... . .-- - .... -------- ------- 0 18 14 4 0 0 0 0 1882............... ---- .... ....... 31 31 31 26 17 13 9 6 June ...... Average ..........- - i---..--30 28 21 11- _ ..-- _---- ---- 1881......... .... ..... ...... 30 253 11 7 2 0 0 0 0 1882....................- .. . 30 30 30 21 13 2 . July ..-.... Average --------- .. 31 31 29 21 14 S ...... 1881 .. 1 1... 17 5 1 0 0 0 ..... ...... 1882............... _ 31 31 27 24 18 12 9 7 3 1 August.... Average .......... 31 301 28 in 8 i J5 _.... ..... 1o _.. . . -. 1881..-------......-------..... 31 17 7 0 0 0 .. ................ 1882............... ...-------------... --------...... ..... ----------------....-----....--- .... ...... ---...-- ..--.... -------...... ---.... September . Average ..........----- 291 28 22 1:: i --- .... -.. .. ._-. ,_ 1881............... 26 13 11 7 5 4 3 2 2 1 1 1882.. ... ......... . . i--- .. .. ~.. ~ . ---... I. ..... ... .. .- .... ..... . ... ...... 1882 - -- -- -- - October.... Average ............. . 30 21 14 7 3 1.... .. ........ 1881........----. ...... 28 2 0 0 0 0 1882.....---.....--....------------------------------------. .------------------ 1882------------- 1881.....-:::::-. 29 25 17 10 4 3 0 0 . .. 1882................ . . ..... . ... .-...- .-.-.-.-. December. Average .......... i.... ...... 31 :0) 29 19 14 11 7 6 4 1881 ........... ... ...... ...... 1 30 1 20 14 13 11 11 10 1882.............. .---- --------- ..--------- --------- ------ ..------...----- REPORT OF BOARD OF ENGINEERS. DETROIT, MICH., June 21, 1882. GENERAL: The Board of Engineer officers, constituted by Special Orders 24, current series, from Headquarters Corps of Engineers, to ex- amine and report upon the work of improvement completed, in prog- APPENDIX G. 927 ress, and p)roposed( for the Great Kanawha River, West Virginia, have the honor to submit the following report. For its guidance the Board was furnished with the following letter of instructions: OFFICE OF THE CIIIEF OF ENGINEERS, UNITED STATES AnLvY, Washington, D. C., March 25, 1882. Sin: The two movable dams now in operation on the Great Kanawha being the first constructed in America, and therefore an experiment as to their adaptability to the methods of navigation in this country, it is desired by the officer in charge of the im- provement of that river to have them and other works carefully inspected by a Board of experienced Engineer officers of which he is not a member, in order that their judg- ment may be had as to the suitableness of the arrangements already made at locks and dams 4 and 5, and as to the improvements that may be introduced there and else- where on the river. It is with this view that the Board of Engineer officers designated in Special Or- O 22 a rd U : o'a 0 .n a 22 k 5 Locality. o FS E ~