49TH CONGRESS, HOUSE OF REPRESENTATIVES. Ex. Doc. 1, 2d ession. Ipt. 2, vol. II. ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, TO THE SECRETARY OF WAR, FOR THE YEAR 1886. IN THREE PARTS. PART I. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1886. ERRATA FOR ANNUAL REPORT OF THE CHIEF OF ENGI- NEERS, U. S. ARMY, FOR 1886. Page 541.-Heading Improvement of navigation in the Back Cove, Portsmouth Harbor, New Hampshire, should read- Improvement of navi- gation in the channel of Back Cove, Portland, Maine. Page 555.-In estimate, fourth line, change $2 to $1 Page 1161.-First line, after the word presumably, insert interested Page 1165.-Fourth line from bottom, change 30 feet to 80 feet Page 1171.-Paragraph 2, first line change 1870 to 1876, Page 1176.-Seventh line from bottom, change 4 to 5 Page 1208.-Fifteenth line from bottom, change $15,154.83 to $15,164.83. Page 1230.-Third paragraph from bottom, third line, change those short crises to three short rises Page 1231.-Second table, 6th column, box heading, 29 feet should be 26 feet First table, 9th column, box heading 29 feet should be 26 feet Page 1246.-Ending fourth paragraph insert, Major Stickney in his report of 1884, saying " the detailed plans for locks not being completed, no new estimate is presented, but it is probable that the cost of such locks as are deemed suitable for the work will increase the estimate somewhat." Page 1252.-End of fourteenth line, change 0.0 feet to 0.05 feet Fifteenth line, change 8.5 to .85 Twenty-first line, change 25 to .25 Page 1257.-Last paragraph, second line, change 74.07 to 7,407 Page 1258.-Ninth line, change feet to inch Page 1263.-To follow improvement of bayou Courtableau, Louisiana, insert : Appropriations for this work have been as follows: June 14, 1880 .....---.............. ..................... $7,500 March 3, 1881 ........................................ 7,500 July 5, 1884........ .... ..... ...... .... ..... ..... - ....-- 4, 000 To tal .- ....---- -......----- ------...... ---...... -....---- ......----.. ----.... 19, 000. Page 1267.-Fifth paragraph, third line, change $100,00 to $109,000; Page 1274.-Fifth paragraph, second line, change instrument to invest- ment. Page 1277.-Fourth paragraph, eleventh line, be subjected should be not subjected. Page 1278.-Fourth paragraph, sixth line, change 188.40 to 10,840 Eighth paragraph, seventh line, change rest to crest Page 1279.-Sixth paragraph, fourth line, change 664,364 to 66,436.4 Page 1283.-For last paragraph insert: Generally considered there has been a deepening since 1881 of from 1 to 2J feet over the whole area between the jetties, the greatest scour having taken place in the deepest water. The improvement in depth has extended for a distance of 2,000 feet beyond the end of the east jetty, though to a less degree than within. Beyond this there is a small area where no change has occurred, while beyond this again there has been a shoaling of four-tenths of a foot in the line of the channel and out to a depth of 12 feet. Behind the west jetty the water has shoaled from 1 to 4 feet, the great- est shoaling being found near the shore. From a point 1,000 feet beyond the " Clifton " and between the new channel and the founda- tion of the west jetty, laid in 1883, there has been a shoaling which extends out to the 12-foot depth. The decrease in depth is greatest near the jetty, and diminishes gradually toward the eastward. The bottom over this area is hard sand, and it is evident that the shoal- ing has been due to the banking up of the westerly sand*drift against the west jetty ; for in 1884 this sand bottom was found to extend 1j miles to the eastward of the west jetty, while now sand is only found in isolated spots farther to the eastward than 1,800 feet from the west jetty, and at certain points it completely covers the foundation and has overflowed to the west of the jetty. 2 Page 1284.-Omit paragraph (second from bottom) beginning with Behind the west jetty, &c. Page 12'7.-Fourth paragraph, second line, change 700 to 7,000 Page 1325.-Fifth and sixth lines, change $14,451 to '$14,541 Page 1327.-Four lines from bottom, change 720 to 750 Page 1329.-Fourth paragraph, fourth line, change 4,027,636 to 4,027.636. Fourth paragraph, seventh line, change 14,566,616 to 14,566.616. Page 1332.-Fifth paragraph, third line, change station No. 1 to station No. 4 Page 1334.-Under heading Improvement of Harbor at Brazos Santiago, Texas, change appropriated 1885-'86 to appropriated 1880-'86 Page 1341.-Paragraph next to the last, second line, change 1885 to 1884 Iage 1342.-Fortieth line, change 727,049.10 to 725,049.10 Page 1344.-Paragraph 2, tenth line, change drains to draws Page 1345.-Paragraph 6, sixteenth line, change 1879 to 1877 Page 1358.-Under commercial statistics, after the words lumber and timber feet B. M., change 100,000 to 1,100,000 Page 1363.-Six lines from bottom, change 1880 to 1883. Page 1372.-Paragraph 5, eleventh line, change two hundred and thirty to three hundred and twenty Page 1400.-Paragraph 5, last line, change $12,000 to $2,000. Page 1421.-Above money statement insert: ABSTRACT OF APPROPRIATIONS. By act approved June 18, 1878................. ..... .... $250,000 By act approved March 3, 1879* ........................ 100,000 By act approved June 14, 1880 ........................... 150, 000 By act approved March 3, 1881 ........... .............. 200,000 By act passed August 2, 1882 -_....-.................._.... 250,000 By act approved July 5, 1884.... .................. . 250, 000 Total ............... ...........-- ................. 1,200, 000 Page 1422.-Eleventh line from bottom change 4 to 3 Page 1447.-Third paragraph, ninth line, change 1854 to 1864, Page 1451.-Sixth paragraph, sixth line, after cubic yard insert of rock Page 1455.-Last paragraph, first line, change Dutch to Duck Page 1461.-First table, fifth column, opposite 1880, insert $4 First table, sixth column, opposite 1860, change $52,052.00 to $6,052.00 Page 1462.-Second taple, second column, fifth line, change 6,397.50 to 3,697.50 Page 1463.-Under the head of Comparison of estimates, &c., eighth column, fourth line, change 8,968.98 to 8,986.98 Page 1491.-Immediately above the last line insert expended during the fiscal year ending June 30, 1886, including outstanding liabilities, $2,469.46. Page 1551.-Contract was awarded to John J. Shipman, and was executed under date of September 26, 1885, transpose to precede A A 12. Page 1594.-Fourth paragraph, second line, change Dano to Dana Page 1595.-Eighth paragraph after Schoonmaker change chief to civil Eighth paragraph, end of fourth line, insert the Second paragraph from bottom, second line, after guard insert crib Page 1596.-To follow seventh paragraph: The following is from the records kept at the lock for the year. Ninth paragraph from bottom, second line, between the words up and the insert till Fifth paragraph from bottom, second line, change lowering to lowered Page 1597.-Fifth line, change 2,426,300 to 3,426,300 Seventh paragraph from bottom, third line, after the word anything insert of importance Page 1598.-Fourth paragraph, first line, change belted to bolted Fifth paragraph, first line, change Kiolin to Kirlin * Beginning seventh paragraph, change for several to the several Page 1613.-Last line, change 73.2 to 32.7 Page 1614.-Second paragraph, second line, after the word water insert It was maintained 250 days to lock No. 5, and was suspended 47 days by ice and high water, * Twenty thousand dollars set aside for testing Adam's Flume. 3 Page 1614.-Fifth paragraph, third line, between the and lowest insert next to the Page 1620.-Third table, fourth column, first line, change $744,400 to $774,400 Page 1635.-Eighth paragraph, fifth line, change $5,726.52 to $6,726.52. Page 1638.-Fourth paragraph, fourth line, insert feet after 6 and inches after .12 Page 1697.--Last paragraph, first line, change 2.8 inches to 2 feet 8 inches Page 1705.-Between twenty-fifth and twenty sixth lines insert Coal shipped out by rail, cars 2,400 Page 1762.-Last paragraph, first line, change 1886 to 1866. Page 1764.-In first paragraph, under heading "Improvement of Muskegon Harbor, Michigan," change the word stream to channel in first line. Page 1767.--Fourth paragraph from bottom, third line, change 45 to 4.5 Page 1768.-Third paragraph from bottom, last line, after 1868, insert 1869, end crib and after condition insert 123 feet crib work of irregular width built previous to 1866, re-superstructured in 1884, in good con- dition, and 46 feet of crib work 20 feet wide, built in 1868, re-super- structed in 1884, in good condition. Page 1769.-Eighth paragraph, change 1886 to 1866 Page 1774.-Second paragraph, fourth line, change 90 feet to 30 feet Page 1778.-Ninth paragraph, fourth line, after the words paid for insert leaving 46,527 cubic yards which was paid for Page 1781.-Under Money Statement, tenth line, to follow project, insert modified as proposed Page 1783.-In second table, third box-heading, Hercules powder, change 1,000 pounds to 4,000 pounds. Page 1792.-Next to last line, change 1856 to 1855, Page 1794.-Second paragraph, third line, line, change .1866 1866 to to 1868 Fourth paragraph, seventh line, change the slopes to side slopes Page 1796.-Eighth paragraph, second line, change 1881 to 1871 Page 1801.-Third paragraph, second line, change constructed to ob- structed Page 1802.-Fifth paragraph, seventh line, after practically insert com- pleted Page 1823.-Sixth line from bottom, change 223,872 to 323,872 Page 1824.-Fourth line from bottom, change 58,000 to 85,000 Page 1833.-Second table, abstract of bids for supplies opened April 2, 1886, should be as follows : Abstracts of bids for supplies required for the harbor of refuge, Lake Huron, received and opened by Lieut. Col. O. M. Poe, Corps of Engineers, on April 2, 1886, in accordance with advertisement dated March 23, 1886. No. Names and residences of bidders. Painters' Shi chandHardware. supplies. lery. 1 H. D. Edwards & Co., Detroit, Mich * .......... .$........... $45 81 ............ ..... 2 Farrand Williams & Co., Detroit, Mich..................... 50 36 ... .... 3 J. P. Donaldson & Co., Detroit, Mich....................... 52 10... 4 T. H. Hinchman & Son, Detroit, Mich........................ 54 20...................... 5 James E. Davis & Co., Detroit, Mich...................... 54 02 .... .................. 1 H. D. Edwards & Co., Detroit, Mich* ............................... $189 45.......... 2 J. P. Donaldson & Co., Detroir, Mich.................................. 198 50 ...... 1 2 James L. Fisher, Detroit, Mich. ... ....... ............ ........... $42 35 T. B. Rayl & Co., Detroit, Mich ......... ................ ............ 44 50 * Recommended for acceptance. Page 1836.-Fourth paragraph from bottom, change 20,000 to 20 Page 1860.-Seventh paragraph, second line, change $114,133.64 to . $114,183.64 Page 1872.-In abstract of contract, second column, third, fourth, and fifth lines, between the words per and foot insert M Page 1884.-Under second heading Commercial Statistics, amount of revenue col- lected should be $156,663.71 Page 1891.-Sixth paragraph from bottom, fourth line, change 1886 to 1885, Fourth paragraph from bottom, change 500 to 568 Page 1893.-Third paragraph, fourth line, after pier head insert in 1869 CONTENTS. [Alphabetical Index will be found at the end of each Part.] PART I. EXTRACT FROM REPORT OF THE SECRETARY OF WAR....................... XVii OFFICERS OF THE CORPS OF ENGINEERS .--...-----.............................. 3 SEA-COAST AND LAKE FRONTIER DEFENSES. General discussion .---..... ................ ......-----....--.......................--- 4 ESTIMATES OF APPROPRIATIONS FOR 1887-'88................................ 5 NORTHERN FRONTIER.-Ft. Wayne, Mich., 5; Ft. Porter, N. Y., Ft. Niagara, N. Y., 6; Ft. Ontario, N. Y., Ft. Montgomery, N. Y., 7. THE PENOBSCOT, ME.-Ft. Knox, 7. THE KENNEBEC, ME.-Ft. Popham, 8. PORTLAND, ME.-Ft. Gorges, Ft. Preble, 8; Ft. Scammel, battery on Portland Head, 9; batteries on Cow Id., batteries on Great Hog Id., 10. PORTSMOUTH, N. H., AND NAVY-YARD AT KITTERY, ME.-Ft. McClary, Ft. Constitution, 10; battery on Gerrish's Id., battery on Jerry's Point, 11. BOSTON AND NAVY-YARD AT CHARLESTOWN, MASS.-Ft. Warren, battery at Long Id. Head, Ft. Winthrop, 12; Ft. Independence, 13. NEW BEDFORD, MASS.-Fort at Clark's Point, 14. NARRAGANSETT BAY, R. I.-Ft.*Adams, 14; defenses of Dutch Id., 15. NEW LONDON HARBOR ANDLNAVY-YARD, CONN.-Ft. Trumbull, 15; Ft. Griswold, 16. NEW HAVEN, CONN.-Ft. Hale, 17. NEW YORK AND NAVY-YARD AT BROOKLYN.-Ft. Schuyler, fort at Willets Point, 17; defenses of Governor's Id., sea-wall on Governor's Id., 18; Ft. Wood, Ft. Hamilton and additional batteries, 19; mortar battery at Ft. Hamilton, Ft. Lafayette, Ft. Wadsworth, 20; fort on site of Ft. Tompkins, Glacis Gun Battery (n. of fort on site of Ft. Tompkins), 21; Glacis Mortar Battery (s. of fort on site of Ft. Tompkins), Battery Hudson, 22; South Mortar Battery, North Cliff Battery, 23; South Cliff Battery, Two-gun Bat- tery near fort on site of Ft. Tompkins, fort at Sandy Hook, 24. PHILADELPHIA AND LEAGUE ISLAND NAVY-YARD.-Ft. Mifflin, mortar battery at Ft. Mifflin, 25; site for defenses at Red Bank, Ft. Delaware, 26; battery at Finn's Point, mortar battery at Finn's Point, fort opposite Ft. Delaware, 27; mortar battery opposite Ft. Delaware, 28. BALTIMORE, MD.-Ft. McHenry, 28; Ft. Carroll, 29. WASHINGTON, D. C.- Ft. Foote, 29; Ft. Washington, obstructions of the Potomac, 30. HAMPTON ROADS AND GOSPORT NAVY-YARD, VA.-Ft. Monroe, 30; artesian well at Ft. Monroe, Ft. Wool, 32. BEAUFORT HARBOR, N. C.-Ft. Macon, 33. WILMINGTON, N. C. Ft. Caswell, 34. CHARLESTON, S. C.-Ft. Moultrie, Ft. Sumter, 34; Ft. Johnson, 35; Castle Pinckney, :36. SAVANNAH, GA.-Ft. Oglethorpe, Ft. Pulaski, 36; new fort on Tybee Id., 37. CUMBERLAND SOUND.-Ft. Clinch, 37. SAINT AUGUSTINE, FLA.- Ft. Marion. 38. KEY WEST, FLA.-Ft. Taylor and batteries, 38. HARBOR OF DRY TORTUGAS, FLA.-Ft. Jefferson, 39. PENSACOLA HARBOR AND NAVY-YARD. FLA.- Ft. Pickens, Ft. Barrancas and redoubt, 40; Ft. McRee. 41. MOBILE, ALA.-Ft. Morgan, Ft. Gaines, 41. MISsISSIPPI SOUND.-Fort on Ship Island, 42. NEW OR- LEANS. LA.-Ft. Pike, 42; Ft. Macomb, Tower Dupr6, Battery Bienvenue, tower at Proctorsville, 43; Ft. Jackson, Ft. St. Philip, Ft. Livingston, 44. GALVESTON, TEx.-Batteries at the entrance to the harbor of Galveston, 45. SAN DIEGO HAR- BOR, CALIFORNIA.--Fort at San Diego, 45. SAN FRANCISCO, NAVY-YARD AT MARE ISLAND, AND ARSENAL AT BENICIA, CAL.-Ft. Winfield Scott, 45; fort at Lime Point, 46; fort on Alcatraz Id., Ft. Mason, batteries on Angel Id., 47. DEFENSES OF THE COLUMBIA, OREG., AND WASH.-Ft. Stevens, Ft. Canby, 47. II CONTENTS. THE BOARD OF ENGINEERS. Officers constituting Board, Fortifications., 49; Rivers and Harbors, 49; Coastdefenses, Torpedo defense, 50; Estimatefor service of torpedoes, 51. POST OF WILLETS POINT AND ENGINEER SCHOOL OF APPLICATION.. 52 BATTALION OF ENGINEERS AND DEPOT AT WILLETS POINT, NEW YORK HARBOR ..----------------------------- 53 RIVER AND HARBOR IMPROVEMENTS. GENERAL STATEMENT .............-------.........----........... ................---- ---. 53 ATLANTIC COAST AND GULF OF MEXICO. IN CHARGE OF MAJ. JARED A. SMITH, CORPS OF ENGINEERS- Lubec Channel, Me., 54; Bangor Harbor and Penobscot River, Me., Moose-a-bec Bar, Me., 55; Belfast Harbor, Me., Rockland Harbor, Me., 56; Portland Harbor, Me., Kennebunk River, Me., 57; breakwater at mouth of Saco River, Me., Saco River, Me., Portsmouth Harbor, N. H., 58; Cocheco River, N. H., harbor of refuge at Little Harbor, N. H., 59; examination and survey, 60. IN CHARGE OF MAJ. GEORGE L. GILLESPIE, CORPS OF ENGINEERS- Newburyport Harbor, Mass.,60; Merrimac River, Mass., 61 ; Scituate Harbor, Mass., 62; Boston Harbor, Mass., 63; Plymouth Harbor, Mass., 64; Provincetown Harbor, Mass., Lynn Harbor, Mass., 65; Malden River, Mass., 66; harbor of refuge at Sandy Bay, Cape Ann, Mass., 67. IN CHARGE OF LIEUT. COL. GEORGE H. ELLIOT, CORPS OF ENGINEERS- Harbor of refuge at Hyannis, Mass., harborof refuge at Nantucket, Mass., 68; Wood, s Holl Harbor, Mass., 69; Westport Harbor, Mass., Wareham Harbor, Mass., 70; Taunton River, Mass., 72; Pawtucket River, R. I., 73; Providence River and Narra- gansett Bay, R. I., 74; Green Jacket Shoal, Providence River, R. I., Warren River. R. I., Newport Harbor, R. I., 75 ; harbor of refuge at Block Island, R. I., 77; Little Narragansett Bay, R. I., harbor of refuge at Stonington., Conn., 78; Pawcatuck River, R. I., and Conn., removing sunken vessels or craft obstructing or endanger- ing navigation, 80. IN CHARGE OF LIEUT. COL. D. C. HOUSTON, CORPS OF ENGINEERS-- Connecticut River, Mass. and Conn., 81; Thames River, Conn., 82; New London Har- bor, Conn., Clinton Harbor, Conn., 83; New Haven Harbor, Con., Breakwater at New Haven, Conn., 84; Milford Harbor, Conn., Housatonic River, Conn., 85; Bridge- port Harbor, Conn., 86; Black Rock Harbor, Conn., Southport Harbor, Conn., 87; Norwalk Harbor, Conn., Port Chester Harbor, N. Y., 88; New Rochelle Harbor, N. Y., Echo Harbor, New Rochelle, N, Y., 89; Mamaroneck Harbor, N. Y., Greenport Har- bor, N. Y., Port Jefferson Harbor, N. Y., 90; Flushing Bay, N. Y., East Chester Creek, N. Y., 91. IN CHARGE OF LIEUT. COL. WALTER MCFARLAND, CORPS OF ENGINEERS-- Hudson River, N. Y., 92; harbor at Saugerties, N. Y., 93; harbor at Rondout, N. Y., Harlem River, N. Y., 94; removing obstructions in East River and Hell Gate, N. Y., 95; Newtown Creek, N. Y., 96; Buttermilk Chanel, N. Y., 97; Gowanus Bay, N. Y., Gedney's Channel, N. Y., 98; Sheepshead Bay, N. Y., 100; Canarsie Bay, N. Y., 101; Sumpawanus Inlet, N. Y., Manasquan River, N. J., 102; Shrewsbury River, N. J., 103; harbor at Keyport, N. J., Mattawan Creek, N. J., 105; Cheesequakes Creek, N. J., Raritan Bay, N. J., 106; Raritan River, N. J., 107; South River, N. J., 108; Woodbridge Creek, N. J., Rahway River, N. J., 109; Elizabeth River, N. J., channel between Staten Island and New Jersey, 110; Passaic River, N. J., 111. IN CHARGE OF LIEUT. COL. HENRY M. ROBERT, CORPS OF ENGINEERS- Delaware River from Trenton, N. J., to its mouth, 113; Delaware River at Schooner Ledge, Delaware River near Cherry Island Flats, 115; Frankford Creek, Pa., Schuyl- kill River, Pa., 116; ice-harbor at Marcus Hook, Pa., 117; ice-harbor at the head of Delaware Bay, Del., construction of iron pier in Delaware Bay, near Lewes, Del., 118; Delaware Breakwater Harbor, Del., 119; Rancocas River, N. J., 120; Wood- bury Creek, N. J., Mantua Creek, N. J., Raccoon River, N. J., 121; Salem River, N. J., Cohansey Creek, N. J., 122; removal of wrecks from Delaware Bay and River. removing sunken vessels or craft obstructing or endangering navigation, United States commission advisory to the board of harbor commissioners of Philadelphia, Pa., 123. CONTENTS. III IN CHARGE OF MR. WILLIAM F. SMITH, U. S. AGENT- Maurice River, N. J., Wilmington Harbor, Del., 124; ice-harbor at New Castle, Del., 125; Duck Creek, Del., Saint Jones River, Del., 126; Mispillion Creek, Del., 127; Broadkiln River, Del., Broad Creek, Del., from its mouth to Laurel, 128; Indian River, Del., Susquehanna River above and below Havre de Grace, Md., 129; Chester River at Kent Island Narrows, Md., Chester River from Spry's Landing to Crump- ton, Md., 130; Corsica Creek, Md., Cjoptank River, Md., 131; Wicomico River, Md., Upper Thoroughfare, between Deil's Island and the ma illl nd, Md., 132. IN CHARGE OF LIEUT. COL. WILLIAM P. CRAIGHIILL, CORI'S OF ENGINEE:RS- Patapsco River and channel leading to Baltimore Md., 133; harbor at Annapolis, Md., 134; removing sunken vessels or craft obstructing or endangering navigation, 135. IN CHARGE OF MAJ. PETER C. HAINS, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A.- Harbors at Washington and Georgetown, D. C., 135; Potomac River at Washington, D. C., 136; James River, Va., 137; Shenandoah River, W. Va., 139. IN CHARGE OF MR. S. T. ABERT, U. S. AGENT- Channel at Mount Vernon, Va., 139; Neabsco Creek, Va. ; Breton Bay, Leonardtown, Md., 140; Nomini Creek, Va.; harbor at entrance of Saint Jerome's Creek, Md., 141; Rappahannock River, Va.; Totusky River, Va., 142; Urbana Creek, Va.; Mattaponi River, Va., 143; Pamunky River, Va.; York River, Va., 144; Chicka- hominy River, Va., 145; Staunton River, Va., 145, 146; Dan River, between Mad- ison, N. C., and Danville, Va., 146; Roanoke River, N. C.; French Broad River, N. C., 147; examination aqueduct bridge, 148. IN CHARGE OF CAPT. F. A. HINMAN, CORPS OF ENGINEERS- Harbor at Norfolk, Va., 148; approach to Norfolk Harbor and the (Norfolk) Navy- Yard, between Lambert's Point and Fort Norfolk, Va., 149; Appomattox River, Va., 150; Nottaway River, Va., 151; Blackwater River, Va., Archer's Hope River, Va., 152; North Landing River, Va. and N. C., 153; Edenton Bay, N. C., Currituck Sound, Coanjok Bay, and North River Bar, N. C., 154; Meherrin River, N. C., 155; Pamplico and Tar rivers, N. C., 156; Yadkin River, N. C., 157; Scuppernong River, N. C., 158; removing sunken vessels or craft obstructing or endangering naviga- tion, 159. IN CHARGE OF CAPT. WILLIAM H. BIXBY, CORPS OF ENGINEERS- Contentnea Creek, N. C., 159; Trent River, N. C., 160; Neuse River, N. C., 162; in- land navigation from New Berne to Beaufort Harbor, via Clubfoot, I-Iarlowe, and Newport rivers, N. C., 163; harbor at Beaufort, N. C., 164; New River, N. C., 165; Cape Fear River, above Wilmington, N. C., 166; Cape Fear River, below Wilming- ton, N. C., 168; Great Pe Dee River, S. C., 169; Waccemaw River, S. C., 170; harbor at Georgetown, S. C., 172; Santee River, S. C., 173; Wateree River, S. C., 174; re- moving sunken vessels obstructing or endangering navigation, 175. IN CHARGE OF COL. Q. A. GILLMORE, CORPS OF ENGINEERS, BVT. MA.T. GEN., U. S. A.- Charleston Harbor, S. C., 176; Wappoo Cut, S. C., 178; Asjiley River, S. C., Edisto River, S. C., 179; Salkiehatchie River, S. C., 180; Savanah Harbor and River, Ga., 181; Savannah River, Ga., 183; Savannah River above Augusta, Ga., 184; Saint Augustine Creek (Thunderbolt River), Ga., Rornerly Marsh, Ga., 1h5; Alta- maha River, Ga., 186; Brunswick Harbor, Ga., 187; entrance to Cumberland Sound, Ga. and Fla., 189; inside passage between Fernandina and Saint John's River, Fla., 190. IN CHARGE OF FIRST LIEUT. WM. M. BLACK, CORPS OF ENGINEERS- Saint John's River, Fla., 190; Upper Saint John's River, Fla., 191; Volusia Bar, Fla., Tampa Bay, Fla., 192; Apalachicola Bay, Fla., 193; Suwanee River, Fla., Key West Harbor, Fla., 194; Pease Creek, Fla., harbor at Cedar Keys, Fla., Manatee River, Fla., 195; Caloosahatchie River, Fla., Apalachicola River, Fla., 196; With- lacoochee River, Fla., removing sunken vessels or craft obstructing or endangering navigation, 197. IV CONTENTS. IN CHARGE OF CAPT. R. L. HOXIE, CORPS OF ENGINEERS- Ocmulgee River, Ga., Oconee River, Ga., 198; Flint River, Ga., Oostenaula and Coosa- wattee rivers, Ga., 199; Coosa River, Ga. and Ala., Chattahoochee IRiver, Ga. and Ala., 200; Alabama River, Ala., Taltapoosa River, Ala., 201; Cahaba River, Ala., 202; Conecuh--Escambia River, Fla. and Ala., Choctawhathee River, Fla. and Ala., 203; Bayou La Grange, Fla., harbor at Pensacola, Fla, ~O4. IN CHARGE OF MAJ. A. N. DAMRELL, CORPS OF ENGINEERS- Mobile Harbor, Ala., 205; Warrior River, Ala., Tombigbee River, from Fulton to Vienna, 206; Tombigbee River, below Vienna, 207; Black Warrior River, from Tuscaloosa to Daniel's Creek, Ala., Old Town Creek, Miss., Noxubee River, Miss., 208; Pascagoula River, Miss., harbor at Biloxi Bay, Miss., 209; Horn Island Pass, Miss., Pearl River, Miss., below Jackson, Pearl River, Miss., from Jackson to Car- thage, 210; Pearl River, Miss., between Edinburg and Carthage, 211; examina- tions and surveys, 211. IN CHARGE OF MAJ. W. H. HEUER, CORPS OF ENGINEERS- Inspection of the improvement at the South Pass of the Mississippi River, 212; Amite River, La., Tangipahoa River, La., 213; Tchefuncte River, La., 214; Tickfaw River, La., Bayou Teche, La., 215; connecting Bayou Teche with Grand Lake at Charenton, La., 216; Bayou Black, La., 217; Bayou Courtableau, La., 218; Bayou Terrebonne, La., Bayou La Fourche, La., 219; Calcasieu River, La., Calcasieu Pass, La., 220; Sabine Pass, Tex., 221; Sabine River, La. and Tex., Neches River, Tex., 222; removing sunken vessel or craft obstructing or endangering navigation, 223. IN CHARGE OF MAJ. S. M. MANSFIELD, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A.- Entrance to Galveston Harbor, Tex., 223; ship-channel in Galveston Bay, Tex., Trinity River, Tex., 224; Buffalo Bayou, Tex., channel over the bar at the mouth of Brazos River, Tex., Pass Cavado Inlet, to Matagorda Bay, Tex., 225; Aransas Pass and Bay, up'to Rockport and Corpus Christi, Tex., harbor at Brazos Santiago, Tex., 226; protection of river-bank at Fort Brown, Tex., 227. WESTERN RIVERS. IN CHARGE OF CAPT. ERIC BERGLAND, CORPS OF ENGINEERS- Red River, La. and Ark., 227; survey of Bayou Pierre, La., Cypress Bayou, Tex. and La., 229; Cane River, La., Loggy Bayou, Lake Bisteneau, and the Dorcheat, La., Ouachit. and Black rivers, Ark. and La., 230; Bayou Bartholomew, La. and Ark., Bayou Boeuf, La., 231; Tensas River and Bayou Macon, La., Bayou D'Arbonne, La., 232; Yazoo River, Miss., 233; Big Sunflower River, Miss., Tchula Lake, Miss., Tal- lahatchee River, Miss., 234; Yallabusha River, Miss., Steele's Bayou, Miss., 235; Big Black River, Miss., Big Hatchee River, Tenn., 236; South Forked Deer River, Tenn., water-gauges on the Mississippi River and it principal tributaries, 237. IN CHARGE OF CAPT. H. S. TABER, CORPS OF ENGINEERS- Removing obstructions in Arkansas River. Ark., Arkansas River at Pine Bluff, Ark., 238; Black River, Ark. and Mo., White River, Ark., 240; White River, above Buf- falo Shoals, Ark., 241; Saint Francis River, 242; Saline River, Ark., L'Anguille River, Ark., 243; surveys, 244. IN CHARGE OF MAJ. A. M. MILLER, CORPS OF ENGINEERS- Removing snags and wrecks from the MississiDpi and Missouri rivers, 244; Osage River, Kans. and Mo., 246; Gasconade River, Mo., 247. MISSISSIPPI RIVER COMMISSION-....-..........-.......... -............ 247 MISSOURI RIVER COMMISSION.......... .................. .... . . ...... 248 IN CHARGE OF CAPT. C. B. SEARS, CORPS OF ENGINEERS- Improvement of the Missouri River from Sioux City, Iowa, to Fort Benton, Mont., 248. IN CHARGE OF CAPT. JAMES B. QUINN, CORPS OF ENGINEERS-- Improvement of Yellowstone River, Mont. and Dak., 249. CONTENTS. V IN CHARGE OF MAJ. O. H. ERNST, CORPS OF ENGINEERS- Improvement of the Mississippi River from the mouth of the Illinois to the mouth of the Ohio, 249. IN CHARGE OF CAPT. E. H. RUFFNER, CORPS OF ENGINEERS- Improvement of the Mississippi River from Des Moines Rapids to the mouth of Illi- nois River, 249. IN CHARGE OF MAT. ALEXANDER MACKENZIE, CORPS OF ENGINEERS- Upper Mississippi River, operations of snag-boats and dredge-boats, Mississippi River from Saint Paul to Des Moines Rapids, 250; Mississippi River from Des Moines Rapids to mouth of the Illinois River, harbor of refuge in Lake Pepin, at Stock- holm, Wis., harbor of refuge in Lake Pepin, at Lake City, Minn., 251; removal of bar in Mississippi River opposite Dubuque, Iowa, ice-harbor at Dubuque, Iowa, Rock Island Rapids, Mississippi River, 252; Des Moines Rapids, Mississippi River, 253; operating and care of Des Moines Rapids Canal, dry-dock at Des Moines Rap- ids Canal, 254. IN CHARGE OE MAJ. CHARLES J. ALLEN, CORPS OF ENGINEERS- Preservation of Falls of Saint Anthony, Minn., 255; Mississippi River above the Falls of Saint Anthony, Minn., 256; construction of lock and dam on Mississippi River at Meeker's Island, Minn., 257; Chippewa River, Wis., 258; Chippewa River at Yellow Banks, Wis., Saint Croix River below Taylor's Falls, Minn. and Wis., 259; Minnesota River, Minn., 260; Red River of the North, Minn. and Dak., 261; lock and dam at Goose Rapids on Red River of the North, Minn. and Dak., 262; reser- voirs upon the headwaters of the Mississippi River, 263; surveys for reservoirs at the sources of the Mississippi, Saint Croix, Chippewa, and Wisconsin rivers, 264. IN CHARGE OF LIEUT. COL. J. W. BARLOW, CORPS OF ENGINEERS- Tennessee River, 264; Cumberland River, 266; Hiawassee River, 267; French Broad River, Tenn., Clinch River, Tenn., 268;'Duck River, Tenn., Caney Fork River, Tenn., 269; Little Tennessee River, Tenn., South Fork Cumberland River, Ky., 270. IN CHARGE OF LIEUT. COL. WILLIAM E. MERRILL, CORPS OF ENGINEERS, BVT. COL., U. S. A.- Ohio River, 271; operating and care of Davis Island Dam, Ohio River, 272; Monon- gahela River, W. Va., and Pa., operating and care of Lock and Dam No. 9, Monougahela River, Allegheny River, Pa., dam at Herr's Island, Allegheny River, 273; ice-harbor at mouth of Muskingum River, Ohio, Muskingum River, Ohio, 274; operating and care of locks and dams on the Muskingum River, Ohio, harbor of refuge near Cincinnati, Ohio, harbor of refuge at mouth of Great Kanawha River, W. Va., 275; examination and survey, 276. IN CHARGE OF MAJOR AMOS STICKNEY, CORPS OF ENGINEERS- Falls of the Ohio River at Louisville, Ky., Indiana Chute, Falls of the Ohio River, 276; Louisville and Portland Canal, Wabash River, Ind. and Ill., 277; White River, Ind., 279. IN CHARGE OF LIEUT. COL. W. P. CRAIGHILL, CORPS OF ENGINEERS- Great Kanawha River, W. Va., 279; Elk River, W. Va.; New River, from the mouth of Wilson, in Grayson County, Va., to the mouth of Greenbrier River, W. Va., 281. IN CHARGE OF CAPT. JAMES C. POST, CORPS OF ENGINEERS- Kentucky River, Ky., 282; operating and keeping in repair locks and dams on the Kentucky River, Ky., 283; Tradewater River, Ky., Big Sandy River, W. Va. and Ky., 284; Guyandotte River, W. Va., Little Kanawha River, W. Va., 285; Buck- hannon River, W. Va., 286. LAKE HARBORS AND RIVERS. IN CHARGE OF MAJ. CHARLES J. ALLEN, CORPS OF ENGINEERS- Harbor at Duluth, Minn., 287; dredging Superior Bay, Wis., 288; harbor at Grand Marais, Minn., 289. VI CONTENTS. IN CHARGE OF CAPT. CHARLES E. L. B. DAVIS, CORPS OF ENGINEERS- Ontonagon Harbor, Mich., 290; Eagle Harbor, Mich., Marquette harbor, Mich., 291; harbor of refuge at Grand Marais, Mich., 292; Manistique Harbor, Mich., harbor at mouth of Cedar River, Mich, 293; Menomonee Harbor, Mich. and Wis., Oconto Harbor, Wis., 294; Pensaukee Harbor, Wis., 295; Green Bay Harbor, Wis., harbor of refuge at entrance of Sturgeon Bay Canal, Wis., 296; Ahnepee Harbor, Wis., Kewaunee Harbor, Wis., 297; Two Rivers Harbor, Wis., 298; Manitowoc Harbor, Wis., Sheboygan Harbor, Wis., 299; Port Washington Harbor, Wis., 300; survey, 301. IN CHARGE OF CAPT. W. L. MARSHALL, CORPS OF ENGINEERS- Harbor of refuge, Milwaukee Bay, Wis., 301; Milwaukee Harbor, Wis., Racine Har- bor, Wis., 302; Kenosha Harbor, Wis., Waukegan Harbor, Ill., 303; Fox and Wis- consin rivers, Wis., 304. IN CHARGE OF MAJ. W. H. H. BENYAURD, CORPS OF ENGINEERS- Chicago Harbor, 1ll., 306; Calumet Harbor, Ill., 307; Illinois River, Calumet River, 308; survey, :309. IN CHARGE OF CAPT. D. W. LOCKWOOD, CORPS OF ENGINEERS- Charlevoix Harbor, Mich, 309; Frankfort Harbor, Mich., harbor of refuge at Portage Lake, Mich., 310; Manistee Harbor, Mich., 311; Ludington Harbor, Mich., Pent- water Harbor, Mich., 312; White River Harbor, Mich., Muskegon Harbor, Mich., . 313; Grand Haven Harbor, Mich., Grand River, Mich., Black Lake Harbor, Mich., 314; Saugatuck Harbor, Mich., South Haven Harbor, Mich., 315; Saint Joseph Harbor, Mich., Michigan City Harbor, Ind., 316. IN CHARGE OF LIEUT. COL. O. M. POE, CORPS OF EFGINEERS, BVT. BRIG. GEN., U. S. A.- Hay Lake Channel, Saint Mary's River, Mich., 318; Saint Mary's Fa'Ws Canal and River, Mich., operating and care of Saint Mary's Falls Canal, Mich., 319; dry-dock at Saint Mary's Falls Canal, Mich., harbor at Cheboygan, Mich., 32"; harbor at Thunder Bay, Mich., harbor at Au Sable, Mich., 321; Saginaw River Mich., har- bor of refuge, Sand Beach, Lake Huron, Mich., 322; steam launch or tug for har- bor of refuge, Lake Huron, Mich., 323; ice-harbor of refuge at Belle River, Mich., general repairs and renewals at Saint Clair Flats Ship ('anal, Mich., 324; operating and care of Saint Clair Flats Canal, Mich., Clinton River, Mich., 325; Detroit River, Mich., 326. IN CHARGE OF MAJ. L. COOPER OVERMAN, CORPS OF ENGINEERS- Monroe Harbor, Mich.,.326; Toledo Harbor, Ohio, 327; Port Clinton Harbor, Ohio, 329; Sandusky City Harbor, Ohio, 330; Sandusky River, Ohio, 331; Huron Harbor. Ohio, Vermillion Harbor, Ohio, 332; mouth of Black River, Ohio, 333; Rocky River, Ohio, Cleveland Harbor, Ohio, 334; Fairport Harbor, Ohio, 336; Ashtabula Harbor, Ohio, 337; Coneaut Harbor, Ohio, Dunkirk Harbor, N. Y., 338; removing sunken vessels or craft obstructing or endangering navigation, 339. IN CHARGE OF CAPT. EDWARD MAGUIRE. CORPS OF ENGINEERS- Erie Harbor, Pa., 339; Buffalo Harbor, N. Y., 340; Niagara River, N. Y., wilson Harbor, N. Y., Olcott Harbor, N. Y., 341; Oak Orchard Harbor, N. Y., Charlotte Harbor, N. Y., 342; Pultneyville Harbor, N. Y., 343; Great Sodus Harbor, N. Y., Little Sodus Harbor, N. Y., 344; Oswego Harbor, N. Y., 345; Sackett's Harbor, N. Y., 346. IN CHARGE OF MAJ. MILTON B. ADAMS, CORPS OF ENGINEERS-- Ogdensburg Harbor, N. Y., 346; Grass River at Massena, N. Y., 347; breakwater at Rouse's Point, Lake Champlain, N. Y., Swanton Ilarlor, Vt., Plattsburg Harbor, N. Y., 348; Burlington Harbor, Vt., 349; Otter Creek, Vt., Ticonderoga River, N. Y., 350. PACIFIC COAST. IN CHARGE OF LIEUT. COL. GEORGE H. MENDELL, CORPS OF ENGINEERS-- Oakland Harbor, Cal., 350; Wilmington Harbor, Cal., 351; Redwood Harbor, Cal., removal of sunken vessels or craft obstructing or endangering navigation, 352. CONTENTS. VII IN CHARGE OF COL. C. SEAFORTH STEWART, CORPS OF ENGINEERS-- Harbor at San Diego, Cal., 353. IN CHARGE OF CAPT. A. H. PAYSON, CORPS OF ENGINEERS- Humboldt Harbor and Bay, Cal., 353; San Joaquin River, Stockton and Mormon sloughs, Cal., 354; Mokelumne River, Cal., Sacramento and Feather rivers, Cal., 355; Colorado River, Nevada, Cal., and Ariz., 356. IN CHARGE OF MAJ. W. A. JONES, CORPS OF ENGINEERS- Columbia and Willamette rivers below Portland, Oreg., 357; Upper Willamette River, Oreg.; Columbia River at Cascades, Oreg., 358; Upper Columbia and Snake rivers Oreg. and Wash., Cowlitz River, Wash., 359; Lower Clearwater River, Idaho, 360; examinations and surveys, 360. IN CHARGE OF CAPT. CHARLES F. POWELL, CORPS OF ENGINEERS- Mouth of the Columbia River, Oreg., and Wash., 360; entrance to Coos Bay, Oreg., 361; entrance to Yaquina Bay, Oreg., mouth of Coquille River, Oreg., 362; Ump- qua River, Oreg., 363; Skagit, Steilaquamish, Nootsack, Snohomish, and Snoqual- mie rivers, Wash., Chehalis River, Wash., 364; gauging waters of the Columbia River and principal tributaries, 365. EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HAR- BORS. Estimate for 1887-'88 ......----... .....-----....-.................. ...... .... 365 WASHINGTON AQUEDUCT, ETC. IN CHARGE OF MAJ. G. J. LYDECKER, CORPS OF ENGINEERS- Washington Aqueduct, 365; increasing the water supply of the city of Washington, 366; erection of fish-ways at the Great Falls of the Potomac River, 368. PUBLIC BUILuINGS, GROUNDS, ETC., DISTRICT OF COLUMBIA. IN CHARGE OF LIEUT. COL. JOHN M. WILSON, CORPS OF ENGINEERS, COLONEL, UNITED STATES ARMY .......................... 368 BRIDGING NAVIGABLE WATERS OF THE UNITED STATES. Bridge across the Mississippi River at Keithsburg, Ill., stone-arch bridge across the West Channel of the Mississippi River at Minneapolis, Minn., proposed bridge across the Ohio River at or near Cairo, Ill., 369; bridge of the Selma Bridge Company across the Alabama River at Selma, Ala., changes in the original plan of the bridge across the Ohio River at Henderson, Ky, 370. PRINTING AND DISTRIBUTION OF CHARTS OF THE NORTHERN AND NORTHWESTERN LAKES ....................... 371 MILITARY AND GEOGRAPHICAL MAPS................ 371 RECONNAISSANCES AND EXPLORATIONS. Officers on duty at headquarters of the Army, of divisions, and departments, 372; reports made, 372, 373; estimate for surveys and reconnaissances and publications of maps, 373. OFFICE OF THE CHIEF OF ENGINEERS. Officers of the Corps of Engineers in charge of divisions . .. 374 3........... VIII CONTENTS. STATEMENT OF RANK AND DUTIES OF OFFICERS OF THE CORPS OF ENGINEERS DURING THE FISCAL YEAR............... 375 LAWS AFFECTING THE CORPS OF ENGINEERS, 49TH CONGRESS, 1ST SESSION, 1885-'86 ............................ 395 FORTIFICATIONS, ETC. APPENDIX No. 1. REPORT OF LIEUT. COL. C. B. COMSTOCK, CORPS OF ENGINEERS, BVT. BRIG. GEN., U. S. A. Post of Willets Point and Engineer School of Application ...................... 471 APPENDIX No. 2. REPORT OF MAJ. W. R. KING, CORPS OF ENGINEERS. Battalion of Engineers and depot at Willets Point ............................ 489 APPENDIX No. 3. REPORT OF THE BOARD ON FORTIFICATIONS OR OTHER DEFENSES APPOINTED BY THE PRESIDENT OF THE UNITED STATES UNDER THE PROVISIONS OF THE ACT OF CONGRESS APPROVED MARCH 3, 1885. WILLIAM C. ENDICOTT, SECRETARY OF WAR, PRESIDENT -----...--.....------------...........................-----......-------.... 499 ---....---- RIVERS AND HARBORS, ETC. APPENDIX A. REPORT OF MAJ. JARED A. SMITH, CORPS OF ENGINEERS. IMPROVEMENTS.-Lubec Channel, Me., 527; Bangor Harbor and Penobscot River, Me., 530; Moose-a-bec Bar, Me., 533; Belfast Harbor, Me., 535; Rockland Harbor, Me., 536; Portland Harbor, Me., 538; Kennebunk River, Me., 543; breakwater at mouth of Saco River, Me., 544; Saco River, Me., 546 ; Portsmouth Harbor, N. H., 546; Cocheco River, N. H., 548; examination and survey Saco River, Me., 552. APPENDIX B. REPORT OF MAJ. GEORGE L. GILLESPIE, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A. IMPROVEMENTS.-Newburyport Harbor, Mass., 557; Merrimac River, Mass., 560; Scituate Harbor, Mass., 562; Boston Harbor, Mass., 564; Plymouth Harbor, Mass., 571; Provincetown Harbor, Mass., 574; Lynn Harbor, Mass., 577; Malden River, Mass., 579; harbor of refuge at Sandy Bay, Cape Ann, Mass., 580. APPENDIX C. REPORT OF LIEUT. COL. GEORGE H. ELLIOT, CORPS OF ENGINEERS. IMPROVEMENTS.-Harbor of refuge at Hyannis, Mass., 585; harbor of refuge at Nantucket, Mass., 587; Wood's Hell Harbor, Mass., 591; Westport Harbor, Mass., 592; Wareham Harbor, Mass., 593; Taunton River, Mass., 595; Pawtucket River, R. I., 598; Providence River and Narragansett Bay, R. I., 602; Green Jacke, Shoal, Providence River, R. I., 605; Warren River, R. I., 605; Newport Harbor, R. I., 606; harbor of refuge at Block Island, R. I., 609; Little Narragansett Bay, R. I. and Conn., 613; harbor of refuge at Stonington, Conn., 614: Pawcatuck River, R. I. and Conn., 616; removing sunken vessels or craft obstructing or eniangering navigation, 618. CONTENTS. IX APPENDIX D. REPORT OF LIEUT. COL. D. C. HOUSTON, CORPS OF ENGINEERS. IMPROVEMENTS.-Connecticut River, Mass. and Conn., 623; Thames River, Conn., 629; New London Harbor, Conn., 632; Clinton Harbor, Conn., 634; New Haven Harbor, Conn., 636; Breakwater at New Haven, Conn., 639; Milford Harbor, Conn., 640; Housatonic River, Conn., 642; Bridgeport Harbor, Conn., 644; Black Rock Harbor, Conn., 646; Southport Harbor, Conn., 648; Norwalk Harbor, Conn., 649; Port Chester Harbor, N. Y., 651; New Rochelle Harbor, N. Y., 654; Echo Harbor, New Rochelle, N. Y., 655; Mamaroneck harbor, N. Y., 657; Greenport Harbor, N. Y., 658; Port Jefferson Harbor, N. Y., 660; Flushing Bay, N. Y., 661; East Chester Creek, N. Y., 663. APPENDIX E. REPORT OF LIEUT. COL. WALTER McFARLAND, CORPS OF ENGINEERS. IMPROVEMENT.-Hudson River, N. Y., 665; harbor at Saugerties, N. Y., 669; harbor at Rondout, N. Y., 670; Harlem River, N. Y., 672; removing obstructions in East River and Hell Gate, N. Y., 675; Newtown Creek, N. Y., 717; Buttermilk Channel, N. Y., 720; Gowanus Bay, N. Y., 7b22; Gedney's Channel, N. Y., 724; Sheepshead Bay, N. Y., 743; Canarsie Bay, N. Y., 746; Sumpawanus Inlet, N. Y., 748; Manasquan River, N. J., 751.; Shrewsbury River, N. J., 756; harbor at Key- port, N. J., 760; Mattawan Creek, N. J., 761; Cheesequakes Creek, N. J., 763; Raritan Bay, N. J., 765; Raritan River, N. J., 769; South River, N. J., 777; Wood- bridge Creek, N. J., 781; Rahway River, N. J., 733; Elizabeth River, N. J., 785; channel between Staten Island and New Jersey, 788; Passaic River, N. J., 792. APPENDIX F. REPORT OF LIEUT. COL. HENRY M. ROBERT, CORPS OF ENGINEERS. IMPROVEMENTS.-Delaware River from Trenton, N. J., to its mouth, 801; Delaware River at Schooner Ledge, 828; Delaware River near Cherry Island Flats, 829; Frankford Creek, Pa., 829; Schuylkill River, Pa., 830; ice-harbor at Marcus Hook, Pa., 832; ice-harbor at the head of Delaware Bay, Del., 834; construction of iron pier in Delaware Bay near Lewes, Del., 836; Delaware Breakwater Harbor, Del., 839; Rancocas River, N. J., 841; Woodbury Creek, N. J., 843; Mantua Creek, N. J., 844; Raccoon River, N. J.,844; Salem River, N. J.,846; Cohansey Creek, N. J., 847; removal of wrecks from Delaware Bay and River, 847; removing sunken vessels or craft obstructing or endangering navigation, 848; United States com- mission advisory to the board of harbor commissioners of Philadelphia, Pa., 849. APPEN1DIX G. REPORT OF MR. WILLIAM F. SMITH, UNITED STATES AGENT. IMPROVEMENTS.-Maurice River, N. J., 855; Wilmington Harbor, Del., 857; ice- harbor at New Castle, Del., 858; Duck Creek, Del., 859; Saint Jones River, Del., 860; Mispillion Creek, Del., 861; Broadkiln River, Del., 862; Broad Creek, Del., from its mouth to Laurel, 863; Indian River, Del., 864; Susquehanna River above and below Havre de Grace, Md., 864; Chester River at Kent.Island Narrows, Md., 866; Chester River from Spray's Landing to Crumpton, Md., 866; Corsica Creek, Md., 867; Choptank River, Md., 868; Wicomico River, Md., 869; Upper Thorough- fare, between Deil's Island and the mainland, Md., 870. APPENDIX H. REPORT OF LIEUT. COL. WILLIAM P. CRAIGHILL, CORPS OF ENGINEERS. IMPROVEMIENTS.--Patapsco River and channel to Baltimore, Md., 874; Annapolis Harbor, Md., 877; removing sunken vessels or craft obstructing or endangering navigation, 878. X CONTENTS. APPENDIX I. REPORT OF MAJ. PETER C. HAINS, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A. IMPROVEMENTS.-Harbors at Washington and Georgetown, D. C., 879; Potomac River at Washington, D. 0., 881; James River, Va., 887; Shenandoah River, W. Va., 891. APPENDIX J. REPORT OF MR. S. T. ABERT, UNITED STATES AGENT. IMPROVEMENTs.-Channel at Mount Vernon, Va., 899; Neabsco Creek, Va., 901; Bre- ton Bay, Leonardtown, Md., 901; Nomini Creek, Va., 903; harbor at entrance of Saint Jerome's Creek, Md., 904; Rappahannock River, Va., 906; Totusky River, Va., 913; Urbana Creek, Va., 914; Mattaponi River, Va., 915; Pamunky River, Va., 917; York River, Va., 918; Chickahominy River, Va., 920; Staunton River, Va., 922 and 924; Dan River, between Madison, N. C., and Danville, Va., 925; Roanoke River, N. C. 927; French Broad River, N. C., 929. EXAMINATION.-Aqueduct Bridge over the Potomac at Georgetown, D. C., 931. APPENDIX K. REPORT OF CAPT. F. A. HINMAN, CORPS OF ENGINEERS. IMPROVEMENTS.-Harbor at Norfolk, Va., 951; Approach to Norfolk Harbor and the United States (Norfolk) navy-yard, between Lambert's Point and Fort Norfolk, Va., 956; Appomattox River, Va., 958; Nottoway River, Va., 961; Blackwater River, Va., 961; Archer's Hope River, Va., 962; North Landing River, Va. and N. C., 962; Edenton Bay, N. C., 963; Currituck Sound, Coanjok Bay, and North River Bar, N. C., 965; Meherrin River, N. C., 965; Pamlico and Tar rivers, N. C., 966; Yadkin River, N. C., 967; Scuppernong River, N. C., 969; removing sunken vessels or craft obstructing or endangering navigation, 970. APPENDIX L. REPORT OF CAPT. WILLIAM H. BIXBY, CORPS OF ENGINEERS. IMPROVEMENTS.-Contentnea Creek, N. C., 973; Trent River, N. C., 976; Neuse River, N. C., 979; inland navigation from New Berne to Beaufort Harbor, via Clubfoot, Harlowe, and Newport rivers, N. C., 983; harbor at Beaufort, N. C., 986; New River, N. C., 991; Cape Fear River, above Wilmington, N. C., 995; Cape Fear River, below Wilmington, N. C., 1000; Great Pe Dee River, S. C., 1017; Waccemaw River, S. C., 1022; harbor at Georgetown, S. C., 1027; Santee River, S. C., 1030; Wateree River, S. C., 1053; removing sunken vessels obstructing or endangering naviga- tion, 1060. APPENDIX M. REPORT OF COL. Q. A. GILLMORE, CORPS OF ENGINEERS, BVT. MAJ. GEN., U. S. A. IMPROVEMENTS.-Charleston Harbor, S. C., 1063; Wappoo Cut, S.C., 1077; Ashley River, S. C., 1080; Edisto River, S. C., 1082; Salkiehatchie River, S. C., 1084; Sa- vannah Harbor and River, Ga., 1086; Savannah River, Ga., 1098; Savannah River above Augusta, Ga., 1100; Saint Augustine Creek (Thunderbolt River), Ga., 1102; Romerly Marsh, Ga., 1102; Altamaha River, Ga., 1105; Brunswick Harbor, Ga., 1112; entrance to Cumberland Sound, Ga. and Fla., 1118; inside passage between Fernandina and Saint John's River, Fla., 1124. CONTENTS. iI APPENDIX N. REPORT OF LIEUT. WILLIAM M. BLACK, CORPS OF ENGINEERS. IMPROVEMENTS.-Saint John's River, Fla., 1125; Upper Saint John's River, Fla., 1133; Volusia Bar, Fla., 1135; Tampa Bay, Fla., 1137; Apalachicola Bay, 1140; Suwanee River. Fla., 1143; Key West Harbor, Fla., 1144; Pease Creek, Fla., 1146; harbor at Cedar Keys, Fla., 1148; Manatee River, Fla., 1150; Caloosahatchie River, Fla., 1152; Apalachicola River, Fla., 1153; Withlacoochee River, Fla., 1155; removing sunken vessels or craft obstructing or endangering navigation, 1157. APPENDIX O. REPORT OF CAPT. R. L. HOXIE, CORPS OF ENGINEERS. IMPROVEMENT.-Ocmulgee River, Ga., 1159; Oconee River, Ga., 1161; Flint River, Ga., 1162; Oostenaula and Coosawattee rivers, Ga., 1165; Coosa River, Ga. and Ala., 1165; Chattahoochee River, Ga. and Ala., 1168; Alabama River, Ala., 1171; Tallapoosa River, Ala., 1172; Cahaba River, Ala., 1173; Conecuh-Escambia River, Fla. and Ala., 1175; Choctawhatchee River, Fla. and Ala., 1176; Bayou La Grange, Fla., 1178; harbor at Pensacola, Fla., 1179. APPENDIX P. REPORT OF MAJ. A. N. DAMRELL, CORPS OF ENGINEERS. IMPROVEMENTS.-Mobile. Harbor, Ala., 1183; Warrior and Tombigbee rivers, Ala. and Miss., 1193; Tombigbee River, 1196; Black Warrior River, from Tuscaloosa to Daniel's Creek, Ala., 1199; Old Town Creek, Miss., 1200; Noxubee. River, Miss., 1201; Pascagoula River, Miss., 1203; harbor at Biloxi Bay, Miss., 1205; Horn Island Pass, Miss., 1206; Pearl River, Miss., below Jackson, 1207; Pearl River, Miss., from Jackson to Carthage, 1212; Pearl River, Miss., between Edinburg and Carthage, 1214. EXAMINATIONS AND SURVEYS.-Pascagoula River, Miss., from the mills at Moss Point down to the anchorage in the bay, with a view to securing a uniform depth of 12 feet of water, 1215; Wacissa River, Fla., 1220. APPENDIX Q. REPORT OF MAJ. W. H. HEUER, CORPS OF ENGINEERS. INSPECTION.-Improvement at the South Pass of the Mississippi River, 1225. APPENDIX R. REPORT OF MAJ. W. H. HEUER, CORPS OF ENGINEERS. IMPOVEMENTS.-Amite River, La., 1239; Tangipahoa River, La., 1241; Tchefuncte River, La., 1242; Tickfaw River, La., 1244; Bayou Teche, La., 1245; connecting Bayou Teche with Grand Lake at Charenton, La., 1259; Bayou Black, La., 1261; Bayou Courtableau, La., 1263; Bayou Terrebonne, La., 1264; Bayou La Fourche, La., 1266; Calcasieu River, La., 1276; Calcasieu Pass., La., 1277; Sabine Pass, 'rex., 1278; Sabine River, La. and Tex., 1287; Neches River, Tex., 1288; removing sunken vessels or craft obstructing or endangering navigation, 1290. APPENDIX S. REPORT OF MAJ. S. M. MANSFIELD, CORPS OF ENGINEERS, BVT. LIEUT. COL., U. S. A. IMPROVEMENTS.-Entrance to Galveston Harbor, Tex., 1291; ship-channel in Galves- ton Bay, Tex., 1322; Trinity River, Tex., 1323; Buffalo Bayou, Tex., 1325; chan- nel over the bar at the mouth of Brazos River, Tex., 1327; Pass Cavado Inlet to Matagorda Bay, Tex., 1328; Aransas Pass and Bay up to' Rockport and Corpus Christi, Tex., 1330; harbor at Brazos Santiago, Tex., 1334; protection of river- bank at Fort Brown, Tex., 1336. XII CONTENTS. APPENDIX T. REPORT OF CAPT. ERIC BERGLAND, CORPS OF ENGINERS. IMPROVEMENTS.-Red River, La. and Ark., 1337 ; survey of Bayou Pierre, La., 1343; Cypress Bayou, Tex. and La., 1347; Cane River, La., 1349; Loggy Bayou, Lake Bistenean and the Dorcheat, La., 1350; Ouachita and Black rivers, Ark. and La., 1351; Bayou Bartholomew, La. and Ark., 1353; Bayou Boeuf, La., 1354; Tensas River and Bayou Macon, La., 1355; Bayou D'Arbonne, La., 1356; Yazoo River, Miss., 1357; Big Sunflower River, Miss.. 1359; Tchula Lake, Miss., 1360; Tallahatchee River, Miss., 1361; Yallabusha River, Miss., 1362; Steele's Bayou, Miss., 1363; Big Black River, Miss., 1365; Big Hatchee Ri ver, Tenn., 1366; South Forked Deer River, Tenn., 1367; water-gauges on the Mississippi River and its principal tributaries, 1368. APPENDIX U. REPORT OF CAPT. H. S. TABER, CORPS OF ENGINEERS. IMPROVEMENTS.-Removing obstructions in Arkansas River, Ark., 1371; Arkansas River at Pine Bluff, Ark., 1375; Black River, Ark. and Mo., 1377; White River, Ark., 1378; White River above Buffalo Shoals, Ark., 1381; Saint Francis River, 1382; Saline River, Ark., 1387; L'Anguille River, Ark., 1388. SURVEYS.-Survey of Arkansas River, Ark., from Little Rock to its mouth, 1389; continuation of the survey of Arkansas River from Wichita, Kans., to Fort Gibson, Ind. T., 1391: APPENDIX V. REPORT OF MAJ. A. M. MILLER, CORPS OF ENGINEERS. IMPROVEMENTS.-Removing snags and wrecks from the Mississippi and Missouri rivers, 1393; Osage River, Kans. and Mo., 1395; Gasconade River, Mo., 1396. APPENDIX W. REPORT OF CAPT. JAMES B. QUINN, CORPS OF ENGINEERS. IMPROVEMENT.--Yellowstone River, Mont. and Drk., 1399. APPENDIX X. REPORT OF MAJ. ALEXANDER MACKENZIE, CORPS OF ENGINEERS. IMPROVEMENTS.-Upper Mississippi River, operations of snag-boats and dredge-boats, 1403; Mississippi River from Saint Paul to Des Moiues Rapids, 1412; Mississippi River from Des Moines Rapids to mouth of the Illinois River, 1422; l~rbor of ref- uge in Lake Pepin, at Stockholm, Wis., 1422; harbor of refuge in Lake Pepin, at Lake City, Minn., 1424; removal of bar in Mississippi River opposite Dubuque, Iowa, 1424; ice-harbor at Dubuque, Iowa, 1426; Rock Island Rapids, Mississippi River, 1427; Des Moines Rapids, Mississippi River, 1465; operating and care of Des Moines Rapids Canal, 1468; dry-dock at Des Moines Rapids Canal, 1477. . APPENDIX Y. REPORT OF MAJ. CHARLES J. ALLEN, CORPS OF ENGINEERS. I[MPROVEMENT.-Preservation of Falls of Saint Anthony, Minn., 1479; Mississippi River above the Falls of Saint Anthony, Minn., 1483; construction of lock and dam on Mississippi River at Meeker's Island, Minn., 1485; Chippewa River, Wis., 1486; Chippewa River at Yellow Banks, Wis., 1488; Saint Croix River below Taylor's Falls, Minn. and Wis., 1490; Minnesota River, Minn., 1494; Red River of the North, Minn. and Dak., 1496; lock and dam at Goose Rapids on Red River of the North, Minn. and Dak., 150,0; reservoirs upon the headwaters of the Mississippi River, 1501; surveys for reservoirs at the sources of the Mississippi, Saint Croix, Chippewa, and Wisconsin rivers, 1507. CONTENTS. XIII APPENDIX Z. REPORT OF LIEUT. COL. J. W. BARLOW, CORPS OF ENGINEERS. IMPROVEMENTS.-Tennessee River, 1509; Cumberland River, 1515; Hiawassee River, 1519; French Broad River, Tenn., 1520; Clinch River, Tenn., 1521; Duck River, Tenn., 1523; Caney Fork River, Tenn., 1523; Little Tennessee River, Tenn., 1524; South Fork Cumberland River, Ky., 1525. APPENDIX A A. REPORT OF LIEUT. COL. WILLIAM E. MERRILL, CORPS OF ENGINEERS, BVT. COL., U. S. A. IMPROVEMENT.-Ohio River, 1528; Operating and care of Davis Island Dam, Ohio River, 1540; Monongahela River, W. Va. and Penn., 1542; Operating and care of Lock and Dam No. 9, Monongahela River, 1543; Allegheny River, Pa., 1544; Dam at Herr's Island, Allegheny River, 1545; ice-harbor at mouth of Muskingum River, Ohio, 1546; Muskingum River, Ohio, 1547; operating and care of locks and dams on the Muskingum River, Ohio, 1548; harbor of refuge near Cincinnati, Ohio, 1549; harbor of refuge at mouth of Great Kanawha River, W. Va., 1550. EXAMINATION AND SURVEY.-Muskingum River, Ohio, 1551. APPENDIX B B. REPORT OF MAJ. AMOS STICKNEY, CORPS OF ENGINEERS. IMPROVEMENTS.-Falls of the Ohio River at Louisville, Ky., 1569; Indiana Chute, Falls of the Ohio River, 1572; Louisville and Portland Canal, 1574; Wabash River, Ind. and Ill., 1582; White River, Ind., 1586. APPENDIX C C. REPORT OF LIEUT. COL. WILLIAM P. CRAIGHILL, CORPS OF ENGINEERS. IMPROVEMENTs.- Great Kanawha River, W. Va., 1589; Elk River, W. Va., 1598; New River, from the mouth of Wilson, in Grayson County, Va., to the mouth of Greenbrier River, W. Va., 1599. APPENDIX D D. REPORT OF CAPT. JAMES C. POST, CORPS OF ENGINEERS. IMPROVEMENTS.-Kentucky River, Ky., 1603; operating and keeping in repair locks and dams on the Kentucky River, Ky., 1610; Tradewater River, Ky., 1617; Big Sandy River, W. Va. and Ky., 1618; Guyandotte River, W. Va., 1622; Little Ka- nawha River, W. Va., 1623; Buckhannon River, W. Va., 1624. APPENDIX E E. REPORT OF MAJ. CHARLES J. ALLEN, CORPS OF ENGINEERS. IMPROVEMENTS.-Harbor at Duluth, Minn., 1627; dredging Superior Bay, Wis., 1632; harbor at Grand Marais, Minn., 1637. XIV CONTENTS. APPENDIX F F. REPORT OF CAPT. CHARLES E. L. B. DAVIS, CORPS OF ENGINEERS. IMPROVEMENTs.- Ontonagon Harbor, Mich., 1641; Eagle Harbor, Mich., 1643; Mar- quette, Harbor, Mich., 1645; harbor of refuge at Grand Marais, Mich.. 1646; Man- istique Harbor, Mich., 1649; harbor at mouth of Cedar River, Mich., 1650; Meno- monee Harbor, Mich. and Wis., 1652; Oconto Harbor, Wis., 1653; Pensaukee Har- bor, Wis., 1656; Green Bay Harbor, Wis., 1658; harbor of refuge at entrance of Sturgeon Bay Canal, Wis., 1660; Ahnepee Harbor, Wis., 1662; Kewaunee Harbor, Wis., 1663; Two Rivers Harbor, Wis., 1665; Manitowoc Harbor, Wis., 1667; She- boygan Harbor, Wis., 1670; Port Washington Harbor, Wis., 1672. SURVEY.-Ashland Harbor, in Ashland Bay, Lake Superior, 1674. APPENDIX G G. REPORT OF CAPT. W. L. MARSHALL, CORPS OF ENGINEERS. IMPROVEMENTS.-Harbor of refuge, Milwaukee Bay, Wis., 1679; Milwaukee Harbor, Wis., 1680; Racine Harbor, Wis., 1682; Kenosha Harbor, Wis., 1684; Waukegan Harbor, Ill., 1685; Fox and Wisconsin rivers, Wis., 1686. APPENDIX H H. REPORT OF MAJ. W. H. H. BENYAURD, CORPS OF ENGINEERS. IMPROVEMENTS.-Chicago Harbor, Ill., 1701; Calumet Harbor, Ill., 1704; Illinois River, 1705; Calumet River, 1707. SURVEYS.-For Hennepin Canal, 1708. APPENDIX I I. REPORT OF CAPT. D. W. LOCKWOOD, CORPS OF ENGINEERS. IMPROVEMENTS.-Charlevoix Harbor, Mich., 1755; Frankfort Harbor, Mich., 1757; harbor of refuge at Portage Lake, Mich., 1758; Manistee Harbor, Mich., 1759; Ludington Harbor, Mich., 1761; Pentwater Harbor, Mich., 1762; White River Harbor, Mich., 1762; Muskegon Harbor, Mich , 1764; Grand Haven Harbor, Mich., 1766; Grand River, Mich,, 1767; Black Lake Harbor, Mich., 1768; Saugatuck Har- bor, Mich., 1769; South Haven Harbor, Mich., 1770; Saint Joseph Harbor, Mich., 1771; Michigan City Harbor, Ind., 1774. APPENDIX J J. REPORT OF LIEUT. COL. O. M. POE, CORPS OF ENGINEERS, BVT. BRIG. GEN., U. S. A. IMPROVEMENTS.-Hay Lake Channel, Saint Mary's River, Mich., 1777; Saint Mary's Falls Canal and River, Mich., 1783; operating and care of Saint Mary's Falls Canal, Mich., 1809; dry-dock at Saint Mary's Falls Canal, Mich., 1823; harbor at Cheboy- gan, Mich., 1824; harbor at Thunder Bay, Mich., 1825; harbor at Au Sable, Mich., 1825; Saginaw River, Mich., 1826; harbor of refuge, Sand Beach, Lake Huron, Mich., 1829; steam launch or tug for harbor of refuge, Lake Huron, Mich., 1836; ice-harbor of refuge at Belle River, \Iich., 1837; general repairs and renewals at Saint Clair Flats Ship Canal, Mich., 1837; operating and care of Saint Clair Flats Canal, Mich., 1838; Clinton Riyer, Mich , 1842; Detroit River, Mich., 1842. CONTENTS. XV APPENDIX K K. REPORT OF MAJ. L. COOPER OVERMAN, CORPS OF ENGINEERS. IMPROVEMENTS.-Monroe Harbor, Mich., 1847; Toledo Harbor, Ohio, 1849; Port Clinton Harbor, Ohio, 1854; Sandusky City Harbor, Ohio, 1855; Sandusky River, Ohio, 1857; Huron Harbor, Ohio, 1858; Vermillion Harbor, Ohio, 1859; mouth of Black River, Ohio, 1861 ; Rocky River, Ohio, 1862; ('leveland Harbor, Ohio, 1863; Fairport Harbor, Ohio, 1868; Ashtabula Harbor, Ohio, 1871; Conneaut Harbor, Ohio, 1873; Dunkirk Harbor, N. Y., 1874; removing sunken vessels or craft ob- structing or endangering navigation, 1876. APPENDIX L L. REPORT OF CAPT. EDWARD MAGUIRE, CORPS OF ENGINEERS. IMPROVEMENTS.-Erie Harbor, Pa., 1879; Buffalo Harbor, N. Y., 1881; Niagara River, N. Y., 1884; Wilson Harbor, N. Y., 1885; Olcott Harbor, N. Y., 1885; Oak Orchard Harbor, N. Y., 1886; Charlotte Harbor, N. Y., 1887; Pultneyville Harbor, N. Y., 1889; Great Sodus Harbor, N. Y., 1890; Little Sodus Harbor, N. Y., 1891; Oswego Harbor, N. Y., 1892; Sackett's Harbor, N. Y., 1894. APPENDIX M M. REPORT OF MAJ. M. B. ADAMS, CORPS OF ENGINEERS. IMPROVEMENTS.-Ogdensburg Harbor, N. Y., 1895; Grass River at Massena, N. Y., 1898; Breakwater at Rouse's Point, Lake Champlain, N. Y., 1899; Swanton Har- bor, Vt., 1901; Plattsburg Harbor, N. Y., 1902; Burlington Harbor, Vt., 1903; Otter Creek, Vt., 1905; Ticonderoga River, N. Y., 1905. APPENDIX NN. REPORT OF LIEUT. COL. G. H. MENDELL, CORPS OF ENGINEERS, BVT. COL., U. S. A. IMPROVEMENTS.-Oakland Harbor, Cal., 1907; Wilmington Harbor, Cal., 1911; Red- wood Harbor, Cal., 1914; removal of sunken vessels or craft obstructing or endan- gering navigation, 1915. 0. APPENDIX O REPORT OF COL. C. SEAFORTH STEWART, CORPS OF ENGINEERS. IMPROVEMENT. -Harbor at San Diego, Cal., 1917. APPENDIX P P. REPORT OF CAPT. A. H. PAYSON, CORPS OF ENGINEERS. IMPROVEMENTS.-Humboldt Harbor and Bay, Cal., 1919; San Joaquin River, Stock- ton and Mormon sloughs, Cal., 1921; Mokelumne River, Cal., 1924; Sacramento and Feather rivers, Cal., 1926; Colorado River, Nev., Cal., and Ariz., 1929. APPENDIX Q Q. REPORT OF MAJ. W. A. JONES, CORPS OF ENGINEERS. IMrROVEMENT.-Columbia and Willamette rivers below Portland, Oreg., 1938; Upper Willamette River, Oreg., 1940; Columbia River at Cascades, Oreg., 1942; Upper Columbia and Snake rivers, Oreg. and Wash., 1949; Cowlitz River, Wash. 1952; Lower Clearwater River, Idaho, 1952. EXAMINATIONS AND SURVEY.-Columbia River above mouth of Snake River, Wash., 1953; Columbia and Snake rivers, 1970. XVI CONTENTS. APPENDIX R R. REPORT OF CAPT. CHARLES F. POWELL, CORPS OF ENGINEERS. IMPROVEMENTS.-Mouth of the Columbia River, Oreg. and Wash., 1972; entrance to Coos Bay, Oreg., 1989; entrance to Yaquina Bay, Oreg., 1998; mouth of Coquille River, Oreg., 2003; Umpqua River, Oreg., 2005; Skagit, Steilaquamish, Nootsack, Snohomish, and Snoqualmie rivers, Wash., 2007; Chehalis River, Wash., 2009; gauging waters of the Columbia River and principal tributaries, 2010. APPENDIX S S. REPORT OF MAJ. G. J. LYDECKER, CORPS OF ENGINEERS. IMPROVEMENTS.-Washington Aqueduct, 2013; increasing the water supply of the city of Washington, 2043; erection of fish-ways at the Great Falls of the Potomac River, 2061. APPENDIX T T. REPORT OF COL. JOHN M. WILSON, U. S. A. IMPROVEMENT and care of public buildings and grounds in the District of Colum- bia, 2075. APPENDIX U U. BRIDGING NAVIGABLE WATERS OF THE UNITED STATES. Bridge across the Mississippi River at Keithsburg, in the State of Illinois, 2111; stone- arch bridge across the West Channel of the Mississippi River at Minneapolis, Minn., 2111; proposed bridge across the Ohio River at or near Cairo, Ill., 2116; bridge or the Selma Bridge Company across the Alabama River at Selma, Ala., 2136; changes in the original plan of the bridge across the Ohio River at Henderson Ky., 2137. APPENDIX V V. SUPPLEMENTAL REPORT IOF THE MISSISSIPPI RIVER COMMISSION, 2143. Q. A. GILLMORE, Col. of Engineers, Bvt. Maj. Gen., U. S. A., President. C. B. COMSTOCK, Lieut. Col. of Engineers, Bvt. Brig. Gen., U. S. A., CHARLES R. SUTER, Major of Engineers, U. S. A., Mr. HENRY MITCHELL, Coast and Geodetic Survey, Mr. B. M. HARROD, Civil Engineer, Mr. S. WM. FERGUSON, Civil Engineer, Mr. ROBERT S. TAYLOR, Commissioners. APPENDIX W W. SUPPLEMENTARY REPORT OF THE MISSOURI RIVER COMMISSION, 2167. CHARLES R. SUTER, Major of Engineers, U. S. A., President. ALEX. MACKENZIE, Major of Engineers, O. H. ERNST, Major of Engineers, Mr. G. C. BROADHEAD, Mr. WILLIAM J. BROATCH, Commissioners. [EXTRACT FROM THE ANNUAL REPORT OF THE SECRETARY OF WAR.] WAR DEPARTMENT, November 30, 1886. ENGINEER BUREAU. During the past year work in connection with fortifications has been restricted to that necessary for their preservation and repair. This whole subject has been elaborately and carefully treated in the report of the Board on Fortifications or other Defenses, submitted at the last session, to which I again invite the special attention of Congress. The utterly defenseless condition of our sea-coast and lake frontier is now well understood by every civilized nation in the world, and immediate action should be taken to prevent the disastrous and humiliating results that might follow a declaration of war with the most insignificant of foreign powers possessing guns,and ships of modern construction. What is needed for the defense of our sea-coast may be briefly stated. The principal cities named in-the report of the Board on Fortifications should be fortified, and work on those most important should be begun at once, viz: New York, San Francisco, Boston, and Washington. The defenses required must be erected and prepared to resist attack from the water. For the great ports of Europe such defenses must also be arranged to resist the attack of armies by land. But no considerable army will, in all human probability, cross the sea and attempt the invasion of our territory at these populous points. War vessels would be sufficient for such attacks; and, besides, armies can be rapidly raised and armed by us for defense against troops. We have, therefore, a single problem to solve in defending our cities: How best to resist and silence the armored ships and the steel guns and mortars of modern construction. It can only be accomplished by guns of equal force to those which any enemy can bring against us, and by torpedoes or submarine mines laid in the navigable channels, both so guarded and protected that they can do efficient,service when required. We have no gun now which can stop the progress of or do any material injury to a well-armored ship. The manufacture of a gun is a work of time, and of a long time, and cannot be extemporized when wanted. Torpedoes may be more quickly created, but still time and money are needed for their construction. It has been said by a well- inforjned writer on the subject that it is a matter of doubt if we have XVII E--II XVIII EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. on hand enough cables and cases to control with torpedoes the chan- nels past Sandy Hook alone. The work has been thoroughly considered and laid out, and the En- gilneer and Ordnance Corps of the Army are ready to begin, and only wait for the appropriations from Congress. While there have been some differences of opinion in regard to the best methods of preparing armor-plate for fortifications, requiring still further study and experiment, there is no reason why this should delay the be- ginning of the important work of fortifying our great harbors. The preparation of sites and masonry foundations for batteries, casemates, and turrets, and also the construction of submarine mines, and of earthen batteries for rifled mortars, are works equally necessary as the work of procuring the best armor, and can be constructed before the armor-plate is required. Owing to the failure of appropriations for the present fiscal year, either for fortifications or torpedoes, experiments on torpedoes have been suspended, which had gradually developed a system of fixed mines, which, if appropriations are renewed, promises to produce the best re- sults. In the present condition of the sea-coast defenses, a detailed de- scription of which is contained in the report of the Chief of Engineers, our main reliance in case of war would be on fixed mines. The num- ber on hand is insignificant, and the preparations for operating them have yet to be made. I would also invite attention to the necessity for keeping in the service at all times a sufficient force of engineer soldiers, well instructed in their duties as a torpedo corps and able to place torpedoes in position before an enemy's fleet could arrive in front of one of our important harbors. The practical instruction of our engineer troops in the details of this special service has to a great exltent, through want of appropri- ations, been suspended and their efficiency thereby much impaired. I also desire to call attention to the needs of the Engineer School of Application at Willets Point. This establishment, where the torpedo experiments are carried on, is doing excellent work in preparing lieu- tenants of engineers and of artillery as experts in torpedo warfare. It is of the first importance that appropriations should be made as re- quested for the school, for water sewage, additional quarters for officers, and the other items mentioned in the estimates already submitted to Congress. The funds with which the works of river and harbor improvement were prosecuted during the fiscal year ending June 30, 1886,were, ow- ing to the failure of appropriations during the second session of the Forty-eighth Congress, derived mainly from such balances as remained on hand from the appropriations of the act of July 5, 1884, and in many instances, these being only sufficient for the care of the public property appertaining to the works, operations were necessarily suspended. The report of the Chief of Engineers sets forth the condition of each im- EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. XIX provement, the extent of the work performed during the' last fiscal year, the amount of money expended, and, in compliance with the provisions of the river and harbor act of March 2, 1867, estimates of the amount that can be profitably expended during the fiscal year ending June 30, 1888, with the probable cost of completion. The examination and surveys at places required and provided for in the river and harbor act of August 5, 188f, have been assigned to the officers in charge of the several river and harbor districts. Reports thereon will be transmitted to Congress from time to time during the ensuing session. A statement is given in the report of the Chief of Engineers of the action taken during the year upon such pllans and locations as were submitted, by parties interested, of bridges proposed to be built over navigable waters under authority of Congress, subject to the approval of the Secretary of War. Examinations were also made, whenever re- quested by committees of Congress, of proposed bills authorizing'the construction of bridges, upon which the views of the War Department were desired; of bills so examined during the last session of Congress fifteen originated in the Senate and forty-three in the House of Repre- sentatives. A statement is also given of the work accomplished in the removal of wrecks obstructing or endangering navigation, general pro- vision for which is made in the river and harbor act of June 14, 1880, enlarged by provisions of the river and harbor act of August 2, 1882. In consequence of the provisions of section 2 of the river and harbor act of July 5, 1884, which require the Secretary of War to report to Con- gress whether any bridges, causeways, or structures erected or being erected interfere with free and safe navigation, and, if so, to report the best mode of altering or constructing them, the Chief of Engineers was instructed to submit reports covering all facts necessary to enable a com- pliance with the terms of the act, and a communication enumerating all instances reported to date, of interference with free and safe navigation was transmitted to the Senate December 18, 1885. The small appropriation asked for the next fiscal year for surveys re- quired for military purposes and for the publication of maps for the use of the War Department is earnestly recommended. IMPROVEMENT OF SOUTH PASS, MISSISSIPPI RIVER. In the last annual report of the Department the record of this work was brought down to September 9, 1885. The channel has been main- tained as required by law for a full year within the period from Sep- tember 10, 1885, to September 26, 1886, both dates inclusive, for which Mr. Eads has been paid $100,000, and also $50,000 for one year's in- terest on the $1,000,000 retained, making the total expenditures to September 26, 1886, inclusive, $5,300,000. During seventeen days of this time there was not a legal maintenance of the channel, for which period no payment has been made. XX EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. The funds appropriated by the act of July 5, 1884, for testing the depth of water and width of channel were exhausted at the end of November, 1885, and the employes voluntarily continued work for seven months without pay, relieving the Government from any obligation unless Congress should appropriate funds for the purpose. As the law requires the examinations and surveys, in order that payments may be made to Mr. Eads for the legal maintenance of the channel, it is recom- mended that the appropriation for the expenses thereof be made as an independent measure. WATER SUPPLY OF WASHINGTON, D. C. The work for increasing the water supply of Washington, D. C., has been continued. The dam across the Potomac River at Great Falls is nearly completed, and the whole work will be finished during the pres- ent season. The tunnel has been excavated for a distance of 5,040 feet, making the whole length of excavation 18,538 feet, and leaving unfin- ished 2,150 feet at the close of the fiscal year. The sum provided in the general deficiency appropriation for continuing this work is $395,000. The ultimate cost of completion, however, will probably exceed this amount, in consequence of the suspension of the work, which continued for a period of six months, the available funds having been exhausted February 1, 1886. Work on the reservoir was continued during the year, and it is believed that the amount appropriated in the general deficiency act, viz, $160,000, will be sufficient to complete it in all its essential features. RECLAMATION OF THE POTOMAC FLATS. The project for the improvement of the Potomac River in the vicinity of Washington was adopted by act of Congress of August 2, 1882, and has for its object the improvement of navigation, the establishment of harbor lines, and the elevation of the fiats in front of the city. The ex- penditures for the improvement have thus far amounted to $739,574. The work has been retarded by the great number of freshets occur- ring during the year, and by the failure to make an appropriation in 1885. It is of the utmost importance that large appropriations should be made in the early stages of a work of this character and magnitude. It is now in such a state of progress that it is liable to great damage from freshets, and it should be pushed rapidly to a point nearer com- pletion. The sum of $700,000 could be profitably expended during the fiscal year ending June 30, 1888, in continuing the work in accordance with the project. BRIDGES OVER NAVIGABLE WATERS. In view of the urgent necessity for legislation to prevent the obstruc- tion of the navigable waters of the United States, I quote the remarks upon the subject in my last annual report: Under the act of Congress of July 5, 1884, the city of Saint Paul was authorized to construct bridges across the Mississippi River at that city, upon plans subject to the EXTRACT FROM ANNUAL REPORT OF SECRETARY OF WAR. XXI approval of the Secretary of War. The plans of a bridge designed to be erected by the city were submitted to me for approval in March last, according to the provisions of the act. After consultation with the Chief of Engineers I was unable to approve them; but at the request of the authorities of Saint Paul I submitted the question to the Attorney-General, and in his opinion the plans were not in conformity to the pro- visions of the act. During this.investigation it appeared that directly below the main span of the proposed city bridge, which, in accordance with the act, was 300 feet in width, there had been erected in the middle of the navigable portion of the stream, by the Minnesota and Northwestern Railroad Company, a large pier 40 feet in width, which was to form a part of a bridge across the river about to be built by that company. This fact was accordingly reported to the Attorney-General, who re- plied that "in the existing state of the law the facts of the present case afford no ground for a judicial proceeding on behalf of the United States against the railroad company, and that until Congress makes some adequate provision upon the subject the officers of the United States can in this case take no action to enforce the rights of the Government and give effect to the duty resting upon it to protect the naviga- tion of the Mississippi River." This railroad bridge above referred to has not been officially reported upon by the Engineer Department, because, not having been au- thorized by act of Congress, it is not under the jurisdiction of this Department; but it is believed to be an obstruction to navigation; The railroad company claims au- thority to erect it under the act of the Territorial legislature of Minnesota of 1854, and asserts that the authority to build bridges across the Mississippi River and its tributaries within the State of Minnesota under the authority of the laws of that State has been exercised in several cases. The Attorney-General, in the decision above referred to, remarks: "As the Missis- sippi River above, at, and for some distance below the city of Saint Paul is wholly within the State of Minnesota, the principle enunciated by the Supreme Court of the United States in Wilson v. The Blackbird Creek Marsh Company (2 Pet., 250) ; Gilman v. Philadelphia, (3 Wall., 713); Pound v. Turck (95 U. S., 459); and Escanaba Com- pany v. Chicago (107 U. S.,678) applies to this case, namely, that until Congress acts and by appropriate legislation assumes control of the subject, the power of a State over bridges across navigable streams within its limits is plenary." The only general power which the Secretary of War has to act in the matter of bridges which obstruct navigation is found in section 8 of the river and harbor act of July 5, 1884. This law does not prevent the erection of bridges which obstruct navi- gation, but prescribes that the Secretary of War shall require such aids to the passage of the draw-openings or raft-spans of such bridges as lie may deem necessary. This recital discloses the fact that a private corporation, acting under the authority of a Territorial act, is obstructing the main navigable channel of the Mississippi within a few hundred feet of the spot where Congress, in authorizing the city of Saint Paul to build a bridge, provided there should be a span over the channel leaving a clear water-way of not less than 300 feet in width. It has been thought proper to call the attention of Congress to this question. This pier is an obstruction to navigation, and would seem to fall within that class of cases which it is the duty of the Secretary of War to report to Congress under the last paragraph of section 4 of the river and harbor act of August 5, 1886. * * * * * * * ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1886. OMMe. REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., October 28, 1886. 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, 1886: OFFICERS OF THE CORPS OF ENGINEERS. The number of officers holding commissions in the Corps of En- gineers, United States Army, at the end of the fiscal year was 108 on the active list, two of whom were graduates of the Military Academy and commissioned second lieutenants, Corps of Engineers, to date June 14, 1885, and eight on the retired list; the latter, however, under sec- tion 1259 Revised Statutes, not being available for duty. Since the last annual report the Corps has lost by death one of its officers, Capt. Thomas N. Bailey, who died at Willets Point, N. Y., April 20, 1886. On the 30th of June, 1886, the officers were distributed as follows: Office Chief of Engineers, including the Chief .................................. 3 Office Chief of Engineers and Public Buildings and Grounds.................... 1 Fortifications and river and harbor works ..................................... 14 Fortifications, river and harbor works, Board of Engineers, and Board of Visit- ors at Engineer School of Application ........................................ 1 Fortifications and Battalion of Engineers .................. ................ 1 Fortifications, river and harbor works, and light-house duty ................... 2 Fortifications, river and harbor works, Board of Visitors at Engineer School of Application, and Mississippi River Commission.-......................... 1 Fortifications, river and harbor works, and supervising engineer ............... 2 River and harbor works...................................................... 30 River and harbor works and light-house duty .............. ................... 3 River and harbor works and Missouri River Commission........................ 2 Mississippi River Commission, Missouri River Commission, and light-house duty. 1 Board of Engineers, Board of Visitors at Engineer School of Application, Missis- sippi River Commission, supervising engineer, Post. of Willets Point, and En- gineer School of Application ................................................. 1 Board of Engineers, Board of Visitors at Engineer School of Application, and light-house duty ............................................................ 1 Board of Engineers and Board of Visitors at Engineer School of Application..... 1 Supervising engineer................----.................................. 1 Publications of geological surveys west of the one hundredth meridian......-.... 1 3 4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Washington Aqueduct ........................ .......... ............----... . 1 Battalion of Engineers----......-----..--....--.........--..... ..........--------- ....-----......----.....----. 15 Leave of absence.....--........................................................-- 3 Detached, on duty with generals commanding divisions and departments, Light- House Establishment, Military Academy, Board of Commissioners of the Dis- trict of Columbia, the Mississippi River and Missouri River Commissions, and construction of building for State, War, and Navy Departments, &c.......... 23 108 The officers detached were on duty as follows: Col. Thomas L. Casey, in charge of the construction of the building for the State, War, and Navy Departments; of the Washington National Moinument; of the improvements over the grave of Thomas Jefferson, at Monticello, Va.; of the erection of a pedestal and statue of the late President Garfield ; of a monument at Washington's Headquarters at Newburgh, N. Y.; of the erection of a monu- ment to mark the birthplace of George Washington, and of the erection of building fior the Army Medical Museum and Library; member of Advisory Board to Committee on Ventilation and Acoustics of the House of Representa- tives; member of the Light-House Board-..... -..........................--.. 1 Maj. David P. Heap, engineer secretary to the Light-House Board..------------............ 1 Maj. William Ludlow, Engineer Commissioner of the District of Columbia...... 1 Maj. William S. Stanton, engineer first and second light-house districts-.---- . 1 Maj. Thomas H. Handbury, on staff of Commanding General, Division of the Mis- souri .....------------------------------.................................................................. 1 Capt. James F. Gregory, engineer fifth and sixth light-house districts .......... 1 Capt. John C. Mallery, engineer fourth light-house district-........-- .......... 1 Capt. Thomas Turtle, secretary and disbursing officer of the Mississippi River Commission...- ..................... ........ ...... ............-----.....---------..... 1 Capts. Frederick A. Mahan and Thomas W. Symons, and Lieut. Eugene Griffin, assistants to Engineer Commissioner of District of Columbia.... .............. 3 Capt. Philip M. Price and Lieut. James G. Warren, on duty with Company E, Battalion of Engineers, and at Military Academy ............................ 2 Capt. Dan C. Kingman, on staff of Commanding General, Department of the Platte. 1 Lieuts. Walter L. Fisk, Gustav J. Fiebeger, and George W. Goethals, on duty at Military Academy ......-----......-----............-----........-------..--... --...------------....- ------...... ---- ---. 3 Lieut. Thomas L. Casey, on staff of Commanding General, Division of the Pacific and Department of California..........-----......---------------.... ......--......... ---- ..--........ 1 Lieut. Theodore A. Bingham, secretary and disbursing officer of The Missouri River Commission ..... ..-- .....---- 11......---"------ Lieut. John Millis, on duty under the immediate orders of Colonel Duane as his assistant in connection with experiments upon electric lighting -............. 1 Lieut. John Biddle, on staff of Commanding General, Department of Dakota .... 1 Lieut. Edward Burr, on staff of Commanding General, Department of the Co- lumbia..----..-...---...... ..---------......--......-----......------......---- --....------....----..--...... -........---....1 Lieut. Eugene J. Spencer, on staff of Commanding General, Department of Arizona. 1 23 SEA-COAST AND LAKE-FRONTIER DEFENSES. During the year operations have been restricted to those necessary for the preservation and repair of existing works. The subject of the defensive system of the country, so far as regards the ports at which fortifications or other defenses are most urgently re- quired, has received the careful consideration of a Board of distinguished officers and civilians, of which the Secretary of War was President, and that Board has submitted an elaborate and complete report to Congress, showing the utterly defenseless condition of our sea-coast and lake frontier. It is believed that the failure of Congress to make appropriations for this all-important work has mainly arisen from the difficulty in deter- mining the best method of procuring armor-plate. The preparation of the sites, the construction of masonry foundations, the building of mortar batteries, work equally as necessary as that of DEFENSES OF THE NORTHERN FRONTIER. 5 procuring armor, will demand much time; and it is earnestly recom- mended that funds be at once appropriated for the emplacements of turrets and casements, for earthen batteries, for 12-inch rifled mortars, and for submarine mines, all of which can be accomplished before ar- mor-plate is required. The estimates now submitted are based upon the present defensive system of our coasts, the amount estimated for preservation and repair of fortifications being required to prevent such modern batteries as we now have from going to ruin, and to maintain old works, many of which can now only be considered as relics of an historic past. For fuller and more detailed estimates for the important work of con- structing a complete system of defensive works for the more important harbors on our coast, I respectfully invite attention to report of the Board on Fortifications or other Defenses, to which I have already re- ferred. (See Appendix No. 3.) Attention is invited to the estimates for torpedoes. For the present our principal reliance for harbor defense in case of war must rest upon fixed mines, and it is very necessary that there should be a full supply of these on hand at the principal sea-ports of the nation. Owing to the failure of Congress to make appropriations either for fortifications or torpedoes for the present fiscal year, it has become necessary not only to suspend torpedo experiments, but also to a great extent the practical instruction of the engineer troops in the details of this service. These experiments have been in progress for some years, and a system of fixed mines has been developed and gradually improved until it bids fair before long, if funds are available, to reach the highest point of excellence. ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1887-'88. For acquisition of sites of two martello towers at Key West, Fla., by pur- chase or condemnation.............. ..............................--------------------------------------------.. $9, 000 For purchase of additional land at Fort Hamilton, N. Y .................... 180,000 For protecting site of Fort Niagara, N. Y .......... ................ .... 20,000 For sea-wall at Governor's Island, New York Harbor................. .50,000 For sea-wall at David's Island, New York Harbor ........................ 35,000 For earth embankment at David's Island, New York Harbor.............. . 12, 000 Fort Marion, Florida : For restoration of the old fort to the condition, substantially, in which it was left by the Spaniards ............ ....... ............. ............... 10, 000 For protection, preservation, and repair of fortifications for which there may be no special appropriation available ............. ...... ......... 175, 000 For purchase of submarine mines and necessary appliances to operate them for closing the channels leading to our principal sea-ports...... ........ 300, 000 For needful casemates, cable galleries, &c., to render it possible to operate submarine mines ...................................................... 200,000 For continuing torpedo experiments, and for practical instruction of Engi- neer troops in the details of service .............................. 30, 000 For torpedo-shed at San Francisco Harbor .................. ...... .... 22, 000 Total---...... ----....---------..------..--------------.................... 1,043, 000 DEFENSES OF THE NORTHERN FRONTIER. Fort Wayne, Michigan, in charge of Lieut. Col. 0. M. Poe, Corps of Engineers.--This work is situated on the west bank of Detroit River, adjacent to the city of Detroit, and is intended to command the chan- nel of the river. REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE NORTHERN FRONTIER-continued. It is a nearly square bastioned work, with brick and concrete scarp, semi-detached on curtains and faces, and unfinished water batteries on the up-stream and down-stream sides. The construction of the fort in its present form was begun in 1862 and completed in 1871. Since the last annual report work has been confined to repairing 13 gun-platforms and the demilune magazine. The work was done by hired labor. No estimate of funds required to complete the work is submitted. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort Porter, Black Rock, near Buffalo, New York, in charge of Capt. Edward Maguire, Corps of Engineers.-This work, commenced in 1842, is situated 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 entire work is, in its present condition, useless for offense or defense. By joint resolution of Congress, approved July 11, 18707 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 park 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 construed 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 date of April 12, 1884, the Secretary of War granted permis- sion to the park commissioners to construct a roadway through the reser- vation, cutting the rampart of the fort. Under the above-mentioned authorities the larger part of the United States grounds has been handsomely laid out and improved by the city of Buffalo. The roadway was constructed, necessitating the tearing down of the west angle, including the hot-shot furnace and the river face. Along this face a wooden fence was erected. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort Niagara,mouth of Niagara River, New York, in charge of Capt. Edward Maguire, 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 howitzers in each flank. The rest of the trace'is irregular, following the general course of the river and of the lake shore. The work contains two masonry block-houses, built by the Frenc.h 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. SEA-COAST DEFENSES. DEFENSES OF THE NORTHERN FRONTIER-continued. No money has been expended on this work since 1871, except for slight repairs. No appropriation was made for the fiscal year ending June 30, 1887. Appropriation asked for next fiscal year for protection of site of work ....... $20, 000 Fort Ontario, mouth of Oswego River, New York, in charge of Capt. Edward Maguire, Corps of Engineers.--This work 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. The work was commenced in 1839 and continued at intervals until 1872, at which time constructive operations ceased; since which expend- itures have been limited to minor repairs. Its condition is essentially the same as stated in the Annual Report for 1885. The fort was regar- risoned in the spring of 1884. During the fiscal year the ditch-drains on Fronts Nos. I and II were cleaned and repaired; a new roof was built on the Engineerstore-house, and the revetment in rear of the officers' quarters and around the mag- azine area was repaired. In other respects no changes have taken place in the work since last reported upon. During the year no change has been made in the armament of this work, or in its condition to receive armament. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort lJlontgomery, outlet to Lake Champlain, New York, in charge of Maj. M. B. Adams, Corps of Engineers.-Thiscasemated work is situated on the west shore of the outlet to Lake Champlain, about one-third of a mile from the Canadian boundary, and occupies a strategic point of great importance, and commands the entrance to Lake Champlain from the Richelieu or Saint John River. This work was commenced in 1841, and its rebuilding in its present form was accomplished in 1876, and completes the work, except the in- terior fittings of a part of the casements intended for quarters, and also parts of Bastions A and E, where temporary woooden floors have been built for the second tier of casements. During the fiscal year ending June 30, 1886, operationA at this work have been confined to the repairs of five center pintle and six front pin- tle platforms, and the renewal of the wood-work of the bridge over the moat. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. DEFENSES OF THE PENOBSCOT. Fort Knox, Bucksport, Penobscot River, Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. Jared A. Smith, 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. 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE PENOBSCOT--continued. This work was commenced in 1844, and in 1869 was completed accord- ing to the design save a few minor matters like the interior finish of casement quarters. During the past year the grading of the parade inside the main work was completed. No other work of construction has been carried on, and the only other expenditures have been such as were incidental to the care and preservation of buildings and public property. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. DEFENSES OF THE KENNEBEC. Fort Popham, Kennebec River, Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This is a granite work situated upon EHunnewell's Point, on the west side of the mouth of the Kennebec River. It is intended to prevent the entrance of hostile vessels into the Kennebec River, and thus forms a refuge for our own vessels in the waters above. The defense of the river contributes to the protection of the State capital and the arsenal at Augusta, and to towns below on the river having s'ome commercial and ship-building importance. It also aids in tile defense of various points of strategic value. A small fortification of old design formerly occupied the extreme end of the point. The present work was commenced.in 1862, and continued until the close of the season of 1867, when active operations were sus- pended. No work of construction was carried on during the last fiscal year, except such as were required for the necessary care and for the preservation, of public property. Some additions and changes to the work have been devised and ap- proved, but extensive modifications are still required. No further opera- tions are proposed until these modifications are complete. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. DEFENSES OF PORTLAND. Fort Gorges, Portland Harbor, Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This casemated work, com- menced in 1857, is one of the series of forts designed to defend the har- bor and channels leading into the harbor of the important strategic position occupied by the city of Portland. Its construction was sus- pended for want of funds in 1876, and the work is in an incomplete con- dition. 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. No appropriation asked for next fiscal year. Fort Preble, Portland Harbor, Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February,28, 1886 ; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.--Thiswork occupies a position on Spring Point, in such position that nearly all its guns bear upon the SEA-COAST DEFENSES. DEFENSES OF PORTLAND-continued. two principal channels leading to the anchorage and harbor. The latest additions to the work were commenced in 1863, and work thereon was suspended in 1867. The original work on this site was built in 1808. In the last year two magazines have received the interior finish in the north battery; two service magazines have been similarly finished in the redoubt and eight magazines also completed in the south battery. All the magazines in the work are now in serviceable condition. With the exception of the finished magazines, the work is in the same condition as indicated in 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 the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Fort Scammel, Portland Harbor,Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This work occupies a very important position in the harbor, and commands four of the channels leading into it. The original work on this site (House Island), built about 1808, con- sisted of a semi-circular battery, with brick scarp and block-house in rear, and a detached lunette northeast of it. About 1845 the works were connected so as to form one inclosed work, with brick scarp and earthen paraplet. In 1862 the execution of the new plans was commenced, and (with some subsequent modifications in 1870) the work was carried on till the close of theseason of 1875, when it was suspended for want of funds. It is an inclosed work, with detached masonry bastions 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- proved by the Secretary of War. They are only partially executed, and the work is in an incomplete condition. The plans require revision. During the last fiscal year six magazines were put in serviceable order. No other work has been done, and no other expenditures have been made save such as were necessary for the care and preservation of the buildings and 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. No appropriation asked for next fiscal year. Battery on PortlandHead, Portland Harbor, Maine, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This earthwork, commenced in 1873, will, when completed, cover by its guns all the ap- proaches to the main channel leading into the harbor, and will prevent by its fire an enemy's fleet from taking up, unopposed, a position be- hind Cushing's Island from which to shell the shipping in the harbor. This work remains in the incomplete condition reported at the close of the last fiscal year. 10 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PORTLAND-continued. For the construction of the operating-room and gallery for torpedo cables an appropriation is asked under the general appropriation for cables, galleries, &c. 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. No appropriation asked for next fiscal year. Batteries on Cowo Island, approachesto the harborof Portland,Maine.- The object of these earthworks is, with batteries designed to be placed on Great Hog 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. The plans require revision. No appropriation for their construction has yet been made. No appropriation asked for next fiscal year. Batteries on Great Hog Island, approaches to the harborof 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. The plans require revision. No appropriation for their construction has yet been made. No appropriation asked for next fiscal year. Fort McClary, Portsmouth Harbor, New Hampshire, in charge of Col. C. E. Blunt, Corps of Engineers, until February28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.--This work, to- gether 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 defenses of the mouth of the Piscataqua perform an important part in protecting the interior from invasion, as navigation above crosses two through lines of railroad and reaches the city of Dover, N. H., and numerous small places. The original fort was commenced early in the present century. An 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 opera- tions having been carried on except for the necessary care and preser- vation of the property. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort Constitution, Portsmouth Harbor, New Hampshire, in charge of Col. C. E. Blunt, Corps of Engineers, until February28, 1886; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This work, together with Fort McClary, opposite, forms the inner line of defense SEA-COAST DEFENSES. 11 DEFENSES OF PORTLAND-continued. to the mouth of the Piscataqua River and to the navy-yard at Kittery, 1Me. 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 by the Sec- retary of War, but it has not yet been commenced. The plans require revision. The condition of this work has remained unchanged since the date of the last annual 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, 1887. No appropriation asked for next fiscal year. Battery on Gerrish's Island, Portsmouth Harbor, New Hampshire, in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 1886; since that date in charge of Maj. JaredA. Smith, 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 commenced in 1873. The work remains in the same incomplete condition reported at the close of the last fiscal year. 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. The plans require revision. An appropriation for constructing the operating-room and gallery for torpedo cables is asked under the general appropriation for cable gal- leries, &c. No appropriation having been made, no work was done at this fortitication 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. No appropriation asked for next fiscal year. Battery on Jerry's Point, Portsmouth iBarbor, New Hampshire,in charge of Col. C. E. Blunt, Corps of Engineers, until February 28, 186 ; since that date in charge of Maj. Jared A. Smith, Corps of Engineers.-This earthwork is on the western side of the entrance to the harbor of Ports- mouth, N. H., 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 commenced in 1873. During the 'last year the five magazines at the battery were finished inside and placed in serviceable order. The earthwork of the battery is still incomplete. The platforms are ready to receive the 15-inch guns for which they were designed. 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. The plans require revision. 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 fis- cal year for the same reason. No appropriation asked for next fiscal year. 12 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 iliacj. Charles I. Raymond, Corps of Engineers, until February 4, 1886; since that date in charge of Maj. George L. Gillespie, Corps of Engineers.-Thisfort, sit- uated on George's Island, commands the main ship-channel and the anchorage of Nantasket Roads. It consists of a granite, casematedr full-bastioned enceinte, with an earthen cover-face and ravelin. It was commenced in 1833, and its plans have been modified by the Board of Engineers for Fortifications to adapt it for modern ordnance. These modified plans were partly executed when operations were sus- pended in 1875-'76 for want of appropriations. During the fiscal year operations have been confined to the following : The cisterns, eleven in number, under the casemates of Front III were repaired. The old plastering was removed and new substituted. Fourteen doors were built and hung at the entrances of the service magazines. Extra traverse irons were placed on all of the 10-inch-gun front pin- tle barbette platforms (181 in number), to adapt them to the new ord- nance carriage for 8-inch converted rifles. A new wooden latrine, 8 by 20 feet in plan, was built on the sea-wall near bastion A, for the use of the garrison and Engineer laborers. The hull and machinery of the steamer Tourist were repaired. The estimated amount required to complete the work is $185,000. The plans require revision. No appropriation asked for next fiscal year. Battery at Long Island Head, Boston Harbor, Massachusetts, in charge of Maj. Charles W. Raymond, Corps of Engineers, until February 4, 1886 ; since that date in charge of Maj. George L. Gillespie, Corps of Engineers.-- This earthwork occupies an important position in the outer line of de- fense for Boston Harbor, and its guns bear on all the channels of en- trance. 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 War, is in an unfinished condition. During the fiscal year ending June 30, 1886, operations have been limited to the following: Nine doors were built and hung at the entrances of the parados arch. The iron-work of the new 15-inch gun platforms was scraped and painted. The earth slopes of the traverse magazines and parados were partly repaired. Some minor repairs were made to the store-house. To complete the work in accordance with existing plans it is estimated that $90,000 will be required. The plans require revision. No appropriation asked for next fiscal year. Fort Winthrop, Boston Harbor,Massachusetts, in charge of Maj. Charles W. Raymond, Corps of Engineers, until February 4, 1886; since that date in charge of Maj. George L. Gillespie, Corps of Engineers.--This fort is sit- uated on Governor's Island; it forms part of the inner line of defense for Boston Harbor and the Charlestown navy-yard. SEA-COAST DEFENSES. 13 fDEFENSES OF BOSTON AND THE NAVY-YARD AT CHARLESTOWN-- continued. It was commenced in 1844, and consists of a central casemated tower, with outlying earthen barbette batteries. The batteries were modified by the Board of Engineers for Fortifica- tions for the reception of modern ordnance, and their plans have been partly executed, although no active operations have been in progress since 1875-'76, for want of funds. During the fiscal year ending June 30, 1886, operations have been limited to the following: Twenty doors were built and hung at the entrances of the service magazines of the south, the east, and the mortar batteries. The iron work of the new 15-inch gun platforms was scraped and painted. The 10-inch gun platforms (twenty-six in number) were provided with extra traverse irons, to adapt them to the new ordnance carriage for 8-inch converted rifles. The entrance door of the tower was built and hung. The main drain of the tower was cleaned out and extended to the northwest salient by a line of 6-inch drain-pipe from the northeast sa- lient running through the center of the ditch. The work is essentially in as good order as at the date of the last an- nual report. The estimated amount to complete the work in accordance with exist- ing plans is $180,000. The plans of the batteries require revision. 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. No appropriation asked for next fiscal year. Fort Independence, Boston Harbor, llMassachusetts, in charge of Maj. Charles W. Raymond, Corps of Engineers, until February 4, 1886; since that date in charge of Maj. George L. Gillespie, Corps of Engineers.-This work is situated on Castle Island, and forms part of they inner line of defense for Boston Harbor and the navy-yard at Charlestown. It was commenced in 1833, and consists of a granite casemated enceinte, with two exterior earthen barbette batteries. The plans of this work were modified by the Board of Engineers for Fortifications for the reception of modern ordnance, and these plans have been well advanced towards completion, although active operations have been suspended since 1875-'76 from want of appropriations. During the fiscal year ending June 30, 1886, operations have been limited to the following: Eleven doors were built and hung at the entrances of the service mag- azines of the enceinte and east exterior battery. The iron-work of the new 15-inch gun platforms was scraped and painted. The seven front pintle 10-inch gun platforms of the enceinte had each an extra traverse iron placed on them to adapt them to the new ord- nance carriage for 8-inch converted rifles. The work is in as good order as at date of last report. 14 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF BOSTON AND THE NAVY-YARD AT CHARLESTOWN- continued. The estimated amount necessary to complete the work in accordance with the present plans is $50,000. The plans require revision. 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. No appropriation asked for next fiscal year. DEFENSES OF NEW BEDFORD. Fort at Clark's Point, New Bedford Harbor, Massachusetts, in charge of Lieut. Col. George H. Elliot, Corps of Engineers.-This casemated work, commenced in 1857, commands the entrance to the harbor of New Bed- ford. Plans for new earthen batteries for modern heavy guns have been completed by the Board of Engineers for Fortifications, but nothing has been done towards their construction. The plans require revision. The operations of the past fiscal year, which were confined to works of repair and preservation, were as follows: The large dwelling house acquired with the fort lands, and since used for office and other pur- poses, was shored up and shingled to save it from further damage. One of the casemates was fitted up for a store-room for Engineer property at the fort, a portion of the floor of the iron balcony in the main work, destroyed in a gale in the winter of 1885-'86, was relaid. Repairs were made to the fort-keeper's house, which was also repainted; to one of the magazine doors, and to the bridge at the sallyport, and the approach to the latter was graded. 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. No appropriation asked for next fiscal year. DEFENSES OF NARRAGANSETT BAY. Fort Adams, Newport Harbor, Rhode Island, in charge of Lieut. Col. George H. Elliot, Corps of Engineers.-This large and important work, commenced in 1824, defends the harbor and city of Newport, and com- 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 im- portant 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 appro- priations. The plan of this battery requires revision. The operations of the last fiscal year were as follows: The iron-work of four front pintle platforms for 15-inch or heavy rifled guns was com- pleted, and two magazines for the service of these guns were floored and fitted with heavy oak and with ventilating doors. The cement SEA-COAST DEFENSES. 15 DEFENSES OF NARRAGANSETT BAY-continued. house was reshingled. A strong stone jetty containing one of the main sewers of the fort was carried out into the sea on the west front far enough to drop the sewage into the tide-way. A masonry sewer-trap- basin was built in the demilune of the east front. The interiors of the newly-fitted magazines were whitewashed; the iron-work of the new gun platforms was painted, and the traverse rails in casemates were scraped and painted. The new sea-wall for the protection of the east shore was extended 304 feet, and repairs were made to some of the old sea-walls. The south retaining-wall at cut for road through the north demilune was rebuilt. The upper part of the old breast-high wall on the land front of the main work, which had become unserviceable as a revetment, was rebuilt for the entire length of this wall, 812 feet, ex- cept a distance of about 90 feet, where the mortar is so much decayed that the main wall will have to be rebuilt. The work of concreting the surface of the terreplein of the main work, 74,586 square feet in all, was completed by the covering of 5,743 square feet during the fiscal year. 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. No appropriation asked for next fiscal year. Defenses of Dutch Island, NarragansettBay, Rhode Island, in charge of Lieut. Col. George I. Elliot, Corps of Engineers.-The earthen batteries on this island, commenced in 1863, command the western entrance to Narragansett Bay. Nothing has been done in the construction of the defenses since the fiscal year 1875-'76. They are incomplete, and the plans' require revision. The operations of the past fiscal year were as follows: Laying the iron-work of one center pintle and four front pintle 15-inch or heavy rifled guns, and fitting up of two magazines for their service by laying floors and providing the necessary oak and ventilating doors; storing the large quantity of portable railroad track belonging to the work; small repairs to wharves and public buildings, and painting the iron- work of 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. No appropriation asked for next fiscal year. DEFENSES OF NEW LONDON HARBOR AND NAVY-YARD. Fort Trumbull, New London Harbor, Connecticut, in charge of Lieut. Col. Walter McFarland, Corps of Engineers, until February 17, 186; since that date in charge of Lieut. Col. D. C. Houston, Corps of Engi- neers.-FortTrumbull is situated on a promontory on the west shore of New London Harbor, about 2 miles from Long Island Sound; the reser- vation contains about 13.9 acres, and has over 2,000 feet water-front, with a small wharf near the northern extremity. The fortifications consist of- 1. A pentagonal, masonry, bastioned, casemated work of one tier, with a barbette battery on top, having three water-fronts and four bastions, the bastion at the junction of the two land-fronts being omitted. This 16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW LONDON HARBOR AND NAVY-YARD-continued. work was built in 1838-1848. The casemates furnish positions for four- teen heavy guns and eight flank howitzers, and the barbette for twenty- four heavy guns. The northern land front, through which the sallyport passes, is pro- tected by a cover-face arranged with a place of arms and positions for six barbette guns. 2. A south exterior water battery which mounts six 8-inch Rodman guns and two 100-pound Parrotts. 3. A north exterior earthen battery, built in 1874-'76, arranged for mounting five 15-inch guns in single position to command the channel. The platforms for these guns are completed, with the exception of the traverse irons, which are on hand and ready to be laid. A plan of the Board of Engineers for rebuilding the south exterior battery and fitting it for five 15-inch Rodmans in single position was ap- proved in 1874, but no money has yet been applied to carrying out the project. During the past year no work, either of construction or repair, has been done at this fort. It is now in good condition, with the exception of some of the brick facing of the casemates, which has been damaged by,leakage through the covering of the arches or between the arches and the scarp-wall. The alteration of the south water battery, as planned by the Board of Engineers, to fit it for the use of 15-inch Rodmans, is necessary to the proper defense of the position. Fort Trumbull is garrisoned by two companies of the First Artillery. 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. No appropriation asked for next fiscal year. Fort Griswold, New London Harbor, Connecticut, in charge of Lieut. Col. Walter McFarland, Corps of Engineers, until February17, 1886; since that date in charge of Lieut. Col. D. C. Houston, Corps of Engineers.--This is an open barbette earthwork, on the east side of New London Harbor, opposite the city of New London. It was begun in 1840, as an auxil- iary to Fort Trumbull, and from its commanding position on Groton heights, 80 feet above the sea, it overlooks every part of the harbor. It has positions for sixteen guns, eleven 10-inch Rodmans and five 8-inch Rodmans; but under an approved plan of the Board of Engineers this battery is to be fitted for eight 15-inch Rodmans, the estimated cost of which is $48,000. The reservation contains about 12.8 acres; its site is mainly on the high east bank of the Thames River, back of the village of Groton; it includes a roadway extending to the river, with about 66 feet of water front. No money has ever been appropriated for the modification of this bat- tery, and no work upon it has been done. No work has been done upon it during the past year, and it is now in very good condition. There is no garrison at Fort Griswold, an ordnance sergeant being left in charge of it. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. 17 DEFENSES OF NEW HAVEN. Fort Hale, New Haven, Connecticut, in charge of Lieut. Col. Walter Mc- Farland, Corps of Engineers, until February 17, 1886 ; since that date in charge of Lieut. Col. D. C. Houston, Corps of Engineers.--This is an earth- work built near the close of the rebellion, situated on a low point on the east shore of the harbor, about 2 miles below the city. It is a tem- porary work, and is rapidly falling down. Its site is valuable in a mil- itary sense only for a small work, to be used against small vessels that might enter the harbor. The area of the reservation is about 30 acres; it has 2,300 feet of water front. No project for rebuilding it has ever been made. No work has been done upon it in the last year, and no appropriation is asked for the 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, until May 24, 1886; since that date in charge of Lieut. Col. C. B. Comstock, Corps of Engineers.-This work and the opposite fort at Willets Point are our only dependence for closing the harbor of New York City against attack from the direction of Long Island Sound. The existing works at Fort Schuyler consist of an old masonry fort, planned halfa century ago, and of three incomplete and unarmed earthen batteries. During the past fiscal year the sea-wall has been repaired, and also the slope in front of the glacis battery. The preparation of all but the iron-work of one turret to receive two 110-ton guns should be no longer delayed. 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 Willets Point, eastern entrance to New York Harbor, in charge of Lieut. Col. H. L. Abbot, Corps of Engineers, until March 11, 1886; since that date in charge of Lieut. Col. C. B. Comstock, Corps of Engineers.- This work, together with Fort Schuyler, forms the only defensive line for preventing an enemy coming from the direction of Long Island Sound from entering the harbor of New York City. It is, therefore, of first importance. The defensive works at Willets Point consist of an old stone fort, begun at the outbreak of the civil war and left unfinished since 1865; of four unfinished earthen batteries for guns, and of a battery for six- teen mortars. During the past fiscal year the roads and temporary buildings have been repaired, and property has been cared for. The extensive slopes have had the grass cut upon them. The sea has been cutting away the shore line on the east front, sduth of the main work, and blocks of granite, long on hand, have been placed here to form a bank protection. This protection needs extension fur- ther to the south. 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. 2E 18 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN---Ol- tinued. Defenses of Governor's Island, New York Harbor, in charge of Maj. George L. Gillespie, Corps of Engineers, until February 3, 1886; in charge of Lieut. Col. Walter McFarland, Corps of Engineers, until February 17, 1886; since that date in charge of Lieut. Col. D. C. Houston, Corps of Engineers.--These works comprise Fort Columbus, Castle Williams, South Battery, and New Barbette Battery. They, with Fort Wood, on the opposite side of the channel, defend the entrances 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 the operations during the year have been lim- ited to repairs. The United States owns the whole island, an area of 70 acres. During the year eight interior magazine doors were built and hung in the magazines of the New Barbette Battery, and 8 entrance stones to cover drains were laid in the entrances of the magazines. Slight re- pairs were made to the bridge over the ditch at Fort Columbus. An exterior modern earthen battery, designed by the Board of En- gineers for Fortifications, and approved by the Secretary of War, is partially built. The plan of this battery requires revision. 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. No appropriation asked for next fiscal year. Sea-wall on Governor's Island, New York Harbor, in charge of Maj. George L. Gillespie, Corps of Engineers, until February3, 1886; in charge of Lieut. Col. Walter McFarland, Corps of Engineers, until February 17, 1886 ; since that date in charge of Lieut. Col. D. C. Houston, Corps of En- gineers.-The project for this improvement, adopted in 1865, provides for inclosing the entire island by a sea-wall. Under an allotment made in 1865, 700 linear feet of masonry wall were built on the southwest side of the island in 1866, which, with about 399 linear feet built under other small allotments, made a total of 1,099 feet. This was subsequently extended as a temporary dry wall nearly along high-water mark to Castle Williams, covering the entire southwest side of the island. By act approved August 7, 1882, $39,000 were appropri- ated " for completing a sea-wall already commenced on the southwest side of Governor's Island, New York Harbor, and constructing a sea- wall on its southeastern portion." Under this appropriation and one of $15,000, included in the sundry civil bill approved March 3, 1883, the wall was extended 206 feet along the south side of the island, and 1,502k feet along the east side to the coal wharves. From this point the island is inclosed by wharf fronts and by the " ordnance wall," extending around the northeast side and along the northwest side to within about 1,100 feet from the Engineer Wharf and the Castle Williams Wall. In 1884 an allotment of $500 was made for completing the filling and grading behind the east wall, left unfinished on account of exhaustion of funds. In order to complete the project for inclosing the entire islandl, there is yet to be built about 1,100 feet of wall on the northwest side, and the temporary dry wall is to be replaced by a masonry wall about 1,500 feet SEA- COAST DEFENSES. 19 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN--Cnl- tinued. long, the latter to be built near low-water line, using the material in the present dry wall as far as it will go; also filling in and grading behind the waMs when built. No work was done during the past fiscal year, no funds being avail- able. From the western extremity of the "ordnance wall" to Castle Will- iams, a distance of 1,100 feet, the beach is wholly unprotected against deposits of offal, dead animals, and other objectionable matter. For carrying the sea-wall in front of this beach and for banking up the low spaces behind it, an estimate of $50,000 is submitted; to replace the dry wall with a permanent masonry wall will cost about $50,000 addi- tional. Both walls could be built to advantage in a single year. An appropriation of $50,000 is recommended. Fort Wood, Bedloe's Island, New York Harbor,in charge of Maj. George L. Gillespie, Corps of Engineers,'untilFebruary 3,1886; in charge of Lieut. Col. Walter McFarland,Corps of Engineers, until February 17,1886; since that date in charge of Lieut. Col. D. C. ilouston, 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 Brooklyn, and Jersey City from bombard- ment. The entire island belongs to the United States; its area is about 13 acres. The exterior modern earthen battery, designed by the Board of En- gineers and approved by the Secretary of War, is only partially built and should be completed. The plan requires revision. The pedestal for the Statue of Liberty Enlightening the World is completed; the interior frame-work is erected up to the neck and the iron skeleton of the right arm is partly in place; preparations are being made for placing the copper plates of the statue. The only work done upon the fortifications during the past fiscal year was fitting and hanging three interior magazine doors in the new ex- terior battery. The slopes and platforms are in good condition. No appropriation having been made, no work was done at this fortifica- tion during the past fiscal year, beyond what was necessary for its repair and preservation ; for the same reason no work is contemplated during the ensuing year. No appropriation asked for next fiscal year. Fort Hamilton and additional batteries, New York Harbor, in charge of Maj. George L. Gillespie, Corps of Engineers, until February 3, 1886; since that date in charge of Lieut. Col. Walter McFarland, Corps of En- gineers.-These works, commenced in 1824, are situated at the Narrows of New York Harbor, upon the Long Island side. No specific appropriation was made for the fiscal year, and the opera- tions were confined to repairs absolutely necessary for thepreservation of the works. These include, in Battery No. I, the placing of 1,190 cubic yards of rip- rap stone against the sea-wall supporting the battery,making and hang- ing four interior and seven exterior magazine doors, and setting pintles in platforms 1, 2, 5, and 6; in 15-inch Gun Battery, making and hang ing one interior door to Magazine B. 20 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-COl- tinued. The slopes, revetments, and platforms of all the several works are in good repair and the magazines are dry and serviceable. To construct a working-chamber on the east side of the channel for the torpedo defensive system planned by the Board of Engineers, an appropriation is requested under the general appropriation for cable galleries, &c. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Mortar Battery at Fort Hamilton, New York Harbor, in charge of Maj. George L. Gillespie, Corps of Engineers, until February 3, 1886 ; since that dlate in charge of Lieut. Col. Walter McFarland, Corps of Engineers.- This battery was commenced in 1871. No operations were carried on during the year except furnishing and hanging three exterior magazine doors. But little requires to be done to fit this battery to receive its full armament as projected by the Board'of Engineers for Fortifications. Fort Lafayette, New York Harbor, in charge of Maj. George L. Gillespie, Corps of Engineers, until February3, 1886 ; in charge of Lieut. Col. Wal- ter McFarland, Corps of Engineers, until February 17, 1886; since that date in charge of Lieut. Col. D. C. Houston, Corps of Engineers.-This old work, commenced in 1812, occupies the best of all the positions for the defense of New York Harbor; it is situated on a shoal at the Narrows entrance, and is wholly surrounded by water of 8 feet depth or more. The area inclosed by the sea-wall is about 270 feet square. The fort was injured by fire in 1868 to such a degree as to make it practically worthless unless rdpaired at a very considerable expense. As it was adapted to guns of small caliber only, it was not thought advisable to restore it, but to replace it with an iron construction which should meet the de- mands of modern armament. Plans for this have been proposed. The defense of New York requires a new work which will mount the heaviest modern ordnance, and, as many years will be consumed in the construction, an adequate appropriation should be made without further 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. No appropriation asked for next fiscal year. Fort Wadsworth, Staten Island, New York Harbor, in charge of 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. During the past fiscal year the permanent gun platforms and the breast-height walls were pointed. A rough, low retaining wall was SEA-COAST DEFENSES. 21 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN--con- tinued. built about half-way down the long slope, to prevent the earth from washing down from above. 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. No appropriation asked for next fiscal year. Fort on site of Fort Tompkins, Neu' York Harbor, in charge of Col. Q. A. Gillmore, Corps of Engineers.-This work, commenced in 1858, with the earthen Glacis Gun Battery on its left and the Glacis Mortar Bat, tery 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 barbette bat- tery to resist a land attack, and on its channel front seventeen large casemates for storage and other purposes. It mounts its channel-bear- ing guns en 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 depths to the case- mates 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. The following work was done during the past fiscal year: The pointing of the masonry of the scarp and counter-scarp walls was continued. The torpedoes stored at the fort, and the balcony of the parade walls, and other exposed iron and wood work were painted. Extensive damages caused to the exterior slope of the channel-front by a heavy rain-storm in April, 1886, were thoroughly repaired. The work of macadamizing the road leading from the south sallyport of the fort to the light-house was commenced. The western boundary fence at the foot of the glacis, along New York avenue, was renewed and painted. Grass and weeds were cut on the parade, parapet, and slopes of the fort. The estimates for the completion of Fort Tompkins comprise ten permanent gun platforms in place of the present wooden ones, four bonnets on the traverses for the better protection of guns and gunners, and finishing off twenty-six casemates for quarters and eleven large casemates on the channel-front for storage purposes. 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 comtemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Glacis Gun Battery (north of fort on site of Fort Tompkins), Staten Isl- and, New York Harbor, in charge of Col. Q. A. Gillmore, Corps of En. 22 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-COn- tinued. gineers.-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 twelve years, and may be reported as finished. It is provided with timber gun plat- forms and ample magazine room. But little work was done at this battery during the past fiscal year. The slopes, which had been damaged by a heavy rain-storm in April, 1886, were repaired, the doors of the two magazines were painted, and grass and weeds cut on the slopes and in rear of the work. The cost of substituting stone for the timber gun platforms and rais- ing the breast-height wall will be $15,000. 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 fis- cal year for the same reason. No appropriation asked for next fiscal year. Glacis Mortar Battery (south of fort on site of Fort Tompkins), Staten Island, New York Harbor, in charge of Col. Q. A. Gillmore, Corps of En- gineers.-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, bat the ten wooden platforms for 13-inch sea-coast mor- tars have become unserviceable from decay. During the past fiscal year the doors of the service magazines were painted, and the slopes, which had been damaged by a heavy rain-storm in April, 1886, were repaired. Grass and weeds were cut from the slopes of parapets and magazine covers. 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 ivas possible with the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Battery Hudson, Staten Island, New York Harbor, in charge of 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 frontof others, the construction of bonnets on the traverses, and the placing of a wooden lining in one of the prin- cipal magazines, at an aggregate cost of $45,000. The following work was done during the past fiscal year: Two wooden front-pintle platforms for 8-inch converted rifles were constracted in the western wing of the south front, upon the concrete foundatious previously occupied by two decayed wooden platforms for SEA-COAST DEFENSES. 23 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN--COl- tinued. 15-inch smooth-bore guns. Two 8-inch converted rifles, formerly in the first tier of casemates of Fort Wadsworth, were mounted upon the new platforms. The lower part of the long earth slope in rear of the permanent front- ointle platform on the south front, next to the angle with the east front, was cut off to the height of about 5 feet, and replaced by a wooden re- vetment. This was done to give room for the long chassis of an 11-inch rifle received and mounted here during the year. Miscellaneous repairs were made to slopes, and grass and weeds cut on them. A new shingle roof was put on the hostler's building, and repairs were miade to the cement-shed and blacksmith's building; both received new underpinning where they had settled. 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. No appropriation asked for next fiscal year. South Mortar Battery (in rear of Battery Hudson Extension), Staten Island, New York Harbor, in charge of Col. Q. A. Gillmore, Corps of En- gineers.-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 Nar- rows from the lower bay. Since 1873 no appropriation has been made for it. The work necessary for its completion consists in constructing and laying eight timber mortar platforms, and in fitting up the inner magazines with doors and lamp-closets. Estimated cost of completing the work, $10,000. The work done at this battery during the past fiscal year was con- fined to cutting grass and weeds on the slopes. 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. No appropriation asked for next fiscal year. North Cliff Battery, Staten Island, New York Harbor,in charge of Col. Q. A. Gillmore, Corps of Engineers.-This earthen 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 Nar- rows. It was intended for an armament of 15-inch smooth-bore guns or corresponding rifles, and was provided with two storage magazines, one large bomb-proof shelter, and five traverses between guns, two of them containing service magazines. Under a modification approved Decem- ber 8, 1859, 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. During the last fiscal year operations were confined to repair of dam- ages to the slopes in rear of the work, caused by a heavy rain-storm in April, 1886, and in cutting grass and weeds from these slopes and from the parapet and magazine covers. 24 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN--COn- tinued. 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, will be $60,000. 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. No appropriation asked for next fiscal year. South Cliff Battery, Staten Island, New York Harbor, in charge of Col. Q. A. Gillmore, Corps of Engineers.--This earthen gun battery, occupy- ing 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 num- ber of guns was necessarily reduced. No work was done at this battery during the past fiscal year beyond cutting the grass and weeds from the slopes. The cost of finishing the battery, comprising the completion of four traverses, the construction of one new traverse magazine, adding to the thickness of a parapet, building a rough sea-wall at the foot of the ex- terior slope, and lining the two principal magazines, will be $60,000. 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. No appropriation asked for next fiscal year. Two-gun Battery (nearsoutheast angle of channelfront offort on site of Fort Tompkins), Staten Island, New York Harbor,in charge of Col. Q.A. Gillmore, Corps of Engineers.--This work is located on the crest of the long slope in rear of Fort Wadsworth, and to the southeast and some- what in advance of the channel front of the fort on site of Fort Tomp- kins. It was built towards the close of the late civil war, and is de- signed to throw additional fire from a commanding position upon ves- sels attempting to pass the Narrows. The only work done here during the past fiscal year consisted in cut- ting grass and weeds on the parapet and adjoining slopes. The battery contains two permanent center-pintle platforms for 10- inch or 8-inch Rodman guns or corresponding rifles. Platforms, breast- height, and parapet are in serviceable order, but there is no service magazine. No appropriation is asked for this work. Fort at Sandy Hook, New Jersey, in charge of Maj. George L. Gillespie, Corps of Engineers, until February 3, 1886; since that date in charge of Lieut. Col. Walter McFarland, Corps of Engineers.-Thiscasemated work, commenced in 1857, commands the southern approaches by sea to the harbor and city of New York, and is also designed to prevent the occu- pation of the Lower New York Bay, as an anchorage by an enemy's fleet. SEA-COAST DEFENSES. 25 DEFENSES OF NEW YORK AND THE NAVY-YARD AT BROOKLYN-Con. tinued. No regular appropriations have been made for years past for the com- pletion or modification of this work, and it remains in essentially the same condition as at the date of the last annual report. No work has been done upon the jetties for protecting the site against the advances of the ocean, and they have suffered no serious damage. This water-front is now in a good condition, affording protection to all buildings in rear. The defensive work upon the Hook 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 southward to the sea, and effectually seal up the main outlet from the city. The modification and completion of this important work for the reception of the heaviest modern rifled guns protected by impenetrable iron armor, and the protection of the site against encroach- ments by the sea, are of very great importance. 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. No appropriation asked for next fiscal year. DEFENSES OF PHILADELPHIA AND LEAGUE ISLAND NAVY-YARD. Fort Mfifflin, Delaware River, Pennsylvania, in charge of Lieut. Col. Henry M. Robert, Corps of Engineers.--This barbette work, originally established in 1779, is situated on the west bank of the Delaware River, within the territorial boundaries of the city of Philadelphia, and con- stitutes 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. These plans require revision. During the past fiscal year the public buildings were cleaned and whitewashed, the grass on the grounds of the main work and demilune cut, and a wagon bridge built across the ditch in front of the main en- trance to the fort. 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. No appropriation asked for next fiscal year. Mortar Battery at Fort Miflin, Pennsylvania,in charge of Lieut. Col. Henry M. Robert, Corps of Engineers.-The site of this battery is on the reclaimed land west of the main work and north of the unfinished gun battery. Operations for its construction began in 1871, and continued until near the close of the fiscal year 1874, since which time work has remained suspended for want of funds. * 26 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PHILADELPHIA AND LEAGUE ISLAND NAVY-YARD- continued. This battery, the plans of which were prepared by the Board of En- gineers for Fortifications, remains in' an unfinished condition, and is suffering from exposure. 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. No appropriation asked for next fiscal year. Site for defenses at Red Bank, New Jersey, in charge of Lieut. Col. Henry M. Robert, Corps of Engineers.-This site is situated on the east shore of the Delaware River, and embraces an area of 100 acres. It was purchased in 1872, with the view of erecting thereon an earthen bar- bette work for heavy guns, which, with the works at Fort Mifflin, would constitute the inner line of defenses of the Delaware River. During the past fiscal year operations were confined to placing 114 cubic yards of rip rap stone at the foot of the bluff directly in front of the property-keeper's house, where the bank was being rapidly washed away by the river currents. No appropriation has been made for this work. The site is an impor- tant one, the occupation of the bluff by a suitable armament, which would command the channel at short range, being indispensable to any attempt to defend the port of Philadelphia and the League Island navy- yard. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort Delaware, Delaware River, Delaware, in charge of Lieut. Col. Henry il. Robert, Corps of Engineers.-Fort Delaware is a casemated work, with granite scarp, situated on Pea Patch Island, about 42 miles below Philadelphia, and 12 miles below Wilmington, Del. The position is a very important one, commanding both channels, the eastern or main ship-channel passing within 1,000 yards of the fort. The mrasonry of this fort was begun in 1852. No appropriations have been made for it since 1876, and the modifications then in progress, to adapt it to the greater size and power of modern ordnance, remain sus- pended. This work and the batteries opposite on the Delaware and New Jersey shores form the lower line of defense for the Delaware River, but the fort is in no condition to contest the passage of modern ships of war, and the thickness of neither the scarp nor the magazine walls is sufficient to resist shot from guns now in use. During the past fiscal year available funds have been applied to the following work: Two barbette gun platforms, Nos. 103 and 104, were so modified as to adapt them to the modern iron carriages. This work, with the plat- forms similarly modified in previous years, completes the modifications of all the center-pintle stone platforms for the barbette Rdman guns. Seven stone platforms, which were from to 11 inches out of level, were releveled by cutting down the stone-work and relaying the traverse cir- cles. The grounds have been partially cleaned from weeds and minor repairs made to ditches. SEA-CO A'ST DEFENSES. 27 DEFENSES OF PHILADELPHIA AND LEAGUE ISLAND NAVY-YARD- continued. An appropriation for constructing a torpedo casemate is asked for, under the general appropriation for cable galleries. 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. Battery at Finn's Point, Delaware River, New Jersey, in charge of Lieut. Col. Henry M. Robert, Corps of Engineers.-The construction of this earthen barbette battery, which forms the left of the lower line of de- fense for the Delaware River, was commenced in 1872, under the ap- proved plans of the Board of Engineers for Fortifications. In 1876 work was suspended for want of appropriations, and since then only slight repairs have been made from time to time. During the past fiscal year slight repairs were made to the dikes and sluices. The sea-wall along the front of the work has been but par- tially completed, leaving a gap of about 650 feet. Along the length of this gap the shore-line. and a part of the exterior slope of the battery have been seriously eroded by the action of the river, and stone has been disposed along the foot of the eroded bank, so as to give tempo- rary protection until available funds would permit of the stone being laid into a wall closing the gap. 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. No appropriation asked for next fiscal year. Mortar Battery at Finn's Point, Delaware River, Netw Jersey, in charge of Lieut. Col. Henry . Robert, Corps of Engineers.-This work was com- menced in 1872, under the approved plans of the Board of Engineers for Fortifications, and forms a part of the earthen battery at Finn's Point. No appropriations having been made for it since 1874, it re- mains 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. No appropriation asked for next fiscal year. Fort opposite Fort Delaware, Delaware shore, in charge of Lieut. Col. Henry M. Robert, Corps of Engineers.--This earthen barbette battery is on the Delaware shore, opposite Fort Delaware, and commands both channels of the river below Pea Patch Island. Its construction was commenced in 1873, and continued until 1876. Since that time no appropriations have been made, and the battery re- mains in an unfinished condition. The completed portions, including the sodded slopes, are in fair condition. The dike on the Delaware River front needs extensive repairs. The plan of the battery requires revision. An appropriation for completing the torpedo cable gallery is requested under the general appropriation for cable galleries. 28 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF PHILADELPHIA AND LEAGUE ISLAND NAVY-YARD- continued. During the past fiscal year slight repairs were made to the buildings, fences, and two service magazines. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year, and no work is contemplated during the - current fiscal year for the same reason. Mortar Battery, opposite Fort Delaware, near Delaware City, Delaware, in charge of Lieut. Col. Henry M. Robert, Corps o Engineers.-Thi work was commenced in 1872, under the approved plans of the Board of En- gineers for Fortifications. No appropriation 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. No appropriation asked for next fiscal year. 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 commands with its fire the interior waters of the harbor and the channel of approach thereto, in which latter a depth of 27 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. The plan of this battery requires revision. 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 in- creased 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 line 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 repairs for the year have consisted of the following items: Mow- ing slopes of main work and the exterior batteries; cleaning out and readjusting some of the drains; replacing broken slates on the large SEA-COAST DEFENSES. 29 DEFENSES OF BALTIMORE-continued. storage magazine near the hospital; setting three of the coping-stones of the sea-wall; readjusting and sodding some of the slopes of the demi- lune battery; filling, readjusting, and sodding two slips in the old outer 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 wim the general appropriation made for this purpose, and no other work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Fort Carroll,BaltimoreHarbor, Maryland, in chargeof Lieut. Col. Will- iam P. Craigkill, Corps of Engineers.-This fortification, commenced in 1847, is situated upon an exterior line of defense for the harbor of Bal- timore. It has been proposed to modify this fort so as to enable it to be prop- erly available for its intended purpose; the modifications to be in ac- cordance with the requirements of warfare of the present day. 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 hostilities. It will require several years and lib- eral appropriations to accomplish it, and it should be commenced with- out delay. Operations during the past year have been confined to the general care and preservation of the work and the public property stored thereat. 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. No appropriation asked for next fiscal year. DEFENSES OF WASHINGTON. Fort Foote, Potomac River, Maryland, in charge of Maj. Peter C. Hains, Corps of Engineers.-This earthwork is situated on the left bank of the Potomac River, and only 2 miles below Alexandria. It commands the water approaches to that city and to Washington. The work was commenced in 1862. In 1872 the Board of Engineers for Fortifications approved a project for the modification of the old fort and for the construction of an additional battery. Work was in progress on the former when a suspension became necessary by reason of the failure of appropriations. No work has ever been done on the proposed new battery and none on the old fort since 1874. At the present time the condition of the work may be described as one of utter dilapidation. The magazines, which at the time of the suspension of operations were in an unfinished condition, are rapidly going to ruin. The parapet on the water front was hardly begun when work ceased. There are five gun platforms laid, four front, and one center pintle. They are built of concrete and granite, and are service- able. The plans of the work require revision. The buildings are all built of perishable material, and rapidly going to decay. As the post is not occupied by troops, it is not deemed ex- pedient to repair all of them. Slight repairs to two sets of officers' quarters and the hospital are recommended. 30 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF WASHINGTON--continued. During the past year traverse rails and pintle plates were laid for two 15-inch guns, one set of officers' quarters was painted, the roads repaired, and slopes mowed. 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 montemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Fort Washington, Potomac River, Maryland, in charge of Maj. Peter C. Bains, Corps of Engineers.-The construction of this fort was begun in 1816. It is a casemated work, occupying a commanding position on the left bank of the Potomac River, 11 miles below the city of Wash- ington, and constitutes an important part of the outer line of defense of Washington and the Washington navy-yard. The masonry of the old work is still in good condition, but as the fort was designed more than half a century ago, it is not adapted to receive guns of modern size, or to defensive purposes against such guns. In 1870 the Board of Engineers for Fortifications approved plans for a modification of the demilune, converting it into a battery of modern construction, with guns of large caliber. The platforms for four of these guns were built, and the magazines partially so, when work was suspended for lack of funds. Three other batteries were planned, and received the approval of the Board of Engineers for Fortifications, but no work has yet been done on them. The plans of these batteries should be modified to conform to the latest improvements in defensive works before their construction is be- gun. The fort itself will also need modification for the same reason, but the unfinished magazines in the demilune battery ought to be completed, to prevent deterioration and decay. Traverse rails and pintle plates for four 15-inch gun platforms were laid early in the present fiscal .year. The slopes have been mowed, and slight repairs made to some of the buildings. Two of the magazines were cleaned out and ventilators put in. The magazines require addi- tional work to put them in good condition. A part of the boundary fence of the reservation, which had rotted and disappeared, has been rebuilt. There has been no special appropriation for this work since 1873-'74. The unfinished parts of the demilune battery are therefore suffering constant deterioration. 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. No appropriation asked for next fiscal year. Obstructions of the Potomac, in charge of Maj. Peter C. Hains, Corps of Engineers.--The material pertaining to these obstructions was continued in store at Fort Foote, Maryland. The timber portion has become en- tirely worthless from decay. The irons are in good condition. DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD. Fort Monroe, Old Point Comfort, Virginia, in chargeof Col. Q. A. Gill- more, Corps of Engineers.-This extensive work, commenced in 1817, SEA-COAST DEFENSES. 31 DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD--continued. 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 Gos- port 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 No. 5; constructing a new open battery for barbette guns to the right of the old casemated 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. It is expected that the changes finally adopted will be of a much more radical character than those to which reference has been made. 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 masonry of the service magazine is finished, but not covered with earth, and the concrete foun- dations for the gun platforms have been laid. The new ten-gun earthen battery has not been commenced. The following operations have been carried on during the past fiscal year : Traverse irons were laid on two platforms for 15-inch guns at the bat- tery east of the casemated water battery, and the parapet and exterior slope were repaired and sodded. Platform No. 96, for-8-inch or 10-inch Rodman guns, on left flank of bastion 3-4, main work, was put in serviceable order. Repairs were made to a section of the parade wall near the flagstaff bastion, Front I. A new road-bed was laid on the winding ramp of bas- tion 3-4, formed. of rubble, gravel, and some clay. Repairs were made to the parapet of Front IV, where 600 square feet of new sods were laid. The interior slope of bastion 5-6 was thoroughly repaired; 115 linear feet of revetment, 3 feet high, extending along the foot of the slope, was entirely rebuilt, and 156 linear feet of blue-stone coping reset. A long crevice, 21 inches wide, in the scarp wall of Front V, was filled with concrete and pointed. Some repairs were made to the concrete road-bed in rear of the covered way, water battery, and the.brick walk through the southern postern taken up and relaid. Repairs were made to magazine No. 2, Front II; new floor timbers and planks were laid, walls and ceilings put in order, and two oak-wood gratings fitted to cover dust-holes. The seven iron leaders that take water from the top of the large mag- azine near Carroll Hall have been cleaned out and lacquered; at the 32 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD-Conltinued mouth of each pipe an excavation was made and a drain formed, loosely tilled with broken brick and stone. The bridge leading across the ditch to the main sallyport, Front VII, was thoroughly repaired and painted, and the brick piers pointed. The gates and iron gearing of sallyports were painted. The sluice-gates next to Mill Creek, Fronts VI-VIII, were altered by shifting them to the Mill Creek side of the frame-work. By this ar- rangement the water in the ditch is admitted through the sluice-way in advance of Front V, and passes out through the sluice of Fronts VI- VII. Heavy iron latches are fitted to the gate, to be used whenever it is considered necessary to hold the water-level in the ditch at the proper height to obtain the requisite head for flushing the main sewer. Gal- vanized-iron wire screens were fitted in the sluice-ways to prevent float- ing objects from entering the ditch. Miscellaneous repairs were made to the Engineer office, Engineer quar- ters, stable, and fences; cisterns were cleaned out and pumps put in working order where necessary. Privies at all the buildings under the control of the Engineer Department were altered and fitted with gal. vanized-iron receptacles, to replace the wooden boxes heretofore used. 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. No appropriation asked for next fiscal year. Artesian well at Fort Monroe, Virginia, in charge of Col. Q. A. Gill- more, 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 present depth of the well is about 900 feet, and in view of the importance of an independent supply of water in case of the in- terruption of other sources, it is recommended that this be increased to 1,200 or 1,500 feet before abandoning the project. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Fort Wool, Hampton Roads, Virginia, in charge of 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 opposite side of the channel from that work, and therefore crossing its fire with it. Fort Wool is an inclosed casemated fort. It was begun in 1818 by 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 founda- tion a pressure somewhat exceeding that of the finished work. The work of construction was resumed in 1858, and when it was sus- pended fifty-two casemates of the lower tier, with iron-throated embra- sures, 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 chan- nel had reached nearly to the height of the embrasure lintels, the em- brasure irons had been set, and the floors of most of the casemates paved. On the gorge faces very little work had been done. The work done during the past fiscal year consisted in making slight repairs to the fort-keeper's quarters; cleaning the cistern and repairing SEA-COAST DEFENSES. 33 DEFENSES OF HAMPTON ROADS AND GOSPORT NAVY-YARD-continued. its side walls; constructing a landing for small boats from material taken from the old wharf, which is now a useless wreck; and repairing and painting the Engineer yawl-boat. 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. 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. No appropriation asked for next fiscal year. DEFENSES OF BEAUFORT HARBOR, NORTH CAROLINA. Fort Macon, Beaufort Hatbor, North Carolina,in charge of Capt. W. H. Bixby, Corps of Engineers.-This fort forms the sole military defense of Beaufort Harbor and its attendant interests. It commands with its fire all the inner waters of the harbor and the channels of approach thereto. Although the old fort in itself has become almost useless as a defen- sive work, the site is still an important one, and its water-front should be occupied by a battery of modern heavy guns, mounted upon a sand parapet of the most approved model and provided with bomb-proof cover to ammunition and gunners. The masonry of the fort is in places badly cracked, apparently due to unequal settlement of the foundations; but these cracks have not materially changed for several years past; and the foundations, which have apparently entirely stopped settling, are probably in good condi- tion. All the wood-work and iron-work of the fort is rotting and rust- ing everywhere, and the plastering is falling from the walls and ceil- ings of the casemates. There are three small powder magazines inside .the fort, all of which are in good order. The wooden buildings on the post, used for quarters and for storage, are of a temporary character, and they are in about as serviceable a condition as is necessary for their present uses. There being no special appropriation for the fiscal year ending June 30, 1886, operations have been confined to the general care and preser- vation of the work. These operations have consisted mainly in ex- tending backward the main jetty, in repairing the fence encircling the fort slopes, and in keeping the fort and slopes in general good order. The site of the fort has needed further protection against the ocean. As no funds were available for this, and as Fort Macon Point forms, also, one side of the entrance to Beaufort Harbor, its site has to a cer- tain extent during the last year been protected at the expense of the Beaufort Harbor appropriations. The most important work of this nature is the partial rear extension of the main jetty, the partial con- struction of a jetty opposite the old railroad wharf, and the construction of a small landing wharf. Further protection against the neighboring river and ocean is needed. The other jetties (constructed in 1844-'45 and 1883-'85) have all given excellent results; but the railroad jetty should be completed at a fur- ther expense of $3,000. 3E 34 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF BEAUFORT HARBOR, NORTH CAROLINA-continued. A project for adapting this work to the requirements of modern defense is under consideration. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. DEFENSES OF WILMINGTON. Fort Caswell, mouth of Cape Fear River, North Carolina,in chargeof Col. Q. A. Gillmore, Corps of Engineers.-This barbette work, commenced in 1826, covers the entrance into Cape Fear ]R9iver, 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, 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, 1887. No appropriation asked for next fiscal year. DEFENSES OF CHARLESTON. Fort Moultrie, Charleston Harbor, South Carolina, in charge of Col. Q. A. Gillnore, Corps of Engineers.-This work is located on Sullivan's Island, and co-operates with Fort Sumter in defending the water ap- proach 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. During the past fiscal year the part of the parade fence which had been destroyed by a storm on August 25, 1885, was rebuilt; the slopes were mowed, and some general clearing up of the inside of the fort done. The flag-staff, which had been blown down, was reset. 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. No appropriation asked for next fiscal year. Fort Sumter, Charleston Harbor, South Carolina,in charge of 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. The reconstruction of the work, with the view of adapting it to the con- SEA-COAST DEFENSES. 35 DEFENSES OF CHARLESTON--Continued. ditions of modern defense, was begun in 1870, and is now well advanced. Of the barbette gun platforms required eight have been laid. Three .of these eight are permanent and five are of timber. Eight casemates on the northwest face are ready for the guns, except the traverse rails, and the nine casemates on the northeast face, one in the pan coupd be- tween 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 lreast-height walls, placing bonnets on the traverses, most of the earthwork on the gorge face and the parados 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. The work done during the past fiscal year consisted principally in re- pairing damages caused by the storm of August 25, 1885. That storm washed away a great part of the exterior slope and coping of the south- east face, broke up the deck-planks of the wharf, tore away the sally- port gate, and set afloat everything movable in the fort, the water stand- ing 5 feet deep in the center of the parade. The wharf planks were spiked down again, and other necessary repairs made to the wharf. A large amount of sand, deposited in the casemates by the storm, was removed, and the parade cleared of debris. The ord- nance sergeant's quarters, which had also suffered from the storm, were repaired, and a davit for his row-boat supplied on the wharf. The sally- port gate was rehung. The earthwork of the southeast face was repaired. It is now sodded on the exterior slope for the whole length of this face, and the top is finished off parallel to its proposed superior slope, but 3 feet below it, the funds allotted not being sufficient to carry it to the full height. The rotten wooden revetment in front of gun platforms Nos. 9 and 10, on the same face, was replaced by a substantial marsh sod wall, with sufficient batter to make it secure. The sea breaks against the scarp- wall of this front so heavily at times that the slopes are likely to re- quire further repairs. 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 present fiscal year for the same reason. No appropriation asked for next fiscal year. Fort Johnson, Charleston Harbor, South Carolina, in charge of 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 consti- tute one of the inner works in the system of defense for this locality. 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. No appropriation asked for next fiscal year. 36 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF CHARLESTON--continued. Castle Pinckney, Charleston Harbor, South Carolina, in charge of Col. Q. A. Gillmore, Corps of Engineers.-This work, situated on Shute's Folly Island, about 1 mile east of the city of Charleston, is one of the interior works in the system of defense of the harbor. The work was 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 $20,000 will be required to adapt this work to the reception of an armament. No appropriation was made for the fiscal year ending June 30,1887. No appropriation asked for next fiscal year. DEFENSES OF SAVANNAH. Fort Oglethorpe, Savannah River, Georgia, in charge of Col. Q. A. Gill- more, Corps of E ngineers.--This work, commenced in 1842, is situated about 4 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 ending June 30, 1873, but they were suspended some years since for want of appropriations. The plans of the work require revision. During the past year repairs were made to the fort-keeper's house, the casemates were cleaned out, and the slopes mowed. 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. No appropriation asked for next fiscal year. Fort Pulaski, mouth of Savannah River, Georgia, in charge of Col. Q. A. Gillmore, Corps of Engineers.-This casemated 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 deniilune 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. The chief work during the past fiscal year consisted in repairing a number of permanent barbette platforms for 8-inch or 10-inch Rodman guns on the four channel-fronts of the main work, viz: Three front pintle plhtforms on the north front; two front pintle and three center pintle platforms on the northeast front; three front pintle and three center pintle platforms on the southeast front, and six front pintle plat- forms on the south front; total, twenty platforms. Lamp-closet fixtures were put in the magazines of the demilune. On October 11, 1885, during a heavy storm, the tide rose over the magazine floors to a height of 14 inches. The bridges across the moat were lifted out of position, but have since been replaced. The mud, shells, &c., clogging the flood-gate at the entrance to the moat were removed. The slopes and the parade were kept clear of grass and weeds. No appropriation having been made, no work was done at this fortifica- tion during tihe 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. No appropriation asked for next fiscal year. SEA-COAST 1EFENSES. 37 1EFENSES OF SAVANNAH-continued. 7New fort on Tybee Island, mouth of Savannah River, Georgia, in charge of Col. Q. A. Gillmore, Corps of Engineers.-Plans have been prepared for defensive earthen works to be constructed on the north point of Ty bee 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. The northeast shore of this reservation is protected from the inroads of the sea by three spur-jetties composed of log mattresses overlaid with brush and loaded with stone. One of these spurs, No. 2, has its shore end near the old Spanish tower; No. 1 is 1,000 feet northwest and No. 3 about 1,400 feet southeast of No. 2. These works were built in 1882. During the past fiscal year spur-jetty No. 2 was extended about 290 feet, the work involving the use of 798.86 square yards of log mattress and 455.65 cubic yards of stone. All the work done for protecting the sea shore of the reservation is in good condition and is accomplishing its purpose. The jetties have sanded over and the rocks where exposed are cemented together by a growth of oyster-shells and barnacles. No appropriation for their construction has yet been made. No appropriation asked for next fiscal year. DEFENSES OF CUMBERLAND SOUND. Fort Clinch, Amelia Island, Florida,in charge of Col. Q. A. Gillmore, Corps of Engineers.-This casemated work, commenced in 1850, 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 En- gineers for Fortifications, which contemplates an armament of rifled guns and the construction of an exterior earthen battery for 12-inch rifed guns. The following work was done during the past fiscal year: The cyclone of August, 1885; having somewhat damaged the shore protection imme- diately in front of the sea-wall of the fort, between spur-jetties B and C, built some years ago, the necessary repairs were made and two new spur-jetties constructed between the two just named. These new spurs are 54 and 44 feet long, respectively; they have given excellent results, the sand having filled in rapidly, at some points to a depth of over 3 feet. A new ventilating flue was put in the barracks building inside the fort and a trap-door cut in the roof of the same building. The weeds and grass have been cut from the fort and from the yard of the Engineer officer's quarters, and both places have been thoroughly policed and put in order during the year. A new roof was put on the Engineer officer's quarters, a new fence built around the yard, the breakwater in front repaired, and various minor repairs made to cisterns, water-tanks, &c. 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. No appropriation asked for next fiscal year. 38 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. DEFENSES-OF SAINT AUGUSTINE. Fort Marion, Saint Augustine, Florida,in charge of Capt. William T. Rossell, Corps of Engineers, until April 26, 1886; since that date in charge of First Lieut. Williani M. Black, Corps of Engineers.--This work is intended to .defend the harbor and city of Saint Augustine. It was essentially completed in 1756, almost one hundred years after its com- mencement, and under the name of ' San Marco " formed the citadel of the elaborate system designed by the Spaniards for the defense of the city. It is built of coquina, a natural shell concrete found on Saint Anastasia Island, opposite Saint Augustine. The fort has never been remodeled. A water battery was constructed along its sea-front in 1842-1843, and this is the only portion of the work which can be readily adapted for use with modern ordnance. For this purpose the platforms should be prepared for modern guns, the parapet raised and strength- ened, and traverses arranged for service magazines, and bomb-proofs constructed. Five thousand dollars were appropriated for the preservation of the fort and inclosure of its grounds in the act approved July 5, 1884. In accordance therewith a picket fence has been built along a portion of the reservation boundary line, the sea-wall and covered-way breast-height walls repaired, the bastion towers renewed, the interior walls refaced where necessary, the ramp rebuilt, and a portion of the terre-plein cov- ered with a water-proof pavement for the protection of the casemates. In al of the repairs the original designs were followed as closely as possible. Under an allotment from the general appropriation for the preserva- tion and repair of fortifications, 1886, the materials for the repair of six gun platforms of the water battery were purchased. If it is intended to fully restore the fort to its condition when left by the Spaniards, and to inclose and beautify its ground, extending the sea-wall to the north end of the reservation, an additional appropria- tion of $15,000 will be required. In January, February, and March, 1886, 7,731 persons visited this fort. Appropriation asked for next fiscal year ..........................-- ---..... $10,000 00 DEFENSES OF KEY WEST. Fort Taylor and batteries, Key West, Florida, in charge of CcGs. Will- iam T. Rossell, Corps of Engineers, until November 17, 1885; since that date in charge of Maj. W. H. Heuer, Corps of Engineers.-These works, comprising a main casemated work of brick upon a submarine founda- tion, and earthen battery northeast of the main work and one to south- east of it, with two martello towers of brick on the south shore of the island, are for the defense of the important harbor of Key West. The main work was commenced in 1844; the citadel is complete, but the cover-face on the land-faces of this is in a very incomplete condition, and only the former portion is at present of any defensive value. The barracks and quarters within the fort are in very bad order and be- coming worse through decay and neglect. The walls are much in need of repointing, or some similar repairs. All the casemate platforms are generally in good condition, and the barbette platforms on the sea-faces, except those for the 15-inch guns, which, being of wood, are decayed, so as to be of no use whatever. SEA-COAST IfEFENSES. 39 DEFENSES OF KEY WEST-continued. During the past fiscal year all the scaffolding used in connection with stuccoing the walls was taken down and stored. Five brick ventilators to magazines were built. The cistern to tem- porary buildings was repaired; 11,800 old brick on hand were cleaned and used for this purpose. The fences around temporary buildings were also repaired. Two quarters, two store-houses, stables, carpenter-shop, smith-shop, engine-houses, car-sheds, &c., were whitewashed and re- paired. The drains through the reservation have been thoroughly cleaned out, so that the tide now ebbs and flows through them and the ponds con- nected with them. Three new bridges were built over the road crossings. The main bridge was repaired, 96 embrasures on fort, 1 locomotive and engine, 17 railroad cars, 1 hoisting engine, and 140 tons embrasure irons were scraped, cleaned of rust, and coal-tarred. The exterior earthen batteries are suffering the inevitable deteriora- tion due to their incomplete condition; the platforms, a combination of concrete and wood, are. because of the decay of wood, utterly useless in their present condition. The estimated cost of these batteries is $240,338, which, on account of deterioration, should be increased to $250,000. The martello towers, in fair condition, were constructed in the early part of the war of secession, on private land, the title to which has never been acquired by the United States. No appropriation having been made, no work has been done at these forti- fications during the fiscal year beyond the guarding of the property and the protection of the works from depredation, and none is contemplated for the ensuing fiscal year, because of lack of funds, other than such work of protection, preservation, and repair as the general appropria- tion will permit. Appropriation asked for the next fiscal year : For acquisition of sites of the two martello towers, by purchase or condemnation.................... $9, 000 00 DEFENSES OF THE HARBOR OF DRY TORTUGAS. Fort Jefferson, Garden Key, Tortugas, Florida, in charge of Capt. William T. Rossell, Corps of Engineers, until November 17, 1885; since that date in charge of Maj. W H. Heuer, Corps of Engineers.--Thiscase- mated work, commenced in 1846, perfectly commands the admirable harbor lying in the heart of this group of keys. The wharf is utterly decayed, and is so far gone that it would be un- safe to roll a barrel of powder over it. To rebuild this wharf, which is absolutely necessary, will cost about $3,500. During the past fiscal year the following work was done at this fort: Laid 16 walks around the barbette magazines; repaired and painted 10 walks around the magazines in barbette tier; painted 6 magazines; repaired 3 store-rooms in casemates; repaired magazine doors; scraped and tarred the rails in barbette tiers; tore down old machine shop and stored the lumber; repaired and painted house occupied by ordnance- sergeant; whitewashed storehouse, and painted 18 doors of powder- magazines and all windows and shutters ; scraped and painted the water doors of lower casemates; cleaned and coal-tarred 290 pieces of embras- ure iron. The quarters are suffering from neglect, and the unfinished barracks should be completed. Pending the adoption of modifications which the 40 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE HARBOR OF DRY TORTUGAS-continued. most modern conditions demand, no appropriation is at this time recom- mended. The lower tier of casemates, in which guns in casemate are alone mounted, are generally in good condition, and the barbette plat. forms, for the guns of the lesser calibers, are also in good condition gen- erally, though some of them are incomplete. The wooden platforms for 15-inch guns are thoroughly decayed and are of no use. The scarp of the work is, in places, incomplete; the parapet is not wholly em banked, and the traverses, most of which are incomplete, are suffering from deterioration through loss of material; being formed of sand and mostly unprotected, or incompletely so, the winds blow it away. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year except caring for the property and pro- tecting the work and buildings from depredations, and none is contem- plated for the ensuing year. No appropriation is asked for next fiscal year. DEFENSES OF PENSACOLA HARBOR AND NAVY-YARD. FortPickens, PensacolaHarbor, Florida,in charge of Capt. R. L. Hoxie, Corps of Engineers.-This casemated work, commenced in 1828, with Fort Barrancas and the proposed new batteries near the site of Fort McRee. constitutes 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 of the en- trance and main channel to Pensacola Harbor. Plans for the modification of this work and the construction of exte- rior sand batteries for heavy guns were prepared by the Board of En- gineers for Fortifications when Bastions C and D were modified, but since 1876 no appropriations have been made for this work, and opera- tions have therefore been confined to the preservation and repair of the buildings and works, and to the care of the public property appertain- ing to the same. The plans of the work and exterior batteries require revision. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year, and no work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. FortBarrancas and redoubt, Pensacola Harbor, Florida,in charge of Capt. R. L. Hoxie, Corps of Engineers.-These works, commenced in 1839, are situated on the north bank of the entrance to Pensacola Harbor, opposite Fort Pickens, and are intended for defense of this entrance 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 con- struction of four front pintle platforms for mounting new ordnance was commenced; but work was suspended before much progress was made, none of the platforms having been completed. Since that time opera- tions have again been confined to ordinary repairs. 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 SEA-COAST DEFENSES. 41 DEFENSES OF PENSACOLA HARBOR AND NAVY-YARD-continued. Fortifications, but so far no appropriations have been made and no work has been done. The plans require revision. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year, and no work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Fort McRee, PensacolaHarbor, Florida,in charge of Capt. R. L. Hoxie, Corps ofEngineers.-This fort, situated on the west side of the main ship- channel to Pensacola Harbor, commenced in 1836, has been a ruin since the late war, and the greater portion has been washed away by the en- croachment of the sea 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. The plans require revision. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year, and no work is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. DEFENSES OF MOBILE. Fort Morgan, eastern entrance to Mobile Bay, Alabama, in charge of Maj. A. N. Damrell, 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 4vy, 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 defenses to the harbor and port of Mobile, its site is of great impor- tance, but will not be of much value as a defensive work until the con- templated water batteries for heavy ordnance along the western and southern shores are completed. As stated in former reports, the con- struction 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. The plans of the batteries require revision. During the year fifteen iron shutters were fitted to embrasures of casemates. All ditches, drains, gutters, and casemates in the fort were thoroughly cleaned and grass and weeds cut twice. The outer gate of sallyport was repaired and a portion of joints on terreplein were re- pointed. All the outbuildings, except carpenter shop, and the fences, were re- paired, and slight repairs made to wharf. 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. No appropriation asked for next fiscal year. Fort Gaines, Dauphin Island, Alabama, in charge of Miaj. A. N. Dam- rell, Corps of Engineers.-This work, commenced in 1848, 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 42 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF MOBILE-continued. 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 Fortifications; but no appropriations having been made for this work, the fort remains in the condition as reported in former reports. The plans require revision. During the year all the drains, ditches, and casemates were cleaned out and grass cut three times. Buildings were repaired -and white- washed. No appropriation having been made, no work was done at the 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. No appropriation asked for next fiscal year. DEFENSES OF MISSISSIPPI SOUND. Fort on Ship Island, in charge of Maj. A. N. Damrell, Corps of Engi- neers.-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 de- signed for a fortified maritime depot of coal, provisions, &c., and for the defense of the navigation of Mississippi Sound and the approaches to New Orleans from the eastward. During the year fourteen shot-beds were built and painted, floors of three service magazines cemented over and temporary wooden covers placed over entrances to them. All embrasure shutters put in working order and two new wooden shutters made to replace two broken iron shutters. Sallyport gate refastened, casemates, gun platforms and terreplein cleaned out; store house repaired, and forty-three panes of glass put in. Grass cut and drift sand removed twice during the year. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. DEFENSES OF NEW ORLEANS. Fort Pike, Rigolets Pass, Louisiana, in charge of Maj. W. H. Heuer, Corps of Engineers.-This casemated work, commenced 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 ves- sels drawing 7 feet or less. During the late civil war, while in the possession of the Confederates, with the aid of obstructions in channel, it served to prevent predatory in- cursions of light-draught steam gunboats of the United States Navy into Lake Pontchartrain, which, no doubt, but for it, would have cut off di- rect communication by the lake and by rail between New Orleans and the country east of the Mississippi River. 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. The plans require revision. 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. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. 43 DEFENSES OF NEW ORLEANS-continued. Fort Macomb, Chef Menteur Pass, Louisiana, in charge ofllMaj. W. Heuer, Corps of Engineers.-Thiswork, commenced in 1822, is located on H. the south side of the " Chef Menteur," a pass connecting Lake Pont- chartrain with Lake Borgne and the Gulf of Mexico. It covers the ap- proach to New Orleans of vessels drawing 4 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 Louisville and Nashville Railroad, which crosses the pass but a few hundred yards firom 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. The project requires revision. 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. No appropriation asked for next fiscal year. Tower Dupr, Lake Borgne, Louisiana, in charge of Maj. W. H. Heuer, 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 designed 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 widening 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. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. Battery Bienvenue, Lake Borgne, Louisiana, in charge of Maj. W. H. Heuer, Corps of Engineers.-Thisbattery, commenced in 1826, is situated in the sea marsh at thejunction of the two main branches of Bayou Bien- venue, and about 3 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, 1887. No appropriation asked for next fiscal year. Tower at Proctorsville,Lake Borgne, Louisiana, in charge of Maj. W. H. Heuer, Corps of Engineers.-This work, commenced in 1856, is one of the system of works designed to command the approaches to New Or- leans from Mississippi Sound. No work was done during the past fiscal year. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. 44 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF NEW ORLEANS-continued. Fort Jackson, Mississippi River, Louisiana, in charge of Maj. W. H. Heuer, Corps of Ehgineers.-This work, commenced 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 New 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 ex- terior earthen batteries, which are in an incomplete condition. During the past fiscal year the grass has been mowed once; eight con. crete and wooden platforms for 15-inch guns were replaced by concrete platforms for the same guns. The Quartermaster's Department has erected a new dwelling for the ordnance sergeant. There was also built a levee to protect the reservation from overflow. The plans of the work require revision. 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. No appropriation asked for next fiscal year. Fort Saint Philip, Mississippi River, Louisiana, in charge of Maj. W. H. Heuer, Corps of Engineers.-The location and purpose of this work, which was commenced in 1841, are sufficiently described in the preced- ing 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. During the past fiscal year work on this fortification has been con- fined to replacing eight concrete and wooden platforms for 15-inch guns by concrete platforms for the same guns, and to cutting the grass. The Quartermaster's Department has erected a new dwelling for the ord- nance sergeant. The plans of the work require revision. 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. No appropriation asked for next fiscal year. Fort Livingston, Barataria Bay, Louisiana, in charge of Maj. W. H. Heuer, Corps of Engineers.-This work, commenced 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 connecting the bay with the Mis- sissippi River opposite New Orleans. It also secures the anchorage in the bay as a harbor of refuge for coasting or other light-draught ves- sels in time of war. During the past fiscal year the only work done at this fortification consisted in making a survey and preparing plans and estimates for jetties to protect the shore line of the site from further erosion by the sea. No work is contemplated during the current fiscal year beyond its SEA-COAST DEFENSES. 45 DEFENSES OF NEW ORLEANS-continued. protection, preservation, and repair as far as possible with the general appropriation made for this purpose. No appropriation having been made, no work was done at this fortifica- tion during the last fiscal year except its protection, preservation, and repair, as far as was possible with the general appropriation made for this purpose. No appropriation asked for next fiscal year. DEFENSES OF GALVESTON. Batteries at 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. No appropriation asked for next fiscal year. DEFENSES OF SAN DIEGO HARBOR. Fort at San Diego, California, in charge of 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 i t was an appropriation 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 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 magazine 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 heavy guns requires the construction of everything above the level of the pa- rade; that is, of parapets, magazines, terre-pleins, breast-height walls, platforms, and communication. It is estimated about $135,000 will be required for these. The plans of the work require revision. 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. No appropriation asked for next fiscal year. DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND THE ARSENAL AT BENICIA. Fort Winfield Scott, entrance to San Francisco Harbor, California, in charge of Col. C. S. Stewart, Corps of Engineers.-This casemated work, commenced in 1853, and its exterior earthen barbette batteries, begun in 1870, form the defenses of the south side of the Golden Gate, the en- trance to San Francisco Harbor. - The main work is garrisoned. The Engineer wvatchmain has lpailnted the iron-work of the embrasures. The disintegration of the mortar in the joints of the scarp and in the soffits of the arches continues, particularly on the faces of the work er- 46 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MIARE ISLAND, AND THE ARSENAL AT BENICIA-continued. posed to the prevailing summer winds. In general, the casemates are in good condition. The sea-wall is in good order; the damages to the filling and paying in its rear caused by the extraordinary storm in January last have been repaired, and 234 running feet of bulkhead rebuilt. The apron at the foot of the wall has changed but little during the year. The magazines are in good condition. The state of the work is much as it has been for several years past. Earthenbarbettebatteries exterior to the fort.-Two gun platforms have been taken up for repairs; the roof and ceiling of overseer's quarters have been renewed; repairs made to carpenter's and blacksmith's shops, to the stable and other buildings; also to water-pipes, ramps, drains, and fences. The slopes of part of the parapets and traverses have been mowed, and the exterior of seven of the buildings whitewashed. Two platforms, in addition to those which are mounted, are ready to receive their guns. Four others have been constructed, but, owing to the settlement of the terre-pleins in deep filling, two of these are not in condition to have the guns mounted. The pintle-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 plat- forms, and fourteen more have been begun. Twelve traverse maga- zines are ready, and sixteen in addition can be used. Twelve timber platforms for heavy mortars are in position. The timber of these is decayed. To complete the batteries for their armament of heavy guns will re- quire, it is estimated, about $130,000. The plans require revision. No appropriation having been made, no work was done at this fortification during the last fiscal year beyond its protection, pLreservation, and repair, as far as was possible with the general appropriation made for this pur- pose, and no otherwork is contemplated during the current fiscal year for the same reason. No appropriation asked for next fiscal year. Fort at Lime Point, San Francisco Harbor, California, in charge of Lieut. Col. G. H. Mendell, Corps of Engineers.-The name Lime Point is given to the northern shore of the entrance to San Francisco. It covers the ground extending from Point Cavallo to Point Bonita, about 4 miles to the westward. It must contain all the fixed defenses on the northern shore of the Golden Gate. The existing defenses are incomplete, and no work except in the way of repair has been done during the past ten years. Two keepers are employed to care for the batteries, roads, buildings, and fences. Considerable damage was done to buildings, roads, and fences by a severe storm in January last. These damages have for the most part been repaired, and the remainder will be taken care of during the com- ing year. The water supply needs immediate attention, the tank that forms the reservoir having become unserviceable during the year. It is proposed to rebuild it during the coming year. The plans of the batteries require revision. 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. No appropriation asked for next fiscal year. SEA-COAST DEFENSES. 47 DEFENSES OF SAN FRANCISCO, THE NAVY-YARD AT MARE ISLAND, AND THE ARSENAL AT BENICIA-continued. Fort on A lcatraz Island, San FranciscoHarbor, California,in charge of Lieut. Col G.H. . Mendell, Corps of Engineers.-The position of Alcatraz Island commands the channels leading to San Francisco, and of much of the anchorage ground that might be occupied by an enemy's fleet. No construction took place during the year. The keeper, with the assistance of prisoners confined on the island, kept the roads, buildings, drains, and batteries in repair, painted and in other ways cared for the torpedoes, and kept up the necessary miscellaneous details of caring for the defenses, 2,100 days' labor having been applied to these purposes. The condition of the batteries and their armament remain unchanged. Four magazines showed dampness during the wet season, although all are considered serviceable. No construction has been done in the past ten years, and the de- fenses are practically in the same condition now as then. The torpedoes remain unsuitably stored as they were last year. They require and receive special care and attention. The plan of the work requires revision. 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. No appropriation asked for next fiscal year. Fort Mason, San Francisco Harbor, California, in charge of 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 .. w ork of the magazine, which has caved in. This battery is un- serviceable. 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, 1887. No appropriation asked for next fiscal year. Batteries on Angel Island, San FranciscoHarbor, California,in charge of Col. C. S. Stewart, Corps of Engineers.-The three earthen batteries 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 unserviceable. Barbette earthen batteries for the heaviest guns have been planned by the Board of Engineers for the Pacific Coast, to occupy the most valuable 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 arsenal at Benicia. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. DEFENSES OF THE COLUMBIA. Defenses at the mouth of the Columbia River, Oregon, and Washington Territory, in charge of Capt. C. F. Powell, Corps of Engineers.-The de- fenses co nsist of Fort Stevens, an inclosed earthwork at Point Adams, 48 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. DEFENSES OF THE COLUMBIA--Continued. Oregon, on the south side, and the earthen batteries at Fort Canby, Cape Disappointment, Washington Territory, on the north side. The works command the channels at the entrance, the ship-channels leading to Astoria, and the anchorage in Baker's Bay under the lee of the cape on the north. The channels to the river have natural depths of 19 to 24 feet at low water, and a mean rise of tide above this plane of 74 feet. These defenses are field works in character; they were built hastily during the late civil war in anticipation of complications with foreign powers. On account of increased penetration of present ordnance, and the decay of the greater part of the wooden platforms and magazine timbers, the works are of little value in their present condition. Fort Stevens.-Seven gun platforms were rebuilt and minor repairs made about the fort. A new ordnance store-house was erected and work done on other buildings and grounds. Fort Canby.-Five gun platforms were built at the right battery and shot-beds at the three batteries. No appropriation was made for the fiscal year ending June 30, 1887. No appropriation asked for next fiscal year. THE BOARD OF ENGINEERS. The Board of Engineers stationed in New York City consisted of Col. James C. Duane, Lieut. Col. Henry L. Abbot, Lieut. Col. Cyrus B. Comstock, Lieut. Col. David C. Houston (since January 20, 1886), Lieut. Col. Walter McFarland (since January 20, 1886), and, when so ordered, the officer in charge of the work under consideration. During the fiscal year the Board has considered the questions referred to it by the Chief of Engineers and submitted reports thereon, of which the following is a brief summary: 1885, July 11. Relative to the kind of metal for armor plates, in for- tifications. July 17. Upon the future prosecution of the project for the improve- ment of Nantucket Harbor, and upon location and plan of an eastern jetty. December 11. Submitting general projects for the defense of New London, Savannah, Charleston, Key West (as a naval station), Mobile, and the entrance to Cape Fear River. December 11. Upon the question of defense of our lake coasts and cities. 1886, January 9. Upon the question of acquiring North Head, Wash- ington Territory, as a military reservation and the necessity of a battery thereon. January 21. Upon the subject of the improvement of Galveston Har- bor, and submitting plan and estimate therefor. February 16. Upon plan of Henry A. Peeler for harbor improvement and jetty work. February 16. Upon plan of Israel P. Williams for the defense of Boston Harbor. March 1. Upon letter of Captain Bixby relative to a form of founda- tion for heavy guns, &c. March 8. Upon designs of Captain Marshall for lock-gates. March 10. Upon proposition to furnish Howell torpedoes and launch- ing apparatus for experimental practice. - THE BOARD OF ENGINEERS. 49 March 10. Upon necessity of the purchase, by the United States, of land adjacent to Fort Hamilton, New York Harbor. March 16. Upon design of John Ambrose for an " Occult Fort and Moat Battery." March 23. Upon design of Beverly Kennon for a Counterpoise Bat- tery. April 19. Upon Senate bill 662, to authorize contracts for steel guns and armor. April 19. Upon plan of H. F. Knapp for improving Galveston Har- bor. April 20. Upon value of land adjacent to Fort Hamilton, New York Harbor. April 27. Upon design of Major von Zubovits for a land torpedo. April 27. Upon proposition of Sims-Edison Electric Torpedo Com- pany to furnish five 2-mile torpedoes. May 11. Upon suggestions of Captain Marshall relative to mainte- nance of locks on Fox River. May 25. Submitting estimate of cost of inaugurating the statue of Liberty Enlightening the World, including electric-light plant. June 2. Upon question of line of proposed Harlem River improve- ment, opposite the Ogden estate. June 22. Upon letter of F. I. Palmer on the subject of improvement of New York Harbor. In addition to their duties with the Board of Engineers, the individ- ual members have been otherwise engaged as follows: General Duane has continued in charge of his light-house duties, as engineer of the third district, has served as member of the Board of Vis- itors to the Engineer Shool of Application at Willets Point; and on spe- cial Board for the examination of officers of Engineers for promotion. General Abbot remained in command of the Engineer Battalion and Post of Willets Point and Engineer School of Application; also in charge of torpedo experiments and construction of the works of dcn,,K e at the eastern entrance to New York Harbor until March, 1886; has continued since in charge of certain torpedo experiments; has served throughout the year as member of Board of Visitors for the Engineer School of Application at Willets Point; of Board of Officers and Civilians to examine and report at what ports fortifications or other defenses are most urgently required, &c.; and has served on special Boards for the examination of officers of Engineers for promotion; on bridge over the Ohio River at or near Cairo, Ill.; for trial of pneumatic dynamite tor- pedo gun. General Comstock has served throughout the year as member of the Mississippi River Commission; of Board of Visitors for Engineer School of Application at Willets Point; of Board on improvement of the Poto- mac River near Washington; on further improvement of Cape Fear River, and on special Board for the examination of officers of Engineers for promotion. Since March 15, 1886, has commanded Engineer School of Application, the Engineer Depot and Post of Willets Point, the En- gineer Battalion (March 15-April 26, 1886), and in charge of torpedo experiments, of fort at Willets Point, the construction and repair of Fort Schuyler, and as supervising engineer of all expenditures for tor- pedoes, Engineer Depot, Fort Schuyler, and library of Engineer School of Application, June 8, 1886. Colonel Houston served as supervising engineer July 1, 1885, to Jan- uary 20, 1886; as member of the Board of Engineers and of the Board 50 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of Visitors for the Engineer School of Application at Willets Point swiie January 20, 1886; in charge of works of river and harbor improve- ment, and fortifications, under letters of Chief of Engineers of January 30 and February 5, 1886; in temporary charge of works under charge of Lieutenant-Colonel McFarland; representing the General Govern- ment in the erection of the pedestal being built to receive the colossal bronze statue of Liberty Enlightening the World upon Bedloe's Island, New York Harbor, June 7, 1886; and on special Boards, viz: on bridg- ing the Alabama River at Selma, Ala.; for the examination of officers of Engineers for promotion. Colonel McFarland has continued the various works of river and harbor improvement and of fortifications under his charge; and since January 20, 1886, has served as a member of the Board of Engineers and of the Board of Visitors for the Engineer School of Application at Willets Point; also on special Board on subject of permanent improve- ment of Delaware River and Bay. Coast defense.-This subject having been fully discussed in former reports of the Board, further reference to the condition and requirements of our sea-coast fortifications is considered unnecessary. Torpedo defense.-The act of Congress providing for fortifications, &c., for the fiscal year 1885-'86, provided as follows : For the purchase of movable submarine torpedoes propelled and controlled by power operated and transmitted from shore stations, as may be recom- mended by the Board of Engineers of the Army of the United States, and approved by the Secretary of War.......... ...................... $50, 000 For improvements, competitive test, and purchase of motors for movable torpedoes .............. .......... .. .............................. .... 25,000 For purchase of appliances for submarine mines for harbor defense-....... 10, 000 For continuation of torpedo experiments and for practical instruction of Engineer troops in the details of the service ...-.. ......-.. - - .. ...... 20, 000 About three-quarters of the whole annual appropriation for torpedo defense was thus again restricted to the purchase and improvement of the Sims torpedo, to which alone the wording of the law is applicable. This torpedo was in an experimental stage, and the year has expired before the results obtained have been such as to warrant the purchasing of large numbers of them for store. Much of this appropriation and still more of that for the preceding year have thus reverted to the Treas- ury. This money could have been expended to great advantage in providing for the defense of the coast by submarine mines had the lan- guage of the law warranted this application. The contract for five Sims's torpedoes under the appropriation for 1884-'85, mentioned in our last annual report, was transferred to that for 1885-'86. Two of the boats have been accepted, and the time for the delivery of the remaining three has been extended until September30 upon Mr. Sims's application. In the present condition of the sea-coast defenses our chief reliance in case of war would be upon fixed mines. The number on hand is in- significant, and the essential preparations for operating even those we have are yet to be made. The reasons for a moderate annual expendi- turefor these objects have been so strongly urged in many former reports of this Board, and have been so fully set forth in the report of the Board ordered last year by Congress to report " at what ports fortifications or other defenses are most urgently required, and the character and kind of defenses best adapted for each, with reference to armament, utiliza- tion of torpedoes, mines, or other defensive appliances," that it seems unnecessary to recapitulate them here. The Board therefore presents THE BOARD OF ENGINEERS. 51 the following consolidated estimate for the service of tolpedoes during the fiscal year 1887-'88. For the purchase of submarine mining materials to close the channels to our principal sea-ports against the entrance of hostile fleets............. $300, 000 For the needful casemates, cable galleries, &c., to render it possible to oper- ate submarine mines in the defense of the principal ports on the Atlantic and Gulf coasts---- ------.....................--------------......-.... -----...................---.. 200,000 For continuing torpedo experiments and for the practical instruction of Engineer troops in the details of the service .............-- ....-...-.. 30, 000 Making a total of .. ....... .. ....... ........... ............. ...... 530, 000 The following extracts from General Abbots report exhibit the progress made in these matters at Willets Point during the first nine months of the past year : Investigations with new explosives were restricted to determining, by my ring method, described in Professional Papers No. 23 of the Corps of Engineers, certain facts respecting the rack-a-rock to be used at the great Flood Rock explosion. Over one hundred 3-pound charges were fired. They indicated (1) that from 21 to 23 per cent. of nitro-benzol gives rack-a-rock its highest intensity of action; (2) that it is important to have the potassium chlorate dry-2 per cent. of water, replacing an equal weight of the salt, reduced the intensity 5 per cent.; 4 per cent. of water, 10 per cent., and 6 per cent. of water, 19 per cent.; (3) that whether loosely or solidly compacted in a tin can submerged 35 feet under water, and whether detonated by 48 grains of mercuric fulminate (two fuses) or by 24 grains (one fuse) reinforced by a 3-ounce tonite primer, the measured intensity of action remains unchanged, and in- dicates an explosion of the first order; (4) that the rack-a-rock used at Flood Rock was of marked uniformity-to test this one shot was fired for every 5,000 pounds de- livered; and (5) that the mean of over 70 shots, according well with each other, indi- cates an intensity of action of 108 to 109 per cent. of that of dynamite No. 1 taken as a standard. In the matter of Sims's movable fish torpedo, work was restricted to testing the new motor made upon my specifications (electrical) at the Edison works, and to cer- tain dock trials and runs to determine what speed it would give the 2-mile boat car- rying a charge of 350 pounds. The motor proved to be superior to that made by Mr. Weston in the ratio of 43 to 29. It developed about the same absolute power as that made by Siemens Bros., London, but generated at a much lower armature velocity (700 instead of 990 turns per minute) when working to the best advantage. This is an important merit, because it dispenses with gearing. With a propeller suited to hold the armature at 700 revolutions, about 9 or 10 horse-power can be transmitted through 2 miles of cable without overtaxing its endurance. This probably fixes about 11 miles per hour as the extreme maximum speed which this torpedo can main- tain while carrying a 400-pound charge in a full 2-mile run. Further improvements in the steering relay and magnets have resulted from the trials of the past year; and, by a happy suggestion of Captain Knight, the trouble- some double revolving reel for coiling the cable has been rendered unnecessary. The torpedo may now be regarded as perfected in its essential details; and its practical value as a war weapon can probably be estimated with some precision after the trial runs of the five new boats are completed and the detailed reports thereon are sub- mitted to the Board. On May 14, 1885, a contract was made with Mr. Thomas F. Rowland, Continental Iron Works, Brooklyn, to supply a steam vessel specially designed for planting sub- marine mines, handling heavy insulated cable, &c. It was accepted on January 4, 1886, after satisfactory trials in which she exhibited over the measured mile a speed of 9.8 miles per hour advancing, and 8.7 miles backing, with the power of causing her sternpost to describe a circumference whose center was at her bow either to star- board or port as desired. She has capacity for carrying all the material of a grand group of twenty-one mines, with the men needed for planting them. Her total cost was $28,000. She was named after Capt. David Bushnell, Corps of Sappers and Miners, Army of the Revolution, who originated modern torpedo warfare. The following are her principal dimensions: Length on the water line, 75 feet, and on deck 84 feet ; beam (over planking), 20 feet 2 inches; depth of hold, 8 feet 9 inches; with bunkers filled with coal (9 tons) and tanks filled with water (8 tons) and in working condition as to boilers and grates, average draft 5 feet 4 inches, correspond- ing to a displacement of 122 tons; fully loaded, in addition with material for a grand group of twenty-one mines, with twenty men on board, giving a displacement of 145 tons, average draft, 6 feet 2 inches. Her motive power is supplied by a pair of in- clined condensing engines of 120 horse-power, with cylinders 14 inches in diameter 52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and 15 inches stroke, geared to a Mallory patent steering apparatus, propeller 5 feet:; 6 inches in diameter and 10 feet in pitch. The boiler is of the Scotch type, with two furnaces, 36 square feet of grate and 850 square feet of heating surface. The shaft is. of forged steel. The hull is of composite type, having iron frames, floors, reverse bars, stringers, &c', and wooden keel, stem, sternpost, deadwood, and planking. Steering may be by hand, or, if desired, by a pair of oscillating engines with 5-inch cylinders and 5-inch stroke, controlled by a lever in the pilot-house. Another lever enables the wheelman to start, stop, and slow the main engine (it is never reversed); : and steam gauges exhibit to him both the pressure and vacuum. Work in the en- gine-room is therefore reduced to tending the fires and supervising the machinery, the boat being entirely controlled in the pilot-house. The David Bushnell is fitted with a revolving derrick, supplied with a lifting and falling boom of ample power to handle 6,000 pounds, with a Burton purchase. The mast is of wrought iron and hollow to pass the falls to the barrel of the hoisting en- gine below. This engine has two cylinders 7 inches in diameter and 6 inches stroke; and is so geared to the rope barrel and to two winches on deck that all may be oper- ated from the deck in unison or either one separately. The vessel appears to be well suited to the work for which she was designed, and is built in a substantial and thorough manner, very creditable to the constructor, Mr. Rowland, at whose yard, it will be remembered, the original Monitor was built in 1862. Since being relieved from command at Willets Point, I am conducting a series of experiments here to improve certain details in the firing arrangements of self-acting mines (not under control) and of movable fish torpedoes. Good progress has been made. The following is from General Comstock's report on torpedo matter for the last three months of the year: Since taking charge of torpedo experiments and up to June 30, 1886, two of Sims's fish torpedoes have passed the test required under his contract, and have been ao- cepted. His con tract has been extended by the honorable the Secretary of War to September 30, 1886, prior to which time he is to deliver three more. The tests on fish No. 7 occupied from May 20, 1886, to June 17, 1886, in which time ten runs or attempts to run were made, the fish only attaining the required speed of 10 miles per hour for 1l miles on the last day. One of the preceding runs was for diving under a spar and for steering, which was satisfactory, except that the cable, burned out and stopped the run. Of the other eight runs, two were failures from. loose belt on dynamo, the necessary energy to drive the fish thus not being furnished. Three were failures from bad insulation in the interior of the fish, arising from de- fective work, or, in one case, from water leaking in; two were failures from burns in, cable, and one, without accident, failed to give speed. Fish No. 6 made five runs, or attempts at runs, between June 24 and 29, 1886. At the, first trial the steering relay was burned in the fish, the accident arising from a wrong: coupling of the wires at the steering-board. At the second run, the dynamo belt, slipped, and sufficient energy was not furnished to the fish. At the third run defect- ive insulation caused a burn near the shunt in the steering relay. At the fourth run the required speed of 10 miles an hour for 1 miles was obtained. At the fifth run, which was to test steering, the results were satisfactory. POST OF WILLETS POINT AND ENGINEER SCHOOL OF APPLICATION, U. S. A. The strength of the command on June 30, 1886, was 21 officers and 351 enlisted men, commanded by Lieut. Col. C. B. Comstock, Corps of Engineers. The troops stationed at this post are the only ones familiar with fixed torpedo defense, and on them almost entire reliance must be placed in any emergency. The command should therefore be kept at its full strength, and be thoroughly instructed, this being the more necessary from the absence of other effective defenses for our seaports. Beside being a school for the instruction of officers and men in the complicated details of torpedo defense, advantage is taken of the op- portunity to give officers practical instruction in military engineering. electricity, astronomy, surveying, photography, and theoretical instruc. tion in civil engineering, BATTALION OP ENGINEERS. Tfhere is great ieed of a sufficient water supply, of sewerage, of addi- tional quarters, and of books for the school. STATEMENT OF FUNDS. Amount that can be profitably expended in fiscal year 1887-'88: For water supply ...----...-- -----........... ...........--------------.......---.. ....------------......--.. $17,000 For sewerage and plumbing ........................---......---...... ---........ 12, 000 For lieutenant's quarters........ --............ ......... ...... ........... 12, 000 For a new barracks for 150 men ---........------...-..----..-........------..-----....------------...... 35,000 For books, instruments, stationery, clerical services of civilians or enlisted men, and miscellaneous for School of Application .......... ........... 1,000 (See Appendix No. 1.) BATTALION OF ENGINEERS AND DEPOT AT WILLETS POINT, NEW YORK HARBOR. On the 30th of June, 1886, the battalion of engineers consisted of 17 commissioned officers, detailed from the Corps of Engineers, and 396 enlisted men, the maximum legal strength being 752 men. The field and staff and band, and Companies A, B, and C, were stationed at Wil- lets Point, New York Harbor; Company D exists only in name, and Company E was stationed at West Point to assist in the instruction of cadets in practical engineering, pontoniering, &c. The troops at Willets Point receive, store, and issue the public prop- erty of the depot and carry out experiments with explosives, electricity as applied to transmission of power, ignition of mines, &c., fixed and movable torpedoes, and other matters connected with practical engi- neering and torpedo service. The battalion is equipped and drilled as infantry, in addition to the special duties for which it is organized. All tools and supplies for sapping, mining, pontoniering, and field for- tification, as well as surveying and astronomical instruments for use of officers of the Corps on surveys and works of construction, were stored and issued at the Engineer depot at Willets Point. The commanding officer of the battalion and depot submits the fol- lowing estimate of funds needed for the service during the next fiscal year, viz : For incidental expenses at depot --.--------------------------------.........................................---. --- 7, 000 For purchase of materials for instruction of Engineer troops ................ 1,500 For purchase and repairs of instruments..........--... .................... 2,500 For an additional building for Engineer models ---........ ....... ........... 8, 000 Total.-----.---- ----------. -------------- ............... 19, 000 For further information as to the battalion and depot, see report of the officer in command. (See Appendix No, 2.) RIVER AND HARBOR IMPROVEMENTS. These improvements, for which appropriations are made by Congress, constitute a great system, which, although its various parts possess very :unequal values, taken as a whole, by extending along our ocean, lake, and gulf coasts and reaching far into the interior, creates safe and easy avenues of trade, leading into each other, that add vast wealth to the ,country by the facilities they afford to the movement of commerce and the safety they insure to it. 54 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The funds with which these works were prosecuted during the fiscal year ending June 30, 1886, were, owing to the failure of appropriations during the second session of the Forty-eighth Congress, derived mainly from such balances as remained on hand from the appropriations of the act of July 5, 1884, and in many instances these being only sufficient to provide for the care of the public property appertaining to the works, operations were necessarily suspended, to the detriment of the works. A brief statement taken from the reports of the officers in charge of the several works is given below, setting forth the condition of each improvement ; the extent of work performed during the last fiscal year; the amount of money expended; and, in compliance with the provisions of the river and harbor act of March 2, 1867, estimates of the amount that can be profitably expended during the fiscal year end- ing June 30, 1888, with the probable cost of completion. Although, as a general rule, regard is necessarily had in the prepa- ration of these estimates to the more intimate acquaintance of the engi- neer officers in charge with the requirements of each locality, they have been revised and amended in this office, when deemed advisable, hav- ing regard to the most economical administration of the works and keeping in view the average of the grants by Congress for each work during the past few years. The reports of the officers in charge of the various improvements will be found in the Appendix. To these reports special reference should be made whenever detailed information is desired concerning the progress and condition of each work. The examinations and surveys at localities required and provided for in the river and harbor act of August 5, 1886, have been distributed and assigned to the officers in charge of the several river and harbor dis- tricts. They are in progress, and the reports thereon will be submitted from time to time during the ensuing session of Congress as far as re- ceived. Examinations were made during the fiscal year, of such plans and locations as were submitted by parties interested, of bridges proposed to be built over navigable waters under authority of Congress, subject to the approval of the Secretary of War. A brief statement is given below of the action had in such cases. Examinations were also made whenever requested by committees of Congress, of proposed bills au- thorizing the construction of bridges upon which the views of the War Department were desired. Of bills so examined during the last session of Congress fifteen originated in the Senate and forty-three in the House of Representatives. A statement is also given of the work accomplished in the removal of wrecks obstructing or endangering navigation, general provision for which is made in the river and harbor act of June 14, 1880, enlarged by provisions of the river and harbor act of August 2, 1882. ATLANTIC COAST AND GULF OF MEXICO. IMPROVEMENT OF RIVERS AND HARBORS IN THE STATES OF MAINE AND NEW HAMPSHIRE. Officers in charge, Col. Charles E. Blunt, Corps of Engineers, to Feb- ruary 28, 1886; since which date, Maj. Jared A. Smith, Corps of Engi- neers. Supervising Engineer, Col. Charles E. Blunt. 1. Lubec Channel,Mlaine.-The present project for improvement of this channel was adopted in December, 1878, and modified in 1883 and 1885 RIVER AND HARB3OR IMPROVEMENTS. 55 the c bject being to give a channel of not less than 275 feet in width and 300 wide at the bends, and a depth of 12 feet at mean low water, or about 8 feet at extreme low tides. The channel was originally obstructed by bars and shoals, having but 5 feet at mean low water. In the last fiscal year 5,792 cubic yards of material were removed from the channel by dredging. The amount expended on this improvement to June 30, 1886, has been $139,000. The resulting channel is 200 feet wide throughout the entire length, and has a width of 278 feet at the lower bend. The entire length is about 21 miles. The channel forms part of an important thoroughfare, the only one belonging to the United States by which many places on our eastern frontier can be reached. The appropriation asked for fiscal year ending June 30, 1888, is for the purpose of completing the channel at its present depth to a width of 275 feet, and 300 feet at the bends. July 1, 1885, amount available ...... $3, 039 29 ___................................. July 1, 1866, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...... .... ................. .... . ..... .... 3,039 29 Amount appropriated by act approved August 5, 1886................... ---------------- 10, 000 00 Amount (estimated) required for completion of existing project .....-. 22,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 12, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A 1.) 2. Bangor Harbor and Penobscot River, Maine.-The present project for improvement of this harbor and river was adopted in 1884, being based upon a survey made:in 1883. The object of the improvement is to give more room in the harbor of Bangor, by making the channel 100 feet wider, and to straighten and widen the.channel at Crosby's Nar- rows, 31 miles below. In the last year the channel was widened 100 feet on the east side for a distance of 2,728 feet, and 11 feet deep at extreme low water. The total amount expended upon the improvement to June 30, 1886, has been $19,950.68. The resulting channel is 300 feet in width and 11 feet deep for about half a mile in the harbor of Bangor. The appropriation asked is to complete the widening of the channel in the harbor to 300 feet and to complete the excavation in channel at Crosby's Narrows: July 1, 1885, amount available...... ...... .............................. $19,966 34 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185------....---......----....---------..--..---..........--........ ..... 19, 917 22 July 1, 1886, amount available, .-._.--..--..-.- ---................... 49 12 Amount appropriated by act approved August 5, 1886 .---.............. 15,000 00 Amount available for fiscal year ending June 30, 1887--......-........... 15, 049 12 ( Amount (estimated) required for completion of existing project....... 40, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 15, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A 2.) 3. Moose a-bec Bar, Maine.-The present project for improving the channel over Moose-a-bec Bar was based upon a survey made in 1879, and was adopted in 1881. The object of the improvement was to give 56 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. a direct and clear channel having a width of 200 feet over the bar id a depth of 14 feet at mean low water; the length to be dredged was about 1,900 feet. The old channel was indirect, crooked, and obstructed by dangerous ledges. The entire amount expended upon the improvement to June 30, 1886, has been $29,946.34. In the last year there were removed from the channel by dredging under contract 23,345 cubic yards of material. The resulting channel covers all that the project contemplated save the removal of a few small ledges, at an estimated cost of $10,000. The thoroughfare is one of universal use for steamers and sailing ves sels of all kinds traversing the coast, and its benefits are general to a large and widely distributed commerce. July 1, 1885, amount available...._. .. ...... .................... $10, 027 04 July 1, 1S~6, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............................. ...... ........ 9,973 38 July 1, 1886, amount available........ ....-........-.................... . 53 66 Amount appropriated by act approved August 5, 1886.................... 10, 000 00 Amount available for fiscal year ending June 30, 1887 .................... 10,053 66 (See Appendix A 3.) 4. Belfast Harbor, Maine.-The project for improving this harbor was adopted in 1876, the object being to enable vessels to arrive and to leave the wharves at all stages of the tide. No work was done during the last fiscal year. The total amount expended to June 30, 1886, was $22,193.20. The resulting channel gives 10 feet in depth to the wharves in the upper part, and 11 to 12 feet in depth to the wharves in the lower part of the harbor. A small balance of $2,806.80 remains unexpended. With this balance 'it is proposed to deepen. the water as far as possible in the channel op- posite Belfast whenever circumstances will favor its being done with advantage and economy. In the spring of 1886, the wreck of schooner Waldemar was removed from the harbor, under the general act for removing sunken vessels, approved June 14, 1880. July 1, 1885, amount available ...... ............. ............ ...... $2, 843 05 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................. ............ 36 25 July 1, 1886, amount available ............................ ..... ... .... 2, 806 80 (See Appendix A 4.) 5. Rockland Harbor, Maine.--The present project for improving this harbor was adopted in 1881, the object being to protect the harbor so as to form a refuge and secure anchorage for vessels, and to enable them to land at the wharves in all kinds of weather. The entrance to the natural harbor is broad and exposed to easterly winds, so that with heavy winds from northeast to southeast the anchor- age and wharves had but little protection. In the last year 39,959 tons of stone have been added to the break- water from Jameson's Point, making the total length, raised to 5 feet above low water, 1,472 feet. There has been expended on the wbrk to June 30, 1886, $97,921.99. The resulting protection to the harbor is already felt, though it is com- paratively small to that which will be effected by completing the break- waters. RIVER AND HARBOR IMPROVEMENTS. 57 The appropriation asked is to be applied to continuing the construc- tion of the breakwaters. July 1, 1885, amount available...... - -....-----------..............................--.. $17, 312 79 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 . .....-.......................------.....-.. . 14.390 80 July 1, 1886, amount available ........--................ ..---..... ....--------. 2, 921 99 Amount appropriated by act approved August 5, 1886 .......--..-----..----------. 22, 500 00 Amount available for fiscal year ending June 30, 1887. .......... --.... 25, 421 99 T Amount (estimated) required for completion of existing project-------...... 427,500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 50, 000 00 } Submitted in compliance with requirements of section 2 of river and harbor acts of 1856 and 1867. .(See Appendix A 5.) 6. PortlandHarbor, Maine-The various projects for improving this harbor under successive appropriations have all been completed, save the deepening by dredging of a, part of the harbor outside the '" Commis- sioner's line" from Brown's Wharf to Galt's Wharf. The entire work will be completed in two weeks. In the last fiscal year there has been removed by dredging 19,890 cu- bic yards, thus giving 17 feet depth of water where formerly only 12 to 16 feet could be obtained. There has been expended from 1836 to June 30, 1886, a total of $434,- .The 582.05. object of these improvements has been to give a sufficient depth of water in the main harbor and to afford protection from the sea; also, to a small extent to give a channel of navigable depth in the cove back of the city. The results thus far are a depth of 21 feet over the lower part of the harbor, and 16 to 17 feet as far up the harbor as to Brown's Wharf; also, a breakwater with light-house at its extemity, and a small channel in the back cove giving 8 feet at mean low water. - The Board of Trade, a meeting of citizens, and the City Council have urged the necessity for further improvements; plans and estimates have been made for a channel of 29 feet depth and 500 feet width to the point of arrival and departure of the largest steamers; also for a chan- nel 300 feet wide and 12 feet deep in the Back Cove. The necessity for extending the deep water in the harbor below to connect with the deep channel above, and also for extending the break- water, with estimates of the expense, are submitted by the officer in charge for consideration. July 1, 1885, amount available ............-.........................--. $8, 326 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885, ........................ $1,941 37 July 1, 1886, outstanding liabilities----...... --......... ..--. 4,519 92 6, 461 29 July 1, 1886, amount available........ ............................. 1, 865 00 Amount appropriated for harbor by act approved August 5, 1886-........ 30, 000 00 - -- - Amount available for fiscal year ending June 30, 1887 ............ .... 31, 865 00 (See Appendix A 6.) 7. Kennebunk River, Maine.-All the projects heretofore adopted for this improvement have been completed. No further improvements are at present contemplated. A small balance remains to the credit of the 58 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. work which may be used for any trifling repairs or examinations re- quired. No work has been done in the last fiscal year. No appropriation is asked. July 1, 1885, amount available................ ......................... $336 34 July 1, 1886, amount available............................... ........... 336 34 (See Appendix A 7.) 8. Breakwater at mouth of Saco River, Maine.--This breakwater, built between 1869 and 1873, was found by a survey made in 1883 to require repairs and raising to enable it to better effect its object of preventing the encroachment of sand on the channel of the Saco River at the mouth. The estimate for this purpose was $70,000, and $15,000 was appropri- ated in the act of July 5, 1884. In the last fiscal year there was placed on the breakwater 7,280 tons of stone and 216 cubic feet of ashlar. The entire expenditure upon this work previousto June 30, 1886, has been $14,973.64. This has enlarged and completed the breakwater a distance of 510 feet with some stone deposited of an additional distance of 175 feet. The breakwater alone is not sufficient, in the opinion of the officer in charge, to produce any considerable effect in deepening the channel, and in order to obtain any benefits the jetty opposite the breakwater should be commenced. The amount required to complete the breakwater is found to be larger than the original estimate owing to the settlement and displacement of stone, and also because the prices by contract have been higher than were anticipated. The appropriation asked is to be applied to completing the repairs to the old breakwater. July 1,1885, amount available ............. -..-............... ........ $10, 293 60 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885- -..... ..... .......... ...................... 10, 267 24 July 1,1886, amount available ...... .............. .......... 26 36 ......-----------------------....--------.... Amount appropriated by act approved August 5, 1886 ....--..-- ..-...... 12,500 00 Amount available for fiscal year ending June 30, 1887...... ............. 12,526 36 Amount that can be profitably expended in fiscal year ending June 30, 1888 12,500 00 Submitted in complance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A 8.) 9. Saco River, Maine.-To comply with the requirements of the river and harbor act of July 5, 1884, a preliminary examination and survey were made of Saco River with the view of extending the improvements in progress at the mouth 5 miles up the river as far as the head of navigation. A report of the results of the survey was transmitted to Congress January 15, 1886, and printed as House Ex. Doc. No. 37, Forty-ninth Congress, first session, which contains an estimate of $50,000 as the amount required to create a continuous channel of 6 feet at low water. The river and harbor act of August 5, 1886, appropriates $12,500 for this work, and a further sum of $12,500 could be profitably expended thereon during the fiscal year ending June 30, 1888. (See Appendixes A 9 and A 12.) 10. Portsmouth Harbor. New Hampshire.-The present project for im- proving this harbor was adopted in 1879, the object being to change the RIVER AND HARBOR IMPROVEMENTS. 59 currents sc that vessels could more easily navigate the channel and be less in danger of striking upon protruding points and the tops of sub- merged ledges. In the last fiscal year there were removed by blasting and submarine work 608 cubic yards of rock from the ledge known as Gangway Rock. The total expenditure previous to June 30, 1886, was $91,991.28. As a result the larger portion of Gangway Rock has been removed to a depth of 20 feet at mean low water; there remains of this ledge 632 cubic yards to complete the removal to the same depth. A part of the projecting ledge on the point of Badger's Island has also been removed. The officer in charge reqommends that the removal of rock on Badger's Island Point be to a depth of 20 feet. July 1, 1885, amount available............ ........--..-.......-...---...... ---- $15,211 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......--..----..--..----........------------.-----........---. 15,202 28 July 1, 1886, amount available................ ......................---------. 8 72 Amount appropriated by act approved August 5, 1886.................... 15,000 00 Amount available for fiscal year ending June 30, 1887.................... 15,008 72 Amount (estimated) required for completion of existing project--------25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submitted in compliance with requirements of section '2 of river and harbor acts of 1866 and 1867. (See Appendix A 10.) 11. Cocheco River, New Hampshire.-The present project for im- proving the channel of the Cocheco River was adopted in 1884; its object is to give a channel having 5 feet depth of water at mean low stages as far as to the Packet Landing. During the last year 829 cubic yards of rock were removed from the channel. This completes the channel to a depth of 5 feet mean low water and a width of 50 to 60 feet, as far as the Steam-mill wharf. The entire amount expended in improving the Cocheco River from 1836 to June 30, 1886, has been $150,973.64. At present numerous large vessels go up the river to Dover, though as the improvements are incomplete the vessels have to be lightered a short distance. The amount asked is to complete the deepening of the channel to 5 feet, in accordance with the plan adopted. July 1, 1885, amount available ..-................ ........-............ $9, 804 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...............................----------------------- ... ........ 9,792 29 July 1, 1886, amount available........................................ 12 12 Amount appropriated by act approved August 5, 1886................... 10,000 00 Amount available for fiscal year ending June 30, 1887 .................. 10, 012 12 Amount (estimated) required for completion of existing project....-... 9,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 9,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A 11.) 12. Harbor of refuge at Little Harbor,New Bampshire.--The river and harbor act of July 5, 1884, made provision for an examination and sur- vey of this harbor with a view to its improvement as a harbor of refuge, and a report thereon was transmitted to Congress and printed as House Ex. Doo. No. 91, Forty-eighth Congress, second session. 60 REPORT OF THE CHIEF OF' ENGINtRS, . S. AiZMY. The necessity for a harbor of.refuge of moderate size at this locality, for the numerous smatler vessels engaged in the commerce and fisheries of this part of the coast, having been made apparent from numerous representations of those interested, this harbor is deemed worthy of improvement to a moderate extent at a cost of, say, $33,000. The river and harbor act of August 5, 1886, appropriates $10,000 for this work. EXAMINATION AND SURVEY FOR IMPROVEMENT TO COMPLY WITH REQUIREMENTS OF THE RIVER AND HARBOR ACT OF JULY 5, 1884. It appearing, after preliminary examination, that the locality was worthy of improvement by the General Government, Colonel Blunt was charged with and completed the survey of Saco River, Maine, the report on the result of which was transmitted to Congress and printed as House Ex. Dec. No. 37, Forty-ninth Congress, first session. (See also Appendix A 12.) IMPROVEMENT OF RIVERS AND HARBORS IN MASSACHUSETTS. Officers in charge, Maj. Charles W. Raymond, Corps of Engineers, to February 4, 1886, since which date Maj. George L. Gillespie, Corps of Engineers. 1. Newburyport Harbor, Massachusetts.--The original depth of water on the bar at the entrance of this harbor was from 5 to 7 feet at mean low water; the mean rise and fall 'of the tide was 7.7 feet. The object of the improvement is to create a channel through the bar 1,000 feet wide, with a least depth at mean low water of 17 feet. The project adopted in 1880 was to build two converging rubble- stone jetties, so located as to give a proper direction to the currents,. and thereby produce and maintain the desired result. A rubble-stone apron was also proposed to protect the shore of Plum Island, near the, south jetty. The estimated cost of the original project was $365,000. In 1881 a dike to close Plum Island basin was proposed, to cost $10,000. This dike was built in 1883. The project was modified in 1883 by changing the direction of the south jetty, and by building a sand-catch. in rear and in prolongation of it, instead of an apron on the beach. The' cost of the modified project, including the dike, was estimated to be! $375,000. The total amount expended to June 30, 1885, is $160,131.86; by the expenditure of which the dike across Plum Island basin had been built as far as was then prudent; the north jetty had been built of full section 1,540 feet, and of a partial submerged section 1,100 feet further; the south jetty had been built of full section 1,077 feet, and of a partial! submerged section 223 feet further., During the fiscal year the submerged sections of the north and southt jetties were leveled up, and that of the north jetty was extended 35 feet. Thesand-catch in rear of the south jetty was repaired. Fifty-two yards of sunken ledge were also removed from the harbor, just inside of Plum Island. A comparative survey made in June, 1886, shows that the main channel had shifted to the southward about 500 feet, and had deepened from 9 feet in 1885 to 12 feet in 1886. This increase in depth and the straightening of the channel are very favorable for the ultimate success of the improvement. About 700 vessels enter and depart from this port annually. The revenue collected is about $2,000. It is impossible to estimate the prospective value of the improvement. RIVER AND HARBOR IMPROVEMENTS. 61 The officer in charge estimates the amount that can be profitably ex- ,pended during the next fiscal year at $167,500, which will complete the ,proposed improvement. By the expenditure of this sum the channel through the bar will probably be deepened to not less than 17 feet at mean low water, enabling the large iron steamers that frequent the port to cross the bar without regard to the tide. July 1, 1885, amount available.......................-- --.......-- --- $9,868 14 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 --........................... ..............-----. -- 6,625 68 July 1, 1886, amount available ................ -- -- --............ ...... . 3,242 46 Amount appropriated by act approved August 5, 1886- ..--- --.-..- .... 37, 500 00 Amount available for fiscal year ending June 30, 1887.........-.......... 40, 742 46 SAmount (estimated) required for completion of existing project- .. 167,500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 1.) 2. Merrimac River, 3Massachusetts.-The original condition of the river channel was very narrow and crooked in several places, and much ob- structed by sunken ledges, bowlders, and shoals, especially at the falls, which were more or less bare ; while in the lower part of the river below -Newburyport there were numerous sunken ledges, crib-works, piers, and wrecks. The object of the improvement is to clear out, deepen, and straighten the channel of the river from its mouth to the Upper Falls, a distance of 21- miles. The project, originally adopted in 1870, was to remove obstructions from the Upper and Lower Falls, remove Gangway Rock, remove wreck of schooner Globe, and remove the "' boilers." The cost was esti- mated to be $69,025. This project was revised and extended in 1874, to include the removal of rocks at Deer Island and at Rock's bridges, and at Little Currier Shoal, so that the channel should have the follow- ing depths at high water of ordinary stages of the river: From the :mouth to Deer Island Bridge, 16. feet; from Deer Island Bridge up to iHaverhill Bridge, 12 feet ; thence to the foot of Mitchell's Falls, 10 feet ; thence to the head of the Upper Falls, not less than 41 feet, with the mill water at Lawrence running. This revised project was estimated to cost $147,000. The tide at the mouth of the river has a mean rise and fall of 7.7 feet, and its influence is felt up to the foot of the Upper Falls. The amount expended to June 30, 1885, was $169,910.81, and resulted in improving the river channel from its mouth to the Lead of the Upper Falls, in accordance with the adopted project. On June 30, 1885, the work done was in good order, and showed no deterioration. No opera- tions were in progress during the fiscal year. To complete the improvement so that the same depth of water which has been obtained through Mitchell's Falls can be carried to Lawrence, additional work will be required at the falls above Haverhill, which is estimated to cost $11,000; and additional improvements are needed in the lower part of the river, which are estimated to cost $11,500, or a total of $22,500. In completing this work this amount could be expended to advantage duriug the fiscal year ending June 30, 1883. About seven hundred vessels enter the river annually, and the cus- toms collected yearly are about $2,000, 62 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is expected that the completion of the improvement will increase the tonnage of the river, and encourage the erection of new manufac- tories. July 1, 1885, amount availabl........... ...... .......................... $589 19 July 1,1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.................... ........................... 290 15 --- -- July 1, 1886, amount available--....................... ...... .............. 299 04 iAmount (estimated) required for completion of existing project--.....------ 22 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 11 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 2.) 3. Scituate Harbor, Massachusetts.--Previousto the commencement of the improvement this harbor had a low-water area of about 57 acres, over 6 acres of which there was a depth of at least 3 feet at mean low water. It was open to the action of easterly winds. The object of the improvement is to create a harbor of refuge for ves sels approaching Boston from the eastward. The project, adopted in 1880, is to build two breakwaters (one from " Cedar Point" on the north side of the entrance, and the other from the point of the "first cliff" on the south side), and to deepen by dredging the area inclosed and in front of the entrance. The estimated cost of the improvement is $290,000. The mean rise or fall of the tide is 8.9 feet. The amount expended to June 30, 1885, is $37,108.54, by which the north breakwater had been completed of its full section for a length of 720 feet; a portion of the beach near the junction of Cedar Point and the mainland had been protected by a brush and stone bulkhead; a channel had been dredged 1,600 feet long, 100 feet wide, and 5 feet deep at mean low water and the " deep hole " had been enlarged to a-basin 200 by 160 feet, and 7 feet deep at mean low water. No work was done during the fiscal year ending June 30, 1886. The work remains in good order, and essentially unchanged. The officer in charge reports that the amount that can be profitably expended during the fiscal year ending June 30, 1888, is $100,000, with which it is proposed by him to continue the approved project, as fol- lows: Build the south breakwater; remove Harbor Rocks; and enlarge the basin to 8 acres and the channel to 150 feet wide, both 10 feet deep at mean low water. About one hundred and twenty-five vessels seek this port annually, and the money value of the resultant commerce is estimated to be about $50,000. The benefit to be expected from this improvement cannot be estimated until after its completion. No local improvement of commerce is ex- pected, and the value of such a harbor of refuge is entirely dependent on the accidents of the weather. July 1, 1885, amount available. ----............ ....... .. ........... $391 46 July 1, 188b, amount expended during fiscal year, exclusive of liabilities --------- outstanding July 1, 1885 ..--......................................... 225 86 July 1, 1886, amount available......------------------- . .-.. 165 60 --- Amount appropriated by act approved August 5, 1886 ..............-. 10, 000 00 Amount available for fiscal year ending June 30, 1887.................... 10, 165 60 {Amount RIVER AND HARBOR IMPROVEMENTS. 63 (estimated) required for completion of existing project........ 242,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 3.) 4. Boston Harbor,Massachusetts.-Theoriginal condition of this harbor was that its bluffs and headlands were exposed to the action of the sea, and its main channel was in places but 100 feet wide and 18 feet deep at mean low water. The object of the improvement is: First. To preserve the harbor by protecting the islands and head- lands; and Second. To improve it by widening, deepening, and straightening the channels. The projects adopted for this purpose since 1866 have been mainly in accordance with the recommendations of the United States Commis- sioners, whose labors terminated during that year. The works of preservation consist of sea-walls, aprons, jetties, &c., which protect the shores, prevent wash into the channels, control tidal scour, and preserve the full height of anchorage shelter. Such have been built or repaired at Point Allerton and the islands of Great Brewster, Lovell's, Gallop's, Long, Deer, Rainsford, George's, and Castle. The works of improvement have been by dredging and blasting, by which means the main ship-channel is now at least 600 feet wide and 23 feet deep at mean tow water; and the following tributary channels have widths and depths as stated: 1. Charles River; its channel originally crooked and but 50 feet wide and 3 feet deep, is now 80 feet wide and 6 feet deep at mean low water, from its mouth to Arsenal Street Bridge, a distance of 74 miles; while up to Western Avenue Bridge, more than half of this distance, 7 feet draught can be carried at mean low water in a channel 200 feet wide. 2. Hingham Harbor; its channel originally 30 feet wide and 4 feet deep, has been enlarged to 100 feet wide and 8 feet deep at mean low water. 3. Nantasket Beach Channel; originally 50 feet wide and 6. feet deep, is now 100 feet wide and 9. feet deep at mean low water. 4. The channel between Nix's Mate Shoal and Long Island has been deepened from 4i feet to 12 feet at mean low water, and widened from about 50 feet to 200 feet. The mean rise or fall of the tide is 9.8 feet. The amount expended to June 30, 1885, was $1,598,971.01, and at that date all the completed works of preservation or improvement were in good order with the exception of some minor repairs which the sea-walls required. During the fiscal year some immediately necessary repairs were made to the Deer Island sea-walls at a cost of about $150, and a hydrographic survey of a portion of the lower harbor was made, and the notes partly plotted. The river and harbor act of August 5, 1886, appropriates $56,250 for Boston Harbor, and the otfficer in charg~ reports that during the fiscal year ending June 30, 1888, $264,000 additional could be spent to ad- vantage in repairing and extending the sea-walls at Point Allerton, Great Brewster, George's, Lovell's, Deer, Long, and Castle islands; in building new sea-walls at Deer and Governor's islands; in widening thle main ship-channel at the upper and lower middles to 800 feet, and in Imaking surveys on which to base additional improvements, 64 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. About 2,500 vessels annually enter from, and the same number clear for, foreign ports. The duties collected during the fiscal year ending June 30, 1886, were $21,079,311.36. The special benefits to be derived from the proposed expenditure are additional safety and convenience to the commerce of this important port, from which is derived so large a part of the national revenue. July 1, 1885, amount available ............................... ......... $8, 528 99 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................ $4, 537 58 July 1, 1886, outstanding liabilities ......................... 15 00 - 4,552 58 July 1, 1886, amount available .... .......... .............. ...... .. ... 3, 976 41 Amount appropriated by act approved August 5,1886.................... 56,250 00 Amount available for fiscal year ending June 30, 1887-- ................... 60, 226 41 SAmount (estimated) required for completion of existing project........ Amount that can be profitably expended in fiscal year ending June 30,1888 263, 750 00 264, 000 00 Submitted in compliance with requirements of section 2 of river and I harbor acts of 1866 and 1867. (See Appendix B 4.) 5., PlymouthHarbor,Massachusetts.-Theoriginal condition of this har- bor was that ILong Beach was rapidly being worn away by storms, and the main ship-channel to the town wharves had but 6 inches of water at mean low tide. The object of the improvement is to protect and preserve Long Beach and to deepen and widen the channels of approach to the town wharves. The preservation of Long Beach has been carefully attended to for many years, as the existence of the harbor depends on it. From the nature of the work it can at no time be considered completed. The project for the improvement of the channel was originally adopted in 1875. It proposed to straighten, deepen, and widen the channel, so that it would be 2,286 feet long, 100 feet wide, and 6 feet deep at mean low water. This was estimated to cost $28,000. This project was modi- fied in 1877 so as to include the dredging of a basin 866 feet long, 150 feet -wide, and 8 feet deep at mean low water in front of the town wharves. This modified project was estimated to cost $41,500. The project was again modified in 1884, when it was proposed to dredge the channel to 9 feet, widen it to 150 feet, and round off its junctions with the main channel and basin. In 1885 it was proposed to deepen the basin to 9 feet. The project of 1884 was estimated to cost $27,000, and that of 1885 $22,500. The. tides rise and fall a mean distance of 9.3 feet. The amount expended to June 30, 1885, was, for beach protection ....... $70, 329 75 For dredging ............................---- ---- -- .............. . ..... ...... 35,152 75 Total......---- .............................. .............. ...... 105, 482 50 By the expenditure of which the beach was in good order; the chan- nel was 90 feet wide and 9 feet deep, with rounded junctions with the basin and main channel, and the basin was 7 feet deep. During the fiscal year Long Beach was repaired at its southern end. Brush and stone bulkheads were built, which filled breaches made in the beach during the winter of 1885-'86. They aggregated 476 feet long, with 22 jetties each 15 feet long. The beach is now in good order, as is the dredged channel and basin. Twenty-three hundred vessels sought this port during the fiscal year, carrying about 43,000 tons; and some 45,000 passengers were landed from steamers, packets, &c. RIVER AND HARBOR IMPROVEMENTS. 65 The benefit to be expected from the completion of this improvement is a more convenient navigation of the improved channel and greater facilities in docking vessels. July 1, 1885, amount available .......... .......... ........ ............ $3, 317 50 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .-........... ........ $1, 900 63 July 1, 1886, outstanding liabilities... - -..----- - 357 18 2, 257 81 July 1, 1886, amount available .............................---------.......----. 1,059 69 Amount appropriated by act approved August 5, 1886 .....-- . ..--.-- 6, 000 00 - Amount available for fiscal year ending June 30,1887--....---...............------------. 7,059 69 Amount (estimated) required for completion of existing project-...---..----... 15,500 00 Amount that can be profitaby expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 5.) 6. Provincetown Harbor, Massachusetts.-This important harbor of refuge depends for its existence on the preservation of the low sandy beaches inclosing it. The harbor itself is capacious and deep,with con- venient approaches and good holding ground, aud the expenditures made for it are entirely for its preservation, which from the nature of the work can at no time be considered completed. The projects adopted for the repair and preservation of the beaches consist of detached bulkheads of wood and stone, jetties of wood and brush, dikes, sand-catches, and the extensive planting of beach grass, all for the sole purpose of preventing or arresting the movement of the sand. They have been remarkably successful. The tides have an average rise and fall of 9.2 feet. The amount expended to June 30, 1885, was $135,924.59, and the works of preservation were in good order. No operations were in progress during the fiscal year. During the year ending June 30, 1888, certain additional works of preservation and extensions of the old ones are needed, which it is esti- mated will cost $90,000, all of which could be advantageously expended during that year. The most important of these new works are a dike across House Point Island fiats, estimated to cost $78,000, and the strengthening of the Long Point breakwater at a cost of $5,600. About seven thousand vessels frequent this harbor annually, carry- ing cargoes of an estimated value of $18,500,000. The special benefit to be derived from the proposed expenditure is the preservation of an important harbor of refuge. July 1, 1885, amount available..-... .-- .. _...-.--.-- _..---. -.. $553 85 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885................................. -.............--- 549 31 July 1, 1886, amount available.... .... .... .... ......... ........... .... 4 54 Amount appropriated by act approved August 5, 1886............ ....... 3, 000 00 Amount available for fiscal year ending June 30, 1887 .... SAmount (estimated) required for completion of existing project...... .......... Amount that can be profitably expended in fiscal year ending June 30,1888 3, 004 54 90,000 00 45,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 6.) 7. Lynn Harbor, MIassachusetts.-The entrance channels of this har- bor were originally narrow and crooked, with but 6 feet depth at mean low water, the greater part of the harbor was bare at low water. 5E 66 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The object of the improvement is to obtain an increased depth of water, and a more direct and wider channel of approach to the city wharves. The project was adopted in 1884. It proposes the excavation of a lower channel, 200 feet wide and 10 feet deep at mean low water, from a point near and east of the White Rocks to deep water opposite Little Nahant, a distance of 3,610 feet; and also an upper channel 6,450 feet long, with the same width and depth, extending from deep water opposite Sand Point to the Lynn Harbor line. It is supposed that the upper channel will require occasional dredging. To aid in keeping the lower channel open a training-wall is proposed from high- water line at Little Nahant, if experience shows it to be necessary. The cost of this improvement was originally estimated to be $145,000. This estimate was revised in 1885, and then made $157,000. The mean rise or fall of the tides is 9.3 feet. The amount expended to June 30, 1885, was $50,209.06, by which the lower channel had been dredged as proposed, and the upper channel had been dredged for its full length and depth, but only 100 feet wide. No work had been done on the training-wall. No operations were in progress during the fiscal year ending June 30, 1886, and the work remains essentially unaltered; some slight de- crease in width of channel is noticed, owing to the falling in of the side slopes, or to injuries caused by vessels getting aground. During the fiscal year ending June 30, 1888, $25,000 could be ex- pended to advantage in repairing the upper channel and in extending its width to the full proposed limit. About four hundred and fifty vessels annually frequent this port, and the annual commerce amounts to about $775,000. The benefit to be ex- pected from the completion of this improvement is a more convenient and safe navigation of the improved channels. July 1, 1885, amount available-- ------------------- --------------- $9, 790 94 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.----.----------... ....- ..- ..---..-. 2,755 85 July 1, 1886, amount available.. ............................. ...... 7, 035 09 Amount appropriated by act approved August 5, 1886 ................... 6, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 13,035 09 iAmount (estimated) required for completion of existing project ....... 91,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 7.) 8. Malden River, Massachusetts.-Previous to improvement the chan- nel of this river was narrow and crooked, and had barely 7 feet of water at mean high tide. The object of the improvement is to increase the width and depth of the channel from its mouth to the second draw-bridge in Malden. The project, originally adopted in 1880, was to dredge a channel, 100 feet wide and 12 feet deep at mean high water, up to the second draw- bridge, with two cut-offs, one near the mouth of the river and one half a mile above it. The cost of this project was estimated to be $35,000. This project was modified in 1882, when it was proposed to dredge the natural channel of the river 100 feet wide up to the draw-bridge in Malden, and 75 feet wide thence to the second draw-bridge near the rubber works; the cost of the modified project was originally estimited at $40,000, which sum was increased in 1885 to $47,000. The mean rise and fall of the tides at the mouth of the river is 9.8 feet. RIVER AND HARBOR IMPROVEMENTS. 67 The total amount expended to June 30, 1885, was $10,000, by which 14 miles of the natural channel of the river, from its mouth up, had been improved so that it had a least width of 50 feet (70 feet at turns) and a depth of 12 feet at mean high water. No work was done during the fiscal year ending June 30, 1886. Thirty-seven thousand dollars could be expended to advantage during the fiscal year ending June 30, 1888, in completing the amended project. About one hundred vessels enter this river annually, and their cargoes are valued at about $75,000. It is expected that the completion of the improvement will increase the tonnage of the river, and encourage the building of new manufactories. Amount (estimated) required for completion of existing project-- .----- $37, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B 8.) 9. Harbor of refuge at Sandy Bay, Cape Ann, Massachusetts.-This bay, at the northeastern extremity of Cape Ann, Massachusetts, is open to northerly and easterly winds, but is perfectly covered on the west and south. It is spacious, easy of access, very deep, and per- fectly free from obstructions. The projected improvement contemplates the construction of a " na- tional harbor of refuge, of the first class." No definite project for this improvement has been adopted. Prelim. inary estimates for it vary from $4,000,000 to $5,000,000, and a large additional sum will be needed for the lighting, buoying, and defense of the harbor when completed. The rise or fall of the tide is 9 feet. The amount expended on this improvement to June 30, 1885, was $4,340.03, by which surveys, examinations, and preliminary projects were made. During the fiscal year ending June 30,1886, $37,842.54 were expended in depositing 49,762 tons of rubble-stone on the line of the proposed breakwater, and in preparing to mark the initial point of the break- water with a submerged pier, surmounted by an iron spindle. The rubble-stone deposited will form a mound (the base of the proposed breakwater) 40 feet wide on top, at a level 22 feet below mean low water, and the funds available will build about 1,200 feet of this mound. The officer in charge estimates that during the year ending June 30, 1888, $500,000 could be expended to advantage in extending the sub- merged mound for the breakwater foundation. The special benefit to be derived from the proposed improvement is the creation of a first-class harbor of refuge on this exposed, much-fre- quented coast. July 1, 1885, amount available ..... . $95, 659 97 ..................... ...... -..... July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............--- .......... $25, 284 80 July 1, 1886, outstanding liabilities ................... ...... 12,557 74 -- 37, 842 54 July 1, 1886, amount available .......................................-- . 57,817 43 Amount appropriated by act approved August 5, 1886 ................... 100, 000 00 Amount available for fiscal year ending June 30, 1887 ---................... 157, 817 43 Amount thatcan be profitably expended in fiscal yearendingJune 30, 1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor ac Ls of 1866 and 1867. (See Appendix B 9.) 68 REPORT OF THE CHIEF OF ENGINEIRS, U. S. ARMY. IMPROVEMENT OF HARBORS AND RIVERS ON THE SOUTHERN COAST OF MASSACHUSETTS AND IN RHODE ISLAND AND CONNECTICUT. Officer in charge, Lieut. Col. George H. Elliot, Corps of Engineers. 1. Harborof refuge at Hyannis, Massachusetts.--This harbor lies on the south shore of Cape Cod, about 15 miles to the westward of the heel of the cape, and is an important harbor of refuge. Before improvement it was an open roadstead exposed to southerly storms. In the years 1827-'38 a breakwater of riprap granite, 1,170 feet long, was constructed, covering an anchorage of about 175 acres, the en- trance to which has a depth of about 15J feet. It was not as strongly built as we would build a breakwater in a locality of like exposure, and in the years 1852-'82 extensive repairs were made in increasing the width of its base and the size of the stone forming its sides and top. The depth of water inside the breakwater is insufficient for many ves- sels that seek the harbor for refuge, and the river and harbor act of July 5, 1884, provided for a preliminary examination and survey of the har- bor, with a view of deepening it. The reports in the case, with a plat and an estimate of the cost ($45,743.20), were printed in House Ex. Doc. No. 96, Forty-eighth Congress, second session. The commencement of this work has been approved by Congress, making an appropriation of $10,000 therefor in the act of August 5, 1886. No work has been in progress during the last fiscal year. The amount expended on this work has been $123,276.77, and the breakwater has been completed according to the original project and the subsequent plans for strengthening it. The execution of the project before referred to, of deepening the an- chorage area inside the breakwater, will be commenced at the eastern end of the anchorage, and the full width of the area proposed to be deepened will be carried to the westward as far as the appropriation of August 5, 1886, will allow. July 1, 1885, amount available ........................... .- .... .... $105 48 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......... ..........................--------- --........ 24 67 ---.....----. July 1, 1886, amount available..--- -...............----......----..--..-....---- 80 81 Amount appropriated by act approved August 5, 1886- ....---...---...--------....... 10, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 10, 080 81 SAmount (estimated) required for completion of existing project .------...... Amount that can be profitably expended in fiscal year ending June 30, 1888 35, 662 00 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 1.) 2. Harbor of refuge at Nantucket, 1Massachusetts.-This harbor is the only one between the harbors of Martha's Vineyard (Vineyard Haven and Edgartown) and Provincetown, a distance of about 100 miles, ex- cept the small harbor of Hyannis, on the other (the north) side of Nan- tucket Sound, the navigation of which is intricate and dangerous by reason of numerous shoals. Nantucket Harbor has deep water inside, and the object of the improvement is to make it a harbor of refuge for vessels plying between ports north and south of Cape Cod, estimated to be fifty thousand annually. In the memorial to Congress on,which the first appropriation for this harbor was based it was stated that more than five hundred vessels had been wrecked in the vicinity of the island. RIVER AND IIARBOR IMPROVEMENTS. 69 Before the commencement of the present works there was a shoal about 1 miles in width outside the entrance, through which shoal the channel or line of best water was only about 6 feet deep and very crooked and subject to changes in location. The present approved project is to construct jetties of riprap stone pro- jecting from either side of the present entrance to the harbor for the purpose of concentrating the strength of the tidal currents, and exca- vating a channel of 15 feet depth by scour, and at the places where the full depth required will not be reached by this means to complete the work by dredging. The amount expended on this project up to the close of the fiscal year ending June 30,1885, including liabilities outstanding at that date, was $100,211.25, and the result was the construction of the west jetty to a point 3,955 feet from the shore. The amount expended during the last fiscal year, including liabilities outstanding June 30, 1886, was $5,620.87. The east jetty was com- menced and fully completed to a distance of 120 feet from the initial point on the shore, and the foundation was laid and the jetty partially completed for an additional distance of 100 feet. Although but little if any effect had been expected before the two jetties should be extended until they should become parallel and con- tract the channel to the width contemplated, 1,000 feet, it was found in a recent survey that on a line from Brant Point to the present end of the west jetty the least depth of water was considerably greater than at the time of the previous survey, and vessels have less difficulty in en- tering and leaving the harbor than formerly. The work required to be done to complete the existing project is the completion of the east and west jetties and the excavation by dredging of so much of the channel as will not be excavated by tidal scour. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exten- sion as far as possible of the east jetty. July 1, 1885, amount available ................ ............ .... .. ... $9, 788 75 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $3, 048 81 July 1, 1886, outstanding liabilities .......................... 2, 572 06 5, 620 87 July 1, 1886, amount available...... - -... ............................. .. 4,167 88 Amount appropriated by act approved August 5, 1886................... 15, 000 00 Amount available for fiscal year ending June 30, 1887 .....-......... . 19,167 88 Amount (estimated) required for completion of existing project-------250,000 00 Amount that can be profitably expended in fiscal year endingJune 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 2.) 3. Wood's Hell Harbor, Massachusetts.--This harbor is on the north side of Vineyard Sound, and is divided into Great Harbor and Little Harbor. The name " Wood's Holl " is also applied to the adjoining strait which connects Vineyard Sound with Buzzard's Bay. The site of the works now under contraction isGreat Harbor, Wood's Holl. Before improvement the site of the present works was a submerged pointV of land extending from the shore of the harbor. 70 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The adopted project for the improvement of Great Harbor, Wood's Holl, was for the construction of retaining-walls on the shore, a hollow pier and wharves for the use of the United States Fish Commission and to serve also as a coaling station for vessels of the Revenue Marine and other branches of the public service, and as a harbor of refuge. The amount expended on these works to June 30, 1885, including liabilities outstanding at that date, was $77,842.66. The retaining and pier walls, and the dredging of the interior of the hollow pier, and the berths for public vessels, had been completed, and the coal, the west, and the cross wharves had been essentially completed. For want of funds no work has been in progress during the last fiscal year. The work required for the completion of the project for the improve- ment of Great Harbor, Wood's Holl, is the construction of the south and east wharves. In addition to the above there is to be removed a large rock (estimated at 22 tons) from the strait of Wood's Holl. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the con- struction of the south and east wharves, and the removal of the danger- ous rock in the strait of Wood's Holl, just referred to. July 1, 1885, amount available..................-------------------.....-- ------------------- .............. $64 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............ ............................... . 17 05 (July 1, 1886, amount available.............----........................... 46 95 Amount appropriated by act approved August 5, 1886.................. 14,500 00 Amount available for fiscal year ending June 30, 1887...... ............ 14,546 95 (See Appendix C 3.) 4. Westport Harbor, Massachusetts.-This harbor is an estuary of a bay lying between Narragansett Bay, Rhode Island, and Buzzard's Bay, Massachusetts. This is a new work, and no appropriation had been made for it until, by act approved August 5, 1886, Congress ap- propriated $1,000 " for sand fence." A report of December 12, 1878, on a survey made in accordance with section 2 of the act of June 18, 1878, stated that "the wearing of Horse Neck Point " (on the north side of the entrance) " could be prevented by small sand-catch jetties, and these could be gradually prolonged so as to narrow the space opposite, and increase the average depth" (of the channel), and named $1,000 as the amount that could reasonably be expended in this way. It is supposed that the sum appropriated by the act of August 5, 1886, is intended for the construction of the sand-catch jetties recommended, and the funds will be expended accord- ingly. Amount appropriated by act approved August 5, 1886.................... $1, 000 00 (See Appendix C 4. 5. Wareham Harbor, Massachusetts.-This harbor is an estuary at the head of Buzzard's Bay, The object of the improvement is to deepen' and widen the channel leading from Buzzard's Bay to Wareham, the industries of which and of several towns in the vicinity with which it is connected by rail, are chiefly the manufactures of iron, and depend largely on transportation by water of the material used therein. The commerce of Warehani is carried on in sailing vessels, and the channel RIVER AND HARBOR IMPROVEMENTS. 71 is to be made a beating channel for such vessels. Another object of the improvement is the raising of Long Beach, over which the sands from the bay were washed into the harbor. Before improvement the ruling depth in the harbor was about 7 feet at mean low water in a narrow and very crooked channel. Long Beach, a narrow sand-spit at the mouth of the harbor, was washed and abraded by the waves and currents at high water, and the material was carried into and shoaled the channel inside. The original approved project of 1871 for the improvement, and its subsequent modifications, provides for a channel 250 feet wide and 10 feet deep at mean low water from Barney's Point down to the entrance to the harbor. Above Barney's Point the width of the channel is to be 350 feet with the same depth-10 feet--as below that point. The plan includes also the raising and strengthening of Long Beach, of which a large portion was submerged at low water, to carry it above the storm waves and currents and to hold it there, in order to prevent the filling of the improved channel above by material abraded from the beach. The total amount expended on the improvement up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $56,467.43, and the result was a channel through and above the upper bar to the wharves with a width of not less than 100 feet and a depth of 10 feet at mean low water. A large part of the work on the lower reaches of the channel had been done, and the river opposite the wharves had been deepened to 9 feet below mean low water. Long Beach was raised above high-water storm tides, except in a few places, so that the major part of the wash of sand into the im- proved channel inside the beach had been stopped. The amount expended during the last fiscal year was $8,485.21. The channel in the upper part of the harbor in front of the wharves was car- ried to its full width and completed, and about one-half of the first reach below the wharves was excavated to its full depth of 10 feet below mean low water. This reach includes the heaviest cutting in the entire im- provement. The ruling depth of the approaches to Wareham has now been increased from 7 to 9 feet, and the channel has been greatly wid- ened in all the reaches, especially in the main reach below the wharves. Vessels of larger draught can be carried to Wareham than formerly, and the increase in width of channel is already a great help to all ves- sels in beating in and out of the harbor. The work required to complete the existing project is the excavation of the channel to its full width and depth from the point to which it was carried by the last contract down to the deep water above Long Beach. There will also be required the expenditure of a few hundred dollars more in the further building up of Long Beach. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to carrying on the work according to the approved project as far as the funds will admit. July 1, 1885, amount available ........ ................................ $8, 532 67 July 1, 1886, amount expended during fiscal year, exclusive of liabilities ...... outstanding July 1, 1885-------- ---------........----................ 8, 485 21 July 1, 1886, amount available--..----............------........----..---.......... ' 47 46 Amount appropriated by act approved August 5, 1886--.................... 15, 000 00 Amount available for fiscal year ending June 30, 1887 ......-............ 15, 047 46 72 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (Amount (estimated) required for completion of existing project........ $4,050 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 4,050 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 5.) 6. 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. It is about 44 miles in length, measured along its course. The object of the improvement is to deepen and widen the channel leading to the city of Taunton, at the head of navigation, which requires large quantities of coal, iron, clay, moldings, sand, and other heavy ar- ticles for its manufactures, depending largely on water transportation, so that vessels of 11 feet draught can reach the city at high water. In its original condition the channel was narrow and obstructed by bowlders, and from Berkley Bridge to Taunton the depth was not, in places, more than 5 feet at mean high water. A vessel of 30 tons bur- den was as large as could go up to Taunton. The approved' project of 1871, and its subsequent modification, pro- vides for a channel 60 feet wide and 11 feet deep from Weir Bridge to the Ship Yard; a channel 80 feet wide (100 feet at the bends) and 11 feet deep from the Ship Yard down to and through the Needles and Briggs' Shoal; thence to Berkley Bridge a channel of the same width and 12 feet deep, and from Berkley Bridge to the deep water at Dighton the channel was to be 100 feet wide and 12 feet deep. The depths are estimated from high water. The ledge which crosses the bottom of the river at Peter's Point, and the numerous bowlders which lay on the bottom and sides of the channel from Taunton to Dighton were to be removed. The amount expended on the improvement of the river up to the close of the fiscal year ending June 30, 1885, including liabilities outstand- ing at that date, was $134,470.44. With the exception that but 40 feet of the 60 feet of width could be dredged between the bridge at Weir and the Ship Yard, on account of interfering with private property, and that on account of the hardness and depth of the material at the sides the 80-foot channel was not in all cases dredged to its full width, the channel down to Berkley Bridge had been completed. The major part of the dredging below the bridge had been done, but this part of the channel still lacked in width at some places. The channel had been cleared of bowlders from Taunton down to Berkley Bridge. The work of uncovering the ledge at Peter's Point preparatory to its removal had been commenced. The amount expended during the last fiscal year, including liabilities outstanding June 30,1886, was $2,917.95 All of the bowlders and gravel overlying the ledge at Peter's Point within the lines of the proposed channel have been removed; the work of blasting the ledge has been completed; the major part of the broken rock has been removed, and the half-tide dam between Reuben's Island and the west shore of the river, constructed with the view of accelerating the current in the dredged channel below, and preventing deposits, has been essentially completed. The ruling depth of water in the river has now been in- creased from 5 to 11 feet at mean high water, and vessels of 11 feet draught can now reach Taunton, at the head of navigation. There remains to be done to complete the existing project the com- pletion of the removal of the ledge at Peter's Point; the completioF'df the dredging of the channel between Berkley Bridge and Dighton, and RIVER AND HARBOR IMPROVEMENTS. 73 widening and deepening at a few points above the bridge; all of which it is proposed to finish in the next fiscal year if the funds now available be sufficient, as hoped for. ----------------- July 1, 1885, amount available.......................................... $22,529 56 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ----............--.......... $2, 130 46 July 1, 1886, outstanding liabilities................... .....-... 787 49 2,917 95 July 1, 1886, amount available .. .... . .................-- ...... ........---- . 19, 611 61 (See Appendix C 6.) 7. Pawtucket River, Rhode Island.-The navigable part of the Paw- tucket (or Seekonk) River, an arm of Providence River, extends from Providence to Pawtucket, a city which has a population of about 23,000 and extensive manufactures depending largely on water transportation. The object of the improvement is to widen and deepen the channel lead- ing to Pawtucket, so that vessels of 12 feet draught can reach that city at mean low water. Before improvement the channel in the river had a ruling depth of about 5 feet at mean low water. The original project, as modified in 1883, provides for the excavation by dredging of a channel 100 feet wide and 12 feet deep at mean low water from the deep water above Red Bridge to the ledge opposite Grant & Company's Wharf at Pawtucket; thence, the deepening by blasting of the channel through the ledge to Pawtucket Bridge to the same depth and 40 feet wide. The amount expended to June 30, 1885, was $52,718.44. The channel had been excavated under the original project to a width of 75 feet and a ruling depth of 7 feet at mean low water. A contract had been made for deepening and widening this channel according to the modified plan of 1883, but the work had not been commenced. The amount expended during the last fiscal year, including liabilities outstanding June 30, 1886, was $49,241.02. The new channel, 12 feet deep and 100 feet wide, with enlargements at the bends, has been carried from its mouth at the deep water just above Red Bridge, a distance of about 8,740 feet, or to a point about 1,000 feet above a line drawn from Bucklin Island to Swan Point Wharf. A ruling depth of about 6 feet can be carried from the upper end of the present work to Pawtucket. The work yet to be done is to excavate, by dredging, the channel 12 feet deep and 100 feet wide from the point to which the last contract carried it to a point opposite Grant & Company's Wharf; and from thence to Pawtucket Bridge to deepen the channel through the ledge to the same depth with a width of 40 feet. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exca- vation, by dredging, of the upper reaches of the new channel, and, if the funds will admit, to the commencement of the work on the ledge which lies in the channel off Pawtucket. July 1, 1885, amount available--..-.........---....--------..--......-------...---..---.........--- $49, 287 52 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885... -..--..--..--...... ...... $49, 217 27 July 1, 1886, outstanding liabilities..---------...--..----.............. 23 75 49,241 02 July 1, 1886, amount available...... --.................... ... ......... 46 50 Amount appropriated by act approved August 5, 1886 ...............----...---. 30,000 00 Amount available for fiscal year ending June 30, 1887 .................. 30, 046 50 {Amount 74 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (estimated) required for completion of existing project-........$302, 478 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 50,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 7.) 8. Providence River and NarragansettBay, Rhode Island.-Providence River is an estuary of Narragansett Bay. The object of its improve- ment is to furnish a wide and deep channel for European and coastwise cornmmnerce from the ocean to Providence, a city of about 125,000 inhab- itaints, largely engaged in manufactures, and a port of entry for an extensive region of country with which it is connected by railroads. Before the improvement of the river was commenced, in 1853, many shoals obstructed navigation, and at one point in the channel, a place called " The Crook," the available low-water depth was but 41 feet. There was expended between 1852 and the 30th of June, 1882, $290,459.34 in deepening the channel, first to 9 feet, then to 12 feet, then to 14 feet, and again to 23 feet, as the increasing sizes of vessels and the growing commerce of Providence demanded. Bulkhead Rock was also removed during this period to a depth of 20 feet below mean low water. The approved project of 1878, modified in 1882, under which the work is now in progress, provides for a channel 25 feet deep and 300 feet wide, suitable for large ocean vessels, extending from Fox Point, in the city of Providence, to the deep water of Narragansett Bay, and for an anchorage-basin between Fox and Field's points of the following dimensions in cross-section, viz: 300 feet wide at a depth of 25 feet, 600 feet wide at a depth of 20 feet, 725 feet wide at a depth of 18 feet, 940 feet wide at a depth of 12 feet, and 1,060 feet wide at a depth of 6 feet. The amount expended on the present project up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $210,180.96. At that date about one-half of the excavation required for the an- chorage basin above Field's Point had been done. Bulkhead Rock had been removed, and the condition of the six straight reaches into which the 25-foot channel 300 feet wide is divided, was as follows: The Fox Point, the Sassafras Point, the Field's Point, the Pomham, and the Pawtuxet reaches had been completed, and the lowest, the Gaspee Reach, had been excavated to a width of 200 feet. For want of funds no work has been in progress during the last fiscal year. To complete the 25-foot channel 300 feet wide to the deep.water of Narragansett Bay there remains the increasing to 300 feet the 200 feet of width already excavated in the lowest (the Gaspee) reach. There also remains for the completion of the existing project the remainder of the excavation of the anchorage basin between Fox and Field's points. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the completion of the dredging required in the Gaspee reach, and to continuing the ex- cavation of the anchorage basin above Field's Point. July 1, 1885, amount available ............. ..... .... .................... $3, 419 67 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----- ...... ........................................ 749 93 July 1, 1886, amount available ................. ...... -.................. 2, 669 74 Amount appropriated by act approved August 5, 1886 ................. 30,000 00 Amount available for fiscal year ending June 30, 1887 .... ... .. 32, 669 74 RIVER AND HARBOR IMPROVEMENTS. 75 (Amount (estimated) required for completion of existing project -.... .... $205, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 8.) 9. Removal of Green Jacket Shoal, Providence River, Rhode Island.- This shoal is in that part of the river which constitutes the harbor of Providence. It lies off the wharves on the south front of the city and occupies a part of the harbor that is required for anchorage purposes. This is a new work, and no appropriation had been made for it until, by act of August 5, 1886, Congress authorized its commencement by making an appropriation of $26,250 therefor. The report of January 10, 1885, of the survey of this shoal, with plat and estimate of cost of the work ($112,346.25) on which the appro- priation was founded, were published in the Annual Report of the Chief of Engineers for 1885, Part I, pages 598-602. It is proposed with the appropriation of August 5, 1886, to commence the work by removing that part of the shoal where additional anchorage is most required. Amount appropriated by act approved August 5, 1886 ................... $26, 250 00 Amount (estimated) required for completion of existing project-........ 86, 096 00 Amount that can be profitably expended in fiscal year ending June 30,1888 28, 000 00 Submitted in coimpliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 9.) 10. Warren River, Rhode Island.-This river is an arm of Narragan- sett Bay, north of the harbor of Bristol, and, being a new work, no funds had been provided for it until, by act approved August 5, 1886, Congress appropriated $5,000 for its improvement. The officer in charge, in his report of January 12, 1885, upon the survey, made in accordance with the act of July 5, 1884, stated that the ob- structions to navigation were a rocky reef below Little Island, and a submerged bowlder near mid-channel opposite the lower wharf of the town of Warren, and recommended that these obstructions be removed as far as could be done with an expenditure of $5,000 for both purposes. This is doubtless the improvement appropriated for by the act of August 5, 1886, and the funds will be expended accordingly. Amount appropriated by act approved August 5, 1886 ................... $5, 000 00 (See Appendix C 10.) 11. Newport Harbor, Rhode Island.--This harbor is at the mouth of the main entrance to Narragansett Bay. These waters during summer and winter constitute an important harbor of refuge for our European and coastwise commerce. The objects of the improvement are to widen and deepen the southern (the main) entrance to the harbor, and to en- large its capacity for vessels seeking refuge in storms by increasing the area and depth of the anchorage within it. Before improvement the capacity of the inner harbor was limited by shoals, and it was not ad- equate to the number and size of vessels seeking it for refuge. The southern (the main) entrance was obstructed by a bar which stretched out from Goat Island, and the general business wharves of the city could not be reached at low tide by vessels drawing more than 8 feet. The original project and its modifications, under which work is now carried on, are substantially as follows: Widening and deepening to 15 feet below mean low water the southern (the main) entrance to the 76 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, harbor, increasing the area and depth of the anchorage inside according to the system which is fully described in the accompanying report of the engineer officer in charge, and the construction of jetties on the outer shore of Goat Island to arrest the drift of littoral sand and gravel into the harbor entrance. The amount expended up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $86,966.66, with the following results: Of the area to be dredged to 13 feet within the harbor, about two-thirds had been completed, except at a few places in the northern part of the harbor, where the material was found too hard for the dredge in use at the time, and except that a bulkhead was left in the extreme northeast part of the harbor to protect an anchorage for small vessels; the channel along and outside the harbor line south to a point opposite gas company's wharf, and the 15-foot channel 750 feet wide around, and to the eastward of the dolphin on Goat Island Spit had been completed. Of the 460 feet (about) of increase of width to be made between the 15-foot curves at the southern entrance by dredging the spit south of Goat Island, 224 feet had been gained. The amount expended during the last fiscal year was $5,853.38, and the result was the further widening of the 15-foot depth at the southern entrance by 180 feet, or to within 56 feet of the proposed northern limit of this channel, and the effectual stopping, for the present, of the sup- ply of littoral sand and gravel from the outside of Goat Island into the southern entrance, by the extension and raising of the jetty on the southwest shore of the island. The southern entrance is completed with the exception of the small amount of work above mentioned, and it is now wide and safe for vessels of 15 feet draught. Of the total area to be deepened by dredging within the harbor (about 90 acres) about one-half has been completed. The work required to be done to complete the existing project is the small remainder of the cutting away of the spit south of Goat Island to 15 feet depth; the remainder of the excavation within the harbor of the anchorage area of 13 feet depth, and the excavation, also within the harbor, of the anchorage area of 10 feet depth; also the building of ad- ditional jetties outside of Goat Island whenever they may be required. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the com- pletion of the deepening to 15 feet below mean low water of the spit south of Goat Island to the northern limit before stated; to the exten- sion of the anchorage area within the harbor of 13 feet depth, and, if the funds will allow, to commencement of the extension, also within the harbor, of the anchorage area of 10 feet depth. It is also proposed to do a small amount of dredging at the end of the wharf at Fort Adams, at which supplies for the fort are landed. Jehly 1, 1885, amount available --....... ... 6,235 37 $---. July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... ...... ......-...... 5,853 38 July 1, 1886, amount available ................... .........-...... ..-- 381 99 Amount appropriated by act approved August 5, 1886 ................... 15, 000 00 Amount available for fiscal year ending June 30, 1887......---............ 15,381 99 Amount (estimated) required for completion of existing project....------ 52,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 11.) RIVER AND HARBOR IMPROVEMENTS. 77 12. Harbor of refuge at Block Island, Rhode Island.-This island is a part of the State of Rhode Island. It is 14 miles east of Montauk Point, the eastern end of Long Island, and its nearest point is about 10 miles from the mainland. Besides the wants of the mackerel-fishing fleet and the general coast navigation, the island is an important point on our shores for ocean navigation. It has a signal station connected by submarine telegraph with the mainland. Vessels are passing the island at all times and on all sides of it, and its position renders it of national importance. The object of the improvement is to furnish a harbor of refuge for vessels engaged in foreign and coastwise commerce. -vessels. Before the construction of the present harbor of refuge Block Island had no harbor which afforded protection for decked The only ones used were open boats, which on the approach of storms were hauled up on the beach by oxen. The largest of these boats were of about 10 tons burden. The original project and its subsequent modifications provided for a harbor of refuge on the eastern side of the island, consisting of an inner harbor or basin for small vessels and an exterior harbor for large ones. The basin was to be about 250 by 300 feet in area, and inclosed, with the exception of an opening of 80 feet in width. The exterior harbor was to be formed by a riprap breakwater, which has been built. About 300 feet from the sea end of this breakwater, which is 1,900 feet long, a gap 200 feet long was left for the convenience of vessels. The present pro- ject contemplates the filling of this gap, which was found to let in too much sea in stormy weather. On the 8th December, 1884, the Senate of the United States directed that report be made of the necessity and cost of enlarging the inner harbor of refuge. The report, with plans and an estimate of the cost ($46,189), was printed in Senate Ex. Doc. No. 27, Forty-eighth Congress, second session. The commencement of this work has been approved by Congress, making an appropriation of $12,000 therefor in the act of August 5, 1886. The total expenditures up to June 30, 1885, including liabilities out- standing at that date, was $318,925.09. The inner harbor and the main breakwater built in prolongation of the eastern side of the inner harbor, and extending 1,900 feet from the shore, were constructed in the years 1870 to 1879, inclusive. The utility of the work at once became apparent. In stormy weather the inner harbor especially was filled with fishermen and coasters, and it soon became necessary to increase its depth from 7 feet, to which it had been dredged in the first instance, to 9 feet at mean low water. In 1883 a strong jetty was built out from the cliff to the eastward of the inner harbor, and a masonry wall was constructed on the inside of the crib- work, forming the eastern side of the inner harbor. The major part of the sea which formely came into the outer harbor through the gap in the main breakwater in easterly storms had, at the beginning of the last fiscal year, been stopped by the partial filling of the gap. The filling in the gap in the main breakwater was carried to the height of about 1 feet above mean high water, and at the close of work under the last contract about one-half of the total amount of stone re- quired for the completion of this work had been delivered and placed in the gap. The good effects of this filling, although incomplete, have already been noticed, and vessels, both in the outer and inner harbor, lie more quietly at their moorings in easterly storms than before. The work required to be done to complete the existing project is the completion of the filling of the gap to its full height of 6 feet above mean 78 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. high water, and its full width at top of 25 feet, and the enlargement of the inner harbor of refuge. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to continuing the filling of the gap in the main breakwater and commencing the work of enlarging the inner harbor. Attention is invited to the statement concerning the condition of the Government wharf at Block Island and the recommendation for its dis- posal contained in the report of the engineer officer in charge. July 1, 1885, amount available........ - ------................---- ...............------. $6, 074 91 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....................... . ..................---- -- 5, 438 79 July 1, 1886, amount available .............. .................. ........ 636 12 Amount appropriated by act approved August 5, 1886.................... 20,000 00 Amount available for fiscal year ending June 30, 1887.................... 20, 636 12 Amount (estimated) required for completion of existing project.-------- 50,189 00 Amount that can be profitably expended in fiscal year ending June 30,1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 12.) 13. Little NarragansettBay, Rhode Island and Connecticut.-This bay lies on the north side of the eastern entrance from the ocean into Long Island Sound; Pawcatuck River, upon which is situated the flourishing commercial and manufacturing town of Westerly, R. I., empties into the eastern side of the bay, and has been improved by the United States. The object of the improvement of Little Narragansett Bay was to deepen the approach from Long Island Sound to Westerly. The navigable draught of water through the bay before improvement was about 41 feet at mean low water. The project of 1878 for the improvement of the bay provided for a channel 200 feet wide and 7J feet deep at mean low water, extending from the entrance to the bay to the mouth of the Paw.catuck, and the removal of the bowlders which obstructed navigation. Subsequently it was determined to clear away some large bowlders which interfered with steamboat navigation between this channel and Watch Hill Land- ing. The estimated cost of the improvement was $51,000. The project was completed in the fiscal year 1883-'84. Vessels draw- ing 10 feet of water can now reach the mouth of the Pawcatuck River at high water, but the full benefit of the improvement cannot be utilized until further deepening of that river to enable vessels of the same draught to reach Westerly. The remainder of the last appropriation for this work is reserved for comparative surveys of Sandy Point, at the entrance to the bay, which seems to be affected by the construction of the breakwater in Stoning- ton Harbor, and for range-marks on Pawcatuck Point to guide through the new channel. The total cost of the completed improvement was $35,856.96. July 1, 1885, amount available .................... ....... ......-----.... $143 04 July 1, 1886, amount available ...................... .... ..-- .......... ------.... 143 04 (See Appendix 0 13.) 14. Harbor of refuge at Stonington, Connecticut.--This harbor lies on the north side of the eastern entrance from the ocean into Long Island Sound, and the main object of the improvement is to furnish a harbor of refuge for vessels entering and leaving this entrance to the sound. RIVER- AND HARBOR IMPROVEMENTS. 79 Originally it was an open bay, unprotected from southerly storms, and obstructed by a shoal, having a low water depth of but 6 feet at the shoalest part. This shoal nearly filled the inner harbor, and left but a narrow channel on either side, of a depth insufficient to permit vessels of 12-feet draught to reach the upper wharves at low water. A short breakwater was constructed in the years 1828-1831, at a cost of $34,766.65, for the protection of the commerce of the town of Ston- ington. The enlarged project of 1871 for the improvement of this har- bor, and its subsequent modification, under which work is now carried on, embraced dredging in the upper harbor, and the construction of two breakwaters in the outer harbor. One of these, the western, was to be built out from Wamphassuck Point, the southwestern limit of the har- bor, and to extend about 2,000 feet, and the other, the eastern, was to extend from the vicinity of Bartlett's Reef to the Middle Ground. The western breakwater was completed in 1880, at a cost of $103,190. The amount expended in dredging in the upper harbor was about $45,000. The position of the western end of the eastern breakwater has not been determined, but it will probably be found necessary, in order to afford all the protection desired, to extend the breakwater at least until it intersects a range from Stonington Light to the middle of Wicopessit Island. It may then be found desirable to carry it still further, possi- bly to the range from Stonington Light to the eastern end of Fisher's Island. The amount expended upon the eastern breakwater up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date was $89,575.98, and its length at that date was 1,850 feet. For want of funds no work has been in progress during the last fiscal year. The work required to be done is to finish the construction of the east- ern breakwater. In case it be found that sufficient protection to the harbor of refuge has been afforded when the' range from Stonington Light to the middle of Wicopessit Island is reached, which will prob- ably be the case, the length of breakwater yet to be built is about 720 feet. By reason of the great danger to the large passenger steamers of the Stonington Line (New York and Boston), which the western end of the breakwater now is, especially in foggy and thick weather, and will be until it is completed and a light-house and fog-signal -are erected upon it, it is very desirable that the whole amount necessary to finish the breakwater be granted in one appropriation. The completion of this work will afford a thoroughly protected anchor- age for vessels drawing 18 feet of water, and a harbor of refuge for the immense commerce which daily passes between Long Island Sound and the eastward. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exten- sion of the east breakwater as far as the funds will allow. July 1, 1885, amount available---....................----....---------............. $424 02 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885................----- ----......................... 123 70 July 1, 1886, amount available.........................................----. 300 32 Amount appropriated by act approved August 5, 1886 ................... 20,000 00 Amount available for fiscal year ending June 30, 1887...................... 20, 300 32 80 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY (Amount (estimated) required for completion of existing project ......- - -.. $33, 000 00 ' Amount that can be protitably expended in fiscal year ending June 30, 1888 33, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 14.) 15. Pawcatuck River, Rhode Island and Connecticut.-The navigable part of this river extends from the important manufacturing town of Westerly to Little Narragansett Bay, into which it empties. The ap- proach to the river is through Stonington outer harbor and Little Nar- ragansett Bay, and the object of the improvement is to deepen the river channel to the depth to which the channel through the bay has been dredged by the United States, and also to widen it. Betore improvement the channel was crooked and obstructed by numerous shoals, on some of which there was but li feet at mean low water. By means of appropriations made in the years 1871-1875 the river was improved by the United States by the excavation of a channel 5J feet deep at mean low water, and 75 feet wide below the wharves, and from 35 to 40 feet wide between the lower and the upper wharves. The re- port of a resurvey of the river, made in compliance with the river and harbor act of July 5, 1884, which contained an estimate of the cost ($38,637.50), recommended the further widening of the channel to 100 feet below htbe wharves, and by an additional width of two cuts of an ordinary dredging machine, or about 40 feet, between the lower and upper wharves; also the deepening of the entire channel to 8 feet at mean low water. The commencement of this work has been sanctioned by Congress making an appropriation of $12,000 therefor in the river and harbor act of August 5, 1886. The amount expended on the original project was $50,000, and it was completed. It is proposed to commence the work of widening and deepening the channel according to the enlarged project at the deep water near Lot- tery, and to carry it as far towards Westerly as the funds will admit, and also to afford such relief as the commerce of the river may require at the shoalest places in advance of the main work. Amount appropriated by act approved August 5, 1886................... $12, 000 00 Amount (estimated) required for completion of existing project........--------26, 637 00 Amount that canbeprofitably expended in fiscal year ending June 30, 1888 12, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix C 15.) 16. Removing sunken vessels or craft obstructing or endangering naviga- tion.-Wreck of the iron steamship Perkiomen, sunk by collision in the Atlantic Ocean off Cape Cod, July 16, 1885. A contract was made for removing all portions of the vessel above the depth of 35 feet below mean low water, and, as far as possible, saving all parts that were val- uable. The weather in the vicinity of the cape during the winter of 1885-'86 was exceptionally stormy, making the work of submarine blast- ing difficult and dangetous, but the wreck was finally removed to the depth required January 13, 1886. Wreck of the schooner Almon Bacon, sunk in the Atlantic Ocean off Point Judith, Rhode Island, November 5, 1885. Report was made on this wreck by the officer in chlarge of the district, and the notice to all persons interested required by law was published, but no further action became necessary. The masts of the vessel were taken out at the in- stance of the owners, and all danger to navigation was thereby removed. RIVER AND HARBOR IMPROVEMENTS. 81 Wrecks of the schooners Mott Haven and Willie De Wolf, sunk by collision in the Atlantic Ocean off the entrance to Narragansett Bay, December 25, 1885. Report was made on these wrecks by the officer in charge of the district, but no action by the War Department became necessary. The Willie De Wolf drifted to the shore of Block Island, where it did not endanger navigation, and the masts were taken out of the Mott Haven at the instance of her owners, thus romoving all dan- ger to passing vessels. Attention is invited to the remarks of the officer in charge respect- ing a defect in the present laws governing the removal of wrecks en- dangering navigation, and the additional legislation proposed by him for its remedy. (See Appendix C, 16.) IMPROVEMENT OF CONNECTICUT RIVER, MASSACHUSETTS AND CON- NECTICUT, AND OF RIVERS AND HARBORS ON LONG ISLAND SOUND, CONNECTICUT, AND NEW YORK. Officer in charge, Lieut. Col. D. C. Houston, Corps of Engineers. 1. Connecticut River, Massachusetts and Connecticut.-Above Hart- ford.- From Holyoke, Mass., 34 miles above Hartford, down to Enfield Falls or Rapids, a distance of 18 miles, there is a fair channel 4 to 5 feet deep. Enfield Rapids extend about 5 miles over a rocky and uneven bed, with a total fall of 32 feet. From the foot of Enfield Rapids to Hartford, a distance of 11 miles, the river-bed is broad and sandy, with a channel 3 to 4 feet deep. Several years ago the Connecticut River Company constructed a small canal around Enfield Rapids, through which boats of 3-feet draught and 80-feet length can pass. The first project for improvement of this parf of the river, approved in 1871, provided for giving an increased depth to the channel by the construction of wing-dams and dredging. In 1878 plans and estimates were submitted for construction of a canal around Enfield Rapids; these estimates were revised in 1880. The estimated cost cf this canal was $1,322,805, but it was not considered advisable to commence con- struction with a less sum than $450,000, which has not yet been ap- propriated. Up to the close of the present fiscal year $100,000 have been appro- priated for this part of the river, of which $75,886.28 have been ex- pended. All the work done has been dredging and the construction of 7 wing- dams under the project of 1871. The channel at summer level is navi- gable for boats of 3-feet draught nearly to the foot of Enfield Rapids. The wing-dams require slight repairs. No work of construction or repair has been done during the past fis- cal year. The funds on hand from previous appropriations are sufficient for such repairs and temporary improvement as will be needed during the ensuing year. The benefit to be secured by a permanent improvement would be the reduction of cost of transportation of bulky materials to a large manu- facturing region, now wholly dependent on railroads. July 1, 1885, amount available..---- .................. --- ....------.... $24, 372 72 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885. -..-...... ....... ......... ....... ........... 259 00 July 1, 1886, amount available.... .,, . .... ... , ..... ,,, .. , ..... ,, . ,, 24, 111 70 (See Appendix D 1,) 6 82 REPORT OF THE CHIEF OF ENGEEERSS, U. S. ARMY. Below Hartford.-Between Hartford and Long Island Sound, a dis- tance of 50 miles by course of channel, the depth on the bars was formerly 5 feet, the worst place being between Hartford and Middletown, a dis- tance of 19 miles, and at Saybrook Bar, at the mouth of the river. Dredging was carried on and small wing-dams constructed by private parties up to 1870, with no permanent benefit. From 1870 to 1880 tem- porary dredging was done annually by the Government, and jetties on the Saybrook Bar were begun. In 1880 a project for permanent improvement was adopted, providing for a channel 200 feet wide and 9 feet deep from Hartford to Long Island Sound, to be obtained by rectification and protection of the banks between Hartford and Middletown, by construction of permanent works to confine the current, and by such additions to the Saybrook jetties and such annual dredging as might become necessary, the cost of which could not then be determined; the estimated cost of all but the last two items was $330,000. The total amount appropriated and expended since the adoption of this project is $135,000. Two of the permanent works have been built, a training-wall at Hart- ford Bar and another at Glastonbury Bar, the cost being $37,500; the east and west jetties at Saybrook have been completed, and a channel 120 feet wide and 12 feet deep has been dredged between them; from $5,000 to $10,000 have been annually expended in dredging to main- tain 9 feet depth on the bars between Hartford and Middletown. During the past fiscal year $5,813.51 have been expended in complet- ing the Saybrook jetties and in the necessary annual dredging. The most important part of the improvement of this river is the dredg- ing of channels through the bars immediately after the spring freshets. For this purpose $13,000 could be profitably expended during the fiscal year ending June 30,1888, and for repair of the existing wing-walls and of the east jetty at Saybrook, $12,000. July 1, 1885, amount available .......------------.......... ---......-----........----...--..---..... $5, 813 51 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--- ---- --....---.. ............ ............--. 5, 813 51 Amount appropriated by act approved August 5, 1886 ................... 26, 250 00 (Amount (estimated) required for completion of existing project....... 169,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 25, 000 00 Submitted in compliance with require ments of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 1.) 2. Thames River, Connecticut.--This river is a tidal stream extending from the city of Norwich 15 miles south to Long Island Sound. For 11 miles above its mouth the depth varies from 16 to 80 feet; improvements have been virtually confined to a stretch of 31 miles below Norwich, in which the most troublesome bars lie. In 1829 the channel depth over these bars was 5 feet at mean low water. In 1836 a project was approved for making the channel 100 feet wide and 14 feet deep at high water (11 feet at low water) by dredging and by building piers. In 1878 a channel 14 feet deep at low water was pro- jected, and in 1882 a modification was adopted, providing for a channel 200 feet wide and 14 feet deep, to be obtained by dredging and by build- ing 5 dikes or training-walls along the outer curves of the river. The estimated cost was $208,080. The total amount appropriated for this river is $281,800, of which $75,247.65 have been expended since the adoption of the present pro- ject, RIVER AND HARBOR IMPROVEMENTS. 83 Three of the proposed dikes have been completed, and 1,026 linear feet of the fourth one have been built, being about one-quarter of its total length, Dredging was done between the dikes in 1882, 1883, and 1884. Two of the dikes need slight repairs; the channel has about 10 feet available depth. During the past fiscal year $12,499.95 have been expended in com- l)leting the third dike and in building 1,026 linear feet of the fourth. One hundred thousand dollars could be advantageously expended dur- ing a single year in completing the remaining dikes and in dredging. July 1, 1885, amount available.......................................-------------------.. $17,252 30 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .... ........-- .. ...----.$12, 499 95 July 1, 1886, outstanding liabilities----.........--....-- . ....-- .... 64 04 12, 563 99 July 1, 1886, amount available-----------..................--------- -------.......------- ............--. 4,688 31 Amount approprial:ed by act approved August 5, 1886.... ................ 22, 500 00 Amount available for fiscal year ending June 30, 1887--- ............----.... 27,188 31 Amount (estimated) required for completion of existing project........ 105,580 00 Amount that can be profitably expended in fiscal year ending June 30,1888 35,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 2.) 3. New London Harbor, Connecticut.-This harbor includes the lower three miles of Thames River, from the New London wharves to Long Island Sound. The project for its improvement, adopted in 1880, and slightly modi- fied in 1882, provides for removing to a depth of 16 feet, at mean low water, the southerly part of a shoal of sand and bowlders lying east of the New London Northern Railroad Wharf. The original depth on this- shoal was from 6 to 15 feet. Seventeen thousand eight hundred dollars have been appropriated for and expended on this work. The project is about seven-eighths completed, the required depth having been made over nearly the whole area contemplated in the plans. July 1, 1885, amount available......$160 64 July 1, 1886, amount expended during fiscal year, exclusive of liabilities --...---............--......---.... outstanding July 1, 1885----....---....-----........ ---- 160 64 Amount appropriated by act approved August 5, 1886 ................... 2, 000 00 Amount (estimated) required for completion of existing project .......--------. 4,200 00 Amount that can be profitably expended in fiscal year endingJune30,1888 4,200 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 3.) 4. Clinton Harbor, Connecticut.- This harbor lies 10 miles west of the mouth of the Connecticut River. Its channel runs for nearly a mile inside of a beach through which a breach was made about 45 years ago, after which the channel shoaled in two places from 8 to 4 feet. The project for improvement, adopted in 1882, provided for closing the breach, and if that did not restore the channel, for dredging 100 feet wide, and 6 feet deep, at low water, through the shoals; the entire cost was estimated at $10,000. Three thousand dollars have been appropriated for this harbor, and $2,747.37 have been expended. 84 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A riprap dike was built across the breach in 1883; it requires some repairs. The channel depth has not changed since 1882. July 1, 1885, amount available.--...........--..--................. .. .... $306 73 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................................. 54 00 July 1, 1886, amount available...........................----..---..........--.. 252 73 SAmount (estimated) required for completion of existing project-..-...... 7,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1_67. (See Appendix D 4.) 5. New Haven Harbor, Connecticut.-The original available low-water depth up to the wharves in this harbor was about 9 feet. The first project for deepening the channel provided for making it 13 feet deep, which was done in 1871; it was widened at different times until 1878, when a project was adopted for dredging a channel 16 feet deep and not less than 400 feet wide. The required depth over the Fort Hale Bar is to be rendered permanent by means of a dike running out from Sandy Point, on the west shore of the harbor, with an arm parallel to the channel; its cost was estimated at $100,000. Up to the close of the fiscal year $241,000'had been appropriated for this harbor, and nearly all expended. A 16-foot channel has been obtained from 400 to 600 feet wide, ex- cept over the Fort Hale Bar. The shore arm and 254 feet of the chan- nel-arm of the Sandy Point Dike have been built. During the past fiscal year $9,850.58 have been expended in dredging in the upper part of the harbor to enlarge the water-way under Tom- linson's Bridge, and to widen the channel; the increased width was from 40 to 120 feet, the depth made being 12 feet; its object was to provide a place for vessels waiting to discharge, without obstructing passage through the channel. The sum of $80,000 is estimated as required to complete the project. This sum could be profitably expended during a single year in com- pleting the Sandy Point Dike, and in dredging. July 1, 1885, amount available- ------------------------------------ $10, 276 82 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....---........---------............ $9, 850 58 July 1, 1886, outstanding liabilities .......................... 290 00 -- 10,140 58 July 1, 1886, amount available........................................ 136 24 Amount appropriated by act approved August 5, 1886.................. 20,000 00 Amount available for fiscal year ending June 30, 1887 .................... 20, 136 24 Amount (estimated) required for completion of existing project........ 80, 000 00 Amount that can be profitablyexpended in fiscal year ending June 30,1888 40,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 5.) 6. Breakwater at New Haven, Connecticut.-In 1880 a project was adopted for making a large and convenient harbor of refuge at the entrance of New Haven Harbor by the construction of two riprap breakwaters, at an estimated cost of $1,311,134. No modification of this project has been made, except slight changes of cross-section in 1880. The total armonat appropriated for this belty;gwgr is (4 00001 f which $318,444,14 have ben expelded, RIVER AND HARBOR IMPROVEMENTS. 85 The east breakwater has been built 2,147 linear feet, being nearly two-thirds its contemplated length. The west breakwater is not begun. No work was done on the breakwater during the past fiscal year. Expenditures were made for current office expenses, and for an exam- ination into the condition of the work. The east breakwater is now far enough advanced to warrant begin- ning the westerly one, and carrying on both at the same time; $500,000 could be profitably expended on the two breakwaters during the ensu- ing year. July 1, 1885, amount available ......... ...............--...........---. $3, 032 49 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........ .......---.. $1, 476 63 July 1, 1886, outstanding liabilities .... ......-----............--- --- 140 00 - 1, 616 63 July 1, 1886, amount available................... ......-..-............ 1,415 86 Amount appropriated by act approved August 5, 1886 ................... 75,000 00 Amount available for fiscal year ending June 30, 1887 - -................. 76, 415 86 Amount (estimated) required for completion of existing project .......-1,016,134 00 Amount that can be profitably expended in fiscal year ending June 30,1888. 1 0,000 00 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix D 6.) 7. Milford Harbor, Connecticut.--This harbor consists of a broad, open bay, from the head of which a small tidal stream extends three- quarters of a mile to the village wharves. Originally the depth on the bar at the mouth of the river was 2 feet at mean low water. Above that the channel was nearly bare in places. Under the first project of improvement, adopted in 1872, a channel 4 feet deep and 100 feet wide was excavated through the bar, and thence 60 feet wide to the village wharves; small jetties were built to protect the east bank from erosion, and two jetties were built to pre- serve the channel on the bar, at a total cost of $34,600. In 1881 a project was adopted for making a channel over the bar 8 feet deep and 100 feet wide, at an estimated cost of $11,000. The total sum appropriated for this harbor is $39,600. Of this $4,758.98 have been expended (on the last project, and the channel of 8 feet depth has been made 65 feet wide. No work was done during the past fiscal year. The officer in charge reports that the project could be satisfactorily completed in one year, at the estimated cost of $6,000. July 1, 1885, amount available- ..-......-......-....-............ ....... $269 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 -......----- ---..........------...--.-- ..--.....---------......---.... ----. 28 27 July 1, 1886, amount available ................... .---- .......... 241 02 Amount (estimated) required for completion of existing project.... .... 6,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1b66 and 1867. (See Appendix D 7.) 8. Housatonic River, Connecticut.--The navigable part of this river extends from Derby, Conn., to Long Island Sound, a distance of 13 miles, and was originally obstructed by several bars upon which the low-water depth was from 3 to 5 feet. In 1871 a project was adopted for making and maintaining a chan- nel 100 feet wide and 7 feet deep at mean low water throughout this 86 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. distance; besides the necessary dredging, it contemplated building a breakwater east of the channel over the bar at the river's mouth. The amount appropriated for this river is $71,200, of which $67,859.18 have been expended. A channel of the required depth has been dredged several times through the worst bars; the present available depth over them is about 5 feet. During the past fiscal year a channel 35 feet wide and 7 feet deep was excavated over the bar at the mouth under contract with oyster plant- ers, who wished to use the material, and did the work free of cost to the Government. A similar contract is now in progress for making a channel 9 feet deep and 70 feet wide through the bar. The permanency of this channel, without protection from a jetty, is by no means assured. During the ensuing year $10,000 could be expended advantageously in building a jetty at the mouth of the river, in removing Drew's Rock, and in maintaining a navigable channel 7 feet deep. July 1, 1885, amount available.................... ...... .....----- .......... $4, 495 85 July 1, 1886, amount expended during fiscal year, exclusive of liabilities ................................ outstanding July 1, 1885.........---------- 1 155 03 July 1, 1886, amount available..... ..................................... 3,340 82 Amount appropriated by act approved August 5, 1886 .... ---...........--- 5,000 00 Amount available for fiscal year ending June 30, 1887 .......... .... ... 8, 340 82 Amount (estimated) required for completion of existing project - - ------ 25, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 8.) 9. Bridgeport Harbor, Connecticut.--The available depth in this har- bor was originally 5 feet at mean low water. The first project for improvement provided for a jetty on the east shore to check the influx of sand, and for dredging to make a channel 200 feet wide and 12 feet deep at mean low water. In 1882, after the jetty had been built and the desired channel secured, a project was adopted for widening to 600 feet the channel from the inner beacon to the Naugatuck Railroad Wharf, to provide room for vessels driven in by bad weather without blocking the main channel. The estimated cost of the latter project was $60,000. Two hundred and ten thousand dollars have been appropriated for this harbor, of which $15,000 have been appropriated for, and nearly all expended on, the present project. The channel has been made 440 feet wide and 12 feet deep between the inner beacon and the railroad wharf. Shoals have been formed in parts of the channel which will require excavating. No work was done during the past fiscal year. July 1, 1885, amount available ............................-----------------------... .... .....-- $792 78 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...............................------------------------------------........... 619 30 July 1, 1886, amount available ...... ...........---------- ......... ...... 173 48 Amount appropriated by act approved August 5, 1886 .... .... ..... .... 20, 000 00 Amount available for fiscal year ending June 30, 1887......... ....... .... - 20,173 48 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submit.ed in compliance with requirements of section 2 river and harbor acts of 1866 and 1867. (See Appendix D 9.) RIVER AND HARBOR IMPROVEMENTS. 87 10. Black Rock Harbor, Connecticut.-This harbor consists of a bay partly sheltered by Fairweather Island, and of two small tidal streams extending inland from the head of the bay. The depth in Cedar Creek, the most important of these streams, was from 2 to 4 feet at low water, and the channel was narrow and very crooked. The project for improvement, submitted in 1883, includes dredging a channel, 3,300 feet long, 80 feet wide, and 6 feet deep to extend up Cedar Creek, and a breakwater 2,700 feet long from Fairweather Island to the mainland; the estimated cost was $80,000. Twenty thousand dollars have been appropriated and nearly all ex- pended upon this project. The breakwater has been built the full length, though not to the width and height projected, and the channel has been dredged 35 feet wide, 6 feet deep, and 2,700 feet long. During the past fiscal year 5,540 tons of stone were delivered in the breakwater, giving it the full length required. Under the next appropriation dredging will be done as provided by the project; $20,000 could be profitably expended for this work during the next fiscal year. July 1, 1885, amount available...... .................................... $9, 972 76 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........--------...........................---- -...... 9,168 56 July 1, 1886, amount available.-------.......--..---- .......................... 804 20 Amount appropriated by act approved August 5, 1886................... 5,000 00 Amount available for fiscal year ending June 30, 1887.... ........ ...... 5, 804 20 Amount (estimated) required for completion of existing project-....... 55,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 10.) 11. Southport Harbor, Connecticut.-The original depth in this harbor from Long Island Sound to the village wharves was but 2 feet at low water. Between 1829 and 1838 a breakwater and dike were built east of the channel to protect it from drifting sand. The project for improvement, adopted in 1876 and modified in 1880, included repairing the breakwater and dikes, and dredging a channel 100 feet wide and 4 feet deep to the village wharves. Thirty-one thousand eighty-seven dollars and twenty-three cents have been appropriated for this harbor, of which $18,000 have been ap- plied to the last project. The breakwater and dike have been repaired and the channel has been made 4 feet deep with a width of 95 feet outside the end of the breakwater, and 50 to 80 feet wide above that point. Nothing was done during the past fiscal year. Although the proposed width of channel has not been fully secured, this improvement may be considered completed as far as is now needed. No appropriation is required for the ensuing fiscal year. July 1, 1885, amount available...... .................. ..... .. ........ .. $159 07 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...--....--.---- ---- -------- --- ----....-........----... .... 79 47 July 1, 188, amount available ----.................. .. ........... .... . 79 60 (See Appendix D 11.) 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 12. Norwalk Harbor, Connecticut.-This harbor consists of the tidal part of Norwalk River, extending from Norwalk to Long Island Sound, a distance of 3 miles. South Norwalk is about 1 miles below Norwalk. Originally the depth up to South Norwalk was about 5 feet at low water; between there and Norwalk the bed ran nearly bare. The first project for improvement contemplated a channel 100 feet wide and 6 feet deep from Long Island Sound to Norwalk. In 1881 this project was modified to provide for 8 feet depth below South Nor- walk. The last estimate for this work places the cost from commence- ment at $84,000. Seventy-four thousand two hundred and forty-six dollars and sixty- six cents have been appropriated, and nearly all expended upon this project; some parts of the river have required dredging several times. A channel has been made 100 feet wide and 8 feet deep to South Norwalk, and thence to Norwalk from 60 to 100 feet wide and 6 feet deep. This channel is in a navigable condition, though it has shoaled in places from 1 to 2 feet. The contract in operation at the beginning of the last fiscal year was completed, resulting in widening the 8-foot channel below South Nor- walk to 100 feet. The amount estimated as required for the completion of the project could be advantageously expended in a single year. July 1, 1885, amodnt available-- ------.......................................... ---- $3,713 34 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885------..........................................------------------------..---. 2,960 12 July 1, 1886, amount available ......--..... ------....---...--------.......---........---. 753 22 Amount appropriated by act approved August 5, 1886 -.. .... .......... 3, 000 00 Amount available for fiscal year ending June 30, 1887--...----....--...----...-------...... 3,753 22 Amount (estimated) required for completion of existing project--....... ------ 7, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 7, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 12.) 13. Port Chester Harbor, New York.-This harbor consists of a bay opening into Long Island Sound at the mouth of the Byram River and of the lower part of the river itself, which is navigable for about a mile above its mouth. The original available depth in the river was not above a foot at low water, and Salt Rock in the river and Sunken Rock in the bay were considered dangerous obstructions. The scheme for improvement, adopted in 1871, provided for the re- moval of these rocks to 9 and 11 feet depth respectively, and for the construction of a breakwater on the bar at the mouth of the harbor, at an estimated cost of $96,632. In 1884 the project was amended to pro- vide for dredging a channel 3 feet deep and from 60 to 100 feet wide from the bay to the vicinity of the wharves. The total amount appropriated for this harbor is $27,000, of which $24,490.38 had been expended up to July 1, 1886. Salt Rock has been removed to the required depth of 9 feet at mean low water, and a channel 21 feet deep and not less than 40 feet wide has been nearly completed to the wharves. During the past fiscal year dredging has been carried on and is still in progress, with a view to straightening the channel and giving it a uniform depth. This will be completed under a contract now in force. Future appropriations will be applied to the removal of Sunken Rock, as irovided in the project for improvement. RIVER AND HARBOR IMPROVEMENTS. 89 July 1, 1885, amount available $4,913 18 $...............--................... July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.--.. -----.----. $2, 403 56 July 1, 1886, outstanding liabilities...................--..---... 942 54 3,346 10 July 1, 1886, amount available ...-................... .................. 1,567 08 SAmount (estimated) required for completion of existing project........ 69,632 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 13.) 14. New Rochelle Harbor, New York.-This harbor consists mainly of a narrow and crooked channel lying between rocky islands. The project for improvement, adopted in 1871, provided for removal of two rocks and for dredging and removing a reef to secure a channel 6 feet deep and 100 feet wide between Hunter's and Flat islands; the estimated cost was $40,825. Thirty-five thousand dollars have been appropriated for this work; of this sum $17,493.63 have been expended. The channel has been dredged and the reef removed to sufficient ex- tent, though not quite as far as projected; one of the rocks, Corning Rock, has been removed to the required depth of 12 feet; upon the other, Rock Z C," no work has been done. Nothing was done during the past fiscal year. The balance available is probably sufficient for removing Rock " C," should it be found, on examination, that the necessity for its removal still exists. July 1, 1885, amount available...... .................................... $18,210 61 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................................. 704 24 July 1, 1886, amount available ...... ............. ..................... 17,506 37 SAmount (estimated) required for completion of existing project------........ -5, 825 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 14.) 15. Echo iarbor, New Rochelle, New York.-The channel of this harbor was obstructed by two reefs, Start Rock and Sheepshead Rock, the for- mer bare at low water, the latter covered to a foot depth or more. The project for improvement, adopted in 1876, provided for the re- moval of these reefs to 6 feet and 9 feet depths, respectively. Subse- quently the project was modified to provide for a depth of 7 feet over Start Rock. The estimated cost was $38,955.38. Twenty-two thousand dollars have been appropriated for this har- bor, of which $19,743.13 have been expended. Start Rock has been wholly removed to 7 feet depth and part of Sheepshead Rock to 9 feet depth. The available funds were not sufficient for continuing operations on Sheepshead Rock, and nothing was done during the past fiscal year. According to the estimate the amount required for completion of the project is $17,000. July 1, 1885, amount available ......................................... $3, 361 87 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .-......- ............................... ... 105 00 July 1, 1886, amount available.................. ........................ 3, 256 87 92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project for improvement, adopted in 1872 and modified in 1873, provided for a channel 9 feet deep at high water, extending to a point 3,000 feet above Lockwood's, and for 5,800 feet of diking to maintain the channel. The estimated cost was $136,500. Of this sum $54,000 have been appropriated and nearly all expended. The channel has been made 9 feet deep and 125 feet wide to the head of Goose Island, one-half mile from the mouth of the creek ; thence to Town Dock from 40 to 90 feet wide, and from Town Dock to Lockwood's 100 feet wide, and 1,235 linear feet of diking have been built. No work was done during the past fiscal year. ............................ July 1, 1895, amount available--....----- ........ .. $81 50 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----............--..---- ----.---.....-------- ------...............- .... .... 32 60 July 1, 1886, amount available......................----------- ........ ....-... 48 90 Amount appropriated by act approved August 5, 1886.....--...-.... - ... 10, 000 00 Amount available for fiscal year ending June 30, 1887........-----------..-------........ 10, 048 90 Amount (estimated) required for completion of existing project - -- - - 72,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1857. (See Appendix D 20.) IMPROVEMENT OF HUDSON RIVER AND OF HARBORS OF RONDOUT AND SAUGERTIES, NEW YORK-REMOVING OBSTRUCTIONS IN EAST RIVER AND HELL GATE--IMPROVEMENT OF RIVERS AND HARBORS IN THE VICINITY OF NEW YORK AND IN NORTHERN NEW JERSEY-IMPROVE- MENT OF ENTRANCE TO NEW YORK HARBOR. Officer in charge, Lieut. Col. Walter McFarland, Corps of Engineers, with Lieut. George McC. Derby, Corps of Engineers, under his im- mediate orders. 1. Hudson River, New York.-The improvement of the channel of this river has been chiefly confined to a stretch of about 21 miles, extending from Troy, at the head of navigation 6 miles above Albany, down to New Baltimore, about 14 miles below Albany. Before the present scheme of improvement was adopted in 1867, a depth of 7.5 feet could be carried at low water from New Baltimore to Albary, and 7.2 feet from Albany to Troy. According to the survey made in September, October, and November, 1884, 10 feet could then be carried from New Baltimore to Albany, except at one point, Beacon Island, where there was a depth of but 8.8 feet at mean low water, and 8 feet could be carried from Albany to Troy, except at Covill's Folly and Patroon's Island, where the depths were 7.8 and 7.5 feet, respectively, at low water. The channels over several of these shoals have since been deepened by the dredges employed by the State. The project for the improvement of the river adopted in 1867, pro- vided for securing, by means of longitudinal dikes and by dredging, channels of 11 feet deep at mean low water, between New Baltimore and Albany, and 9 feet deep between Albany and Troy. The original estimate of cost was increased by the addition of new work in 1868, and again in 1882, when the total cost of executing the project was estimated at $1,062,304; of this amount the sum of $1,053,538, has been appropriated, including $26,250 appropriated by the act of RIVER AND HARBOR IMPROVEMENTS. 91 The project for improvement, adopted in 1871 and modified in 1875 and 1877, provided for making an entrance channel 100 feet wide and 8 feet deep at mean low water, by dredging through the bar and pro- tecting the cut by two jetties. The estimated cost of this work was $79,000, which has all been appropriated. The channel has been dredged to the width and depth provided; the east jetty has been made 1,390 feet long, and the west jetty 940 feet; at the time of completion they extended, respectively, to 10 and 61 feet depth. No operations were carried on during the past fiscal year. This improvement is completed for the present; it may become neces- sary to extend the project in order to maintain the channel perma- nently. No appropriation is needed for the ensuing year. July 1, 1885, amount available ................................ ....... $475 06 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................................. 90 70 July 1, 1886, amount available--- .................. .......... ......... 384 36 (See Appendix D 18.) 19. Flushing Bay, New York.-Before improvement the available depth in this broad shallow bay and in the channel leading to Flush- ing was less than 4 feet at mean low water. The project for improvement, adopted in 1879, contemplated building 16,700 feet of diking, to form a tidal basin, which, by filling and dis- charging through the main channel, would maintain a channel depth of 6 feet or more at mean low water, after once dredging; the material of the bottom is soft mud. The estimated cost of this work was $173,500. Nearly all of the appropriations for this harbor, amounting to $60,000, have been expended. The dike on the west side of the channel has been built 3,057 feet long, and the channels through the bay and up the -east and west branches of Flushing Creek have been dredged 6 feet deep; the former twice. No operations were carried on during the past fiscal year, except placing beacons to mark the dike at high tide. Thirty-five thousand dollars could be profitably expended during the ensuing fiscal year in extending the dike and in maintaining the chan- nel depth. July 1, 1885, amount available ............--................--.............. $699 02 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.................--------..--...........---- ............ 326 55 July 1, 1886, amount available ............................------------------------------------.........--. 372 47 Amount appropriated by act approved August 5, 1886............---..-- - -- . 10, 000 00 Amount available for fiscal year ending June 30, 1887.................... 10, 372 47 Amount (estimated) required for completion of existing project ------. 103,500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 35, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 19.) 20. East Chester Creek, New York.-This is a small tidal stream empty- ing into Pelham Bay; it was navigable at high tide to vessels draw- ing 7 feet, up to Lockwood's, a distance of 24 miles. The rise of tide is 7.1 feet. 90 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (Amount (estimated) required for completion of existing project. .... ... 17, 000 00 ! Amount that can be profitably expended in fiscal year ending June 30, 1888 3, 000 00 1 Submitted in compliance with requirements c( section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 1.5.) 16. Mamaroneck Harbor, New York.-This harbor consists of a narrow inlet opening into a broad bay. Several dangerous rocks lay in or near the channel. The low-water depth to the Old Steamboat Wharf, about half way up the inlet, was 5 feet; from there to the upper wharves it was about 1 foot. A project for improvement was adopted in 1882, providing for the removal of one rock to 4 feet depth, of five rocks to 7 feet depth, and for making a channel 100 feet wide and 7 feet deep up to the Old Steam- boat Wharf, thence to the village wharves 80 feet wide and 4 feet deep; the estimated cost was $43,000. Fifteen thousand dollars have been appropriated for this harbor and nearly all expended. Three of the rocks have been removed to the required depth; no dredging has been done. July 1,1885, amount available ............................... ...... $301 23 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............................................. . 77 00 July, 1, 1886, amount available ................................................... 224 23 SAmount (estimated) required for completion of existing project........ '28, 000 00 Submitted in compliance with requirements of section 2 of river and harbor act of 1866 and 1867. (See Appendix D 16.) 17. Greenport Harbor, New York.-This harbor, at the eastern end of Long Island, is exposed to easterly storms ; its anchorage ground, which was sheltered by Joshua's Point, has materially shoaled by erosion of the point and by the influx of drifting sand. The project of improvement, adopted in 1882, provided for construc- tion of a riprap breakwater, extending from Joshua's Point 1,700 feet in a southeasterly course, to arrest drifting sand, to check the erosion of the point, and to increase the sheltered area; its cost was estimated at $16,000. Twenty thousand dollars have been appropriated for this harbor, and nearly all expended. The breakwater has been built out to the 10-foot curve, a distance of 1,233 feet. July 1, 1885, amount available ................................................ $300 78 July 1, 1886, amount available .............. ....... ................ .... 300 78 Amount appropriated by act approved August 5, 1886 ............ .... 5, 000 00 Amount available for fiscal year ending June 30, 1887 .. ................. 5, 300 78 Amount (estimated) revuired for completion of existing project........ 21,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix D 17.) 18. Port Jefferson Harbor, New York.-This harbor is a large, deep bay, with a narrow entrance at the outer side, of which the channel depth was but 3 feet at mean low water. RIVER AND HARBOR IMPROVEMENTS. 93 Congress, approved August 5, 1886, which would leave $8,766 still to be appropriated. But of this amount over $35,000 have been already expended on the repair of the existing works, and the last two appro- priations of July 5, 1884, and August 5, 1886, amounting to $56,250 must be applied in the same way to repairs and not to construction. Of the works included in the original estimate, six yet remain to be constructed or completed. These were estimated to cost in 1832....---.---.......................---------------------..----... $78,000 To which must be added the removal of a rock near Van Wie's Point in the Overslaugh Channel, not included in the original estimate, estimated at ............----....---..........-------- ----...........-------....................... 16,000 Total ................................. ................ .......... 94, 000 Since 1882 little or nothing has been done towards their completion, the funds having been chiefly spent in repairs, so that this amount, $94,000, is still required for the completion of the scheme of improve- ment. The act of August 5, 1886, reads: Improving Hudson River, New York: Continuing improvement, $26,250; of which which $15,000 may be used for the removal of the rock in channel at Van Wie's Point. Considering the satisfactory results hitherto obtained, the material assistance afforded by the State of New York every year, and the large commerce of the river, the present funds made available for this im- provement, by act of Congress approved August 5, 1886, will be applied to the repair of existing works, and a further sum of $94,000 should be appropriated for the completion of the original project. July 1, 1885, amount available ......................................... $31,570 74 Received from sales of fuel . -..-...... ....-- ........................... 39 36 31,610 10 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885------ -----..--.. .- .--.- . ..----. 3, 091 70 July 1, 1886, amount available ........................................ 28, 518 40 Amount appropriated by act approved August 5, 1886 .-- - --.............. -..- . 26, 250 00 Amount available for fiscal year ending June 30, 1887...-................ 54,768 40 Amount (estimated) required for completion of existing project.- -.... - 94, 000 00 Amount that can beprofitably expendedinfiscal year ending June 30, 188 8,750 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 1.) 2. Harbor at Saugerties, New York.-To comply with the river and harbor act of August 2, 1882, two projects for the improvement of the mouth of this harbor, so as to give an 8-foot channel, by means of par- allel dikes and dredging, were submitted November 28, 1883. For one plan the estimated cost was $46,419.80. For a second plan the esti- mated cost was $43,113.50. In view of the fact that the State of New York had undertaken to make some improvement here it was decided not to begin work, but to wait until further examination could be made. No work has been done by the United States Government during the year, but the State of New York has dredged a channel 8 feet deep and about 200 feet wide from the 8-foot curve in the Iudsor iRiver to the 8-foot eurve inside the mouth of the sopus greek, 94 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. With the balance of the old appropriation and the $15,000 appropri- ated by act of Congress approved August 5, 1886, it is proposed to be- gin the diking. July 1, 1885, amount available . .....-----......----.---.............---------------........---------. $4, 955 95 July 1, 1886, amount available ......................................... 4,955 95 Amount appropriated by act approved August 5, 1886 ................... 15,000 00 Amount available for fiscal year ending June 30, 1887 .-................ 19, 955 95 Amount (estimated) required for completion of existing project ....... 26,419 80 Submitted in compliance with requirements of.section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 2.) 3. Harborat Rondout, New York.-The original condition of the navi- gable channel of this harbor showed a depth of about 7 feet at mean low water. A project adopted in 1872 provided for the construction of two parallel dikes running from the mouth of the creek into the Hudson River, and a longitudinal dike on the river side, connecting with the north dike in the creek, to direct the current of the Hudson River, and to protect the dikes from running ice, and finally for such dredging in the channel as would secure a depth of 13 feet at mean low water. The original estimate for this work was $172,000, subsequently modi- fied to $104,000, of which $94,000 have been appropriated. The project has virtually been completed; there being a 13-foot chan- nel between the dikes. No work has been done during the fiscal year. The $2,500 appropri- ated by act approved August 5, 1886, will be applied to widening the outlet between the dikes and making the necessary repairs to them. The estimated cost of completing the project and giving the outlet the full width originally proposed is $10,000, of which $2,500 has been appropriated. July 1, 1885, amount available .. ........................ .......... $60 36 July 1, 1886, amount available .----..--...---....------.. ---......---....----.......--.. ------....----. 60 36 Amount appropriated by act approved August 5, 1886 .-...........-...... - 2, 500 00 Amount available for fiscal year ending June 30, 1887 ...... ............ 2,560 36 Amount (estimated) required for completion of existing project-----....... 7, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 7,500 00 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix E 3.) 4. Harlem River, New York.--The survey of this work was directed by an act of Congress approved June 23, 1874, and was made in the fall of that year under the direction of General Newton. The prelimi- nary report upon it was made February 18,1875, and a final report was given in General Newton's annual report for 1884. It provides for se- curing a channel from the Hudson River through Spuyten Duyvel Creek and the Harlem River to the East River 15 feet deep at low water and 400 feet wide, except in the cut which is to be made through Dyck- man's Meadow, where the width, for the sake of economy, is to be re- duced to 350 feet. The estimated cost of this work is $2,700,000, of which $400,000 have RIVER AND HARBOR IMPROVEMENTS. 95 been already appropriated, but with the condition attached that no part of it is to be expended until the right of way for the improvement is secured without cost to the United States. Under an act of the legislature of the State of New York all expenses incurred iin securing the right of way and in paying for land damages are to be assessed upon the property bordering on the line of the pro- posed improvement. The report of the commissioners appointed by the supreme court of the State of New York to secure the right of way free of cost to the United States is still awaiting the action of the court, as stated in the last annual report. July 1, 1885, amount available .................................... .... $400,000 00 July 1, 1886, amount available ........................................ 400, 000 00 Amount (estimated) required for completion of existing project ...... 2, 300, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 4.) 5. Removing obstructions in East River and Hell Gate, New York.- General John Newton, Chief of Engineers, retained the charge of these works, with Lieut. Col. Walter McFarland, Corps of Engineers, on duty in connection with them, and Lieut. George McC. Derby, Corps of En- gineers, in superintendence of the operations at Flood Rock, and of the steam-drilling scow until December 31, 1885, when the works were put in charge of Lieut. Col. Walter McFarland, Corps of Engineers. In its original condition the channel of East River and Hell Gate was obstructed by many large and dangerous reefs, some of which projected above high water, others having least depths on them varying from nothing to 17: feet at mean low tide. Owing to the violence of the cur- rents, the sudden change at right angles in the direction of the river, and the crowded condition of this thoroughfare, vessels were continu- ally being wrecked on these reefs. The first project for the improvement of Hell Gate was adopted in 1867, and was subsequently modified in 1868, 1874, 1880, and 1884, by extending it to embrace the removal of other reefs in Hell Gate and in the East River. It now includes the removal to a depth of 26 feet at mean low water of all the dangerous reefs in Hell Gate, Diamond Reef, and North Brother Island Reef in the East River; the removal of Coen- ties Reef, East River, to 251 feet, the removal of a number of small rocks in the shoaler portions of the channels ; and the construction of sea-walls on Great and Little Mill rocks, and on Hog's Back and Holmes Rock. The original estimate for this project was $5,139,120. The amount ex- pended to the end of the fiscal year is $3,467,331.80, with which about four-fifths of the project have been completed, greatly to the relief of navigation. During the fiscal year the great mine at Flood Rock has been fired, and the whole of the Middle Reef broken with entire success. About $100,000, saved from the estimated cost of the blast, has been expended in dredging, resulting in the production of a through channel 320 feet wide and 18 feet deep at mean low water across the most dangerous por- tion of the reef. The appropriation of $500,000 asked for is to be applied to continu- ing the removal of the d6bris of Flood Rock by contract and to operat- ing the Jnited States steam-drill scow on Heel Tap and Frying Pan. 96 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available ............. .............. .......... $267, 949 74 Received from sales of fuel...... ...... ........................ .. 29 25 267,978 99 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...................... $197,502 30 July 1, 1886, outstanding liabilities............. ..... 29, 828 35 227, 330 65 July 1, 1886, amount available .....-...... ...... ..... .... 40, 648 34 Amount appropriated by act approved August 5, 1886--............... 112,500 00 Amount available for fiscal year ending June 30, 1887 .................. 153, 148 34 Amount (estimated) required for completion of existing project-.... 1,488,843 67 Amount that can be profitably expended in fiscal year ending June 30, 1888 .....................------- .---- ...--------- ------- 500, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 5.) 6. Newtown Greek, New York.-This is a tidal stream about 4 miles long, running through the eastern part of Brooklyn, and emptying into the East River opposite Thirty-fourth street, New York City. It had originally a depth of but 124 feet at low water from its mouth up to Vernon Avenue Bridge, a distance of 1,100 feet, its width for this distance being about 240 feet; thence it gradually decreased in depth and width until, at the head of navigation, where Metropolitan avenue crosses it, there was a low-water depth of about 4 feet and a width of about 100 feet. In 1880 it was decided to dredge a channel about 200 feet wide and from 18 to 21 feet deep at low water from the mouth of the creek up to Vernon Avenue Bridge, the estimated cost of which was $44,050. In 1884 a survey was made and a project adopted for carrying the improvement from the Vernon Avenue Bridge to the head of naviga- tion, a distance of about 4 miles, with a depth of 18 feet and a width of 175 feet from Vernon Avenue Bridge to the Central Oil Works; thence to Queens County Oil Works 15 feet deep and from 120 to 150 feet in width; thence to the Nichols Chemical Works 12 feet deep and from 125 to 150 feet wide; and thence to the head of navigation in both branches, namely, the points where they are crossed by the Metropolitan Avenue Bridge, 10 feet deep and from 100 to 125 feet wide. The estimated cost of this improvement was $211,519, making the total estimated cost of the projected improvement of Newtown Creek $255,569, of which $45,000 have been appropriated up to June 30, 1886. The only parts of the creek at which work has been done so far are at the mouth, where a channel 18 feet deep and from 75 to 150 feet wide has been excavated, extending from the East River up to Vernon Avenue Bridge, a distance of a little over 1,000 feet; and also near the head of the creek, where channels 10 feet deep and from 50 to 200 feet wide have been dredged from Covert's Dock up to the head of naviga- tion at Grand street, on the west branch, a distance of about 3,000 feet, and from Covert's Dock up the east branch to the Grand Street Bridge. No work has been done during the past fiscal year. The act of Congress approved August 5, 1886, appropriating $37,500 for continuing the improvement directs " $9,375 to be expended on west branch between Maspeth avenue and Dual Bridge, at Grand street and Metropolitan avenue; $9,375 to be expended on main branch between Easterly Grand Street Bridge to Metropolitan avenue; and balan on lower end, from Saspeth avenue to the mouth of the creek," RIVER AND HARBOR IMPROVEMENTS. 97 This appropriation will be applied to dredging channels at the points indicated, which are at the upper end of the creek, and in the lower portion of the creek; to widening the channel at Penny Bridge, and be- low the Vernon Avenue Bridge. As the creek has no fall and as it is the receptacle for all the refuse from the factories, refineries, and slaughter-houses of the east of Brooklyn, constant deposits are forming in it, which will necessitate annual dredg- ing, even after the project has been completed, and as the banks are of marsh mud they will continue to wash into the channel until they are protected by bulkheads the whole way up from the mouth. The commerce of the creek is so large that the improvement should be pushed at least 3 miles up as rapidly as possible, and, in the opinion of the officer in charge, $100,000 can be well applied there in the next fiscal year. July 1, 1885, amount available ----...--------------------.................--- $7,419 96 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885---............-----......---.-----.--....----.-----.......----......---------.............. 1,110 43 July 1, 1886, amount available ......-...... .... ... ......... ... ...... 6, 309 53 Amount appropriated by act approved August 5, 1886 .--.................. 37,500 00 Amount available for fiscal year ending June 30, 1887 ............ -..- . 43,809 53 Amount that can be profitably expended in fiscal year ending June 30,18x8 40, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 6.) 7. Buttermilk Channel, New York.- This channel lies between the city of Brooklyn, N. Y., and Governor's Island, New York Harbor, and is ob- structed at its upper end, where it joins the'East River, by a shoal over which there is a minimum depth of 91 feet at mean low water. The crest of this shoal lies about 800 feet outside the line of the Brooklyn wharves. The original project of improvement, adopted in 1881, provides for the removal to a depth of 26 feet at mean low water of such parts of the shoal as came within 850 feet of the Brooklyn wharves, which would take off the crest of the shoal and give nowhere less than 15 feet water on it. The estimated cost of this improvement was $210,000, of which $190,000 has been appropriated up to June 30, 1886. With this the channel has been widened to the full width proposed, and deepened to not less than 24 and probably 26 feet at mean low water. But as no survey has been made since the last work done, it cannot be definitely stated whether the full depth of 26 feet was ob- tained by the last dredging. The importance of this part of the East River to the commerce of the harbor is so great that it is proposed to remove the whole shoal to a depth of 26 feet. The crest of the shoal has unquestionably a less depth of water upon it than it had a few years ago, on account, principally, it is supposed, of the ashes spilled from an ash scow which was anchored there to receive the ashes from tug-boats and small steamers. The estimated cost of removing the remainder of the shoal to a depth of 26 feet mean low water is $170,000 according to the latest data. In view of the importance of the improvement and the very large 7E 98 REPORT OF THE CHIEF OTC ENGINEERS, U. S. ARMY. commerce in this part of New York Harbor, it is recommended that $50,000 be granted to carry on the improvement. The appropriation of $56,250, by act approved August 5, 1886, will be applied to widening the channel already dredged. July 1, 1885, amount available---..--------...............-------..-----------................--. $324 97 July 1, 1886, amount available......------ -----------................... 324 97 Amount appropriated by act approved August 5, 1886 ................... 56,250 00 Amount available for fiscal year ending June 30, 1887 ........-- ....... 56, 574 97 Amount (estimated) required for completion of existing project........ 113,750 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts 1866 and 1867. (See Appendix E 7.) 8. Gowanus Bay, New York. -The depth of water in the channels of Gowanus Creek and Bay was originally only from 7 to 12 feet at mean low water, which was wholly insufficient for the passage of vessels em- ployed in the commerce of the district. The plan of improvement, adopted in 1881, provided for giving a depth of 18 feet to the channels in the bay leading up tto the mouth of the creek on both the north and south sides, and for carrying the im- provement with the same depth up the creek to Hamilton Avenue Bridge, a distance of about 1 mile. The channel widths were to be 200 feet except for the last few hundred feet up to the bridge, where the width would gradually decrease. The estimated cost of this improvement was $199,564.90, of which $65,000 had been appropriated up to June 30, 1886. With this money the northern channel leading up the creek has been completed and the dredging has been carried on up the creek to within 2,100 feet of Ham- ilton Avenue Bridge; and the southern channel has been dredged to within 2,000 feet of the mouth of the creek. The act approved August 5, 1886, appropriated $7,500, which will be expended in continuing the improvement. The commerce using the channels in Gowanus Bay and Creek is very large, and $50,000 is recommended by the officer in charge for continu- ing the improvement. July 1, 1885, amount available-......... .....................--....- .... $167 74 July 1, 1886, amount available...... .............. . .. ......... ...... 167 74 Amount appropriated by act approved August 5, 1886----................... -- 7, 50 00 Amount available for fiscal year ending June 30, 1887 ................... ------------- 7,667 74 Amount (estimated) required for completion of existing project-------120,064 90 Amount that can be profitably expended in fiscal year ending June 30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 8.) 9. Gedney's Channel, New York.-The act of Congress approved July 5, 1884, appropriated $200,000 for deepening Gedney's Channel through " Sandy Hook Bar, New York." No previous survey with a view to the improvement of this channel, or of the interior channels of the lower bay of New York, had been or- dered by Congress, or had been made under direction of the War De- partment. Consequently, on the 5th of August, 1884, upon recommen- dation of the Chief of Engineers, and Board of Engineers for Fortifica- RIVER AND HARBOR IMPROVEMENTS. 99 tions and for River and Harbor Improvements, the Secretary of War ordered a survey to be made of the entrance to New York Harbor, between Long Island and Sandy Hook, extending eastward to the 12- fathom curve outside the bar, and westward to the west side of the main ship-channel leading down from the Narrows to the point of Sandy Hook. This survey was made under direction of Maj. G. L. Gillespie, Corps of Engineers, in the autumn of 1884, and his report with maps was submitted December 6, 1884. That report stated that the low-water depth on the bar was between 23 and 24 feet; that the large steamers making use of the harbor drew, loaded, from 26 to 28 feet; and that the low-water depth on the bar should be greater than this, in order to permit the passage of these vessels at all stages of the tide. That such an increased depth could only be maintained, probably, by the construction of permanent works in the nature of dikes; but that as the act of Congress making the appropriation distinctly designated that it should be applied to deep- ening Gedney's Channel, the engineer in charge recommended that it should be applied to dredging Gedney's Channel between the 30-foot curves inside and outside of it, although there was a part of the channel, near Flynn's Knoll, that was just as much in need of deepening; and that in any event the experiment of keeping this channel open by dredging ought to be tried before considering the question of construct- ing permanent works for the same purpose. That report was referred to the Board of Engineers for Fortifications and for River and Harbor Improvements, whose opinions in the matter were summed up as follows: The Board recommends, as a general plan for improving the entrance to New York Harbor so as to give 30 feet from New York to the ocean, the construction of a low- water or half-tide stone dike, running about south southeast from Coney Island to such distance as shall be found necessary, and probably not less than 4 miles, the pro- tection of the head of Sandy Hook, and the dredging of a 30-foot channel from deep water near Sandy Hook to deep water below the Narrows; also the immediate dredg- ing of a channel 1,000 feet wide and 28 feet deep through the shoal west of Flynn's Knoll, as soon as Congress shall furnish the funds; also that the existing appropria- tion be applied to dredging Gedney's Channel to a depth of 28 feet. In regard to the expenditure of the $200,000 appropriated July 5, 1884, while the Board did not expect large results from dredging, they recommended that the experiment should be made; but that if it was found that the channels rapidly filled up during the dredging the work should be suspended. Proposals were therefore asked for deepening the channel by one of the different methods of dredging, and these were opened January 15, 1885, when a contract for dredging by means of a hydraulic plow or water-jet was let to Roy Stone, with a provision that if, after fair trial, his method should be found impracticable, the work could be stopped without his receiving any pay from the Government. His method proved to be a failure, and he was released from the contract at his own request. No payment was made to him by the Government, as no re- sults had been obtained. Proposals were therefore again invited, and opened June 23, 1885, and a contract was awarded to Elijah Brainard July 21, 1885, at 54 cents per cubi cyard. The contractor proposed to put on a hydraulic pumping plant capable of excavating 3,000 cubic yards of solid material per day. The plant was built, and work was begun September 26, 1885, but the capacity of the plant did not come up to the expectations of the builder or the require- ments of the contract; and during the spring of 1886 the contractor 100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. built a second and larger plant; and also in May, 1886, hired a third plant. Up to the close of the fiscal year, 86,708 cubic yards of material had been excavated. Owing to difficulties in conducting the work, the contract was ex- tended from June 30, 1886, to November 1, 1886. The average daily capacity of the three plants, on working days, ir- respective of breakdowns, may be put at 3,400 cubic yards for a work- ing day of 15 hours. On June 30, the channel had an increased depth of 1.5 feet for a width ofB00 feet on the north side, giving nearly 25 feet of water, where in places a little over 23 had existed before. This seemed to prove, up to June 30, at least, that it was possible to deepen the channel by the method in use. But whether the channel so dredged may be regarded as permanent, or even partly so, cannot be determined until after the effects of the coming winter storms are ob- served. If no material shoaling takes place on this bar during the winter, it seems probable that the required depth may be preserved by annual dredging, and it may be unnecessary to undertake the construction of permanent works, but it is impossible to say yet whether it will be a success or not. The river and harbor act approved August 5, 1886, appropriated $750,000 for "improving New York Harbor, New York : To secure a thirty-foot channel at mean low water at Sandy Hook entrance of the harbor, upon such a plan as the Secretary of War may approve." It is probable that the larger part of this amount will be applied to the dredging in both the outer and inner channels, as recommended by the Board of Engineers in the extract from their report before given. July 1, 1885, amount available ......----........ ----...... ......---- .... ........-----.. $186, 469 35 July 1, t 86, amount expended during fiscal year, exclusive of liabilities outstanding July 1, P85 ,...... -... ...... . ... $27, 281 86 July 1, 1886, oustanding liabilities........--.. ..------...... .... 27, 115 37 54,397 23 July 1, 1886, amount available ...................... ------------ .................. 132,072 12 Amount appropriated by act approved August 5, 1886...... .. ...... 750, 000 00 Amount available for fiscal year ending June 30, 1887 -............. - .. . 882,072 12 SAmount (estimated) required for completion of existing project-...... 6,000,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 9.) 10. Sheepshead Bay, New York.-The project for this improvement, adopted in 1879, provided for the maintenance of the natural outlet of the bay into Rockaway Inlet, by means of diking and dredging, and for the contraction of the channel in the bay above by means of dikes, so as to afford a channel 6 feet deep up to the head of navigation about 2 miles above the mouth. The depth of water at the mouth was about 2 feet, but the channel was uncertain and shifting. The rise and fall of tide was stated to be 4.5 feet. The estimated cost of the improvement was $100,000. A resurvey was made in 1882, when the old outlet was found to be nearly closed up, and it was proposed to cut a new outlet 6 feet deep and 100 feet wide north of the old one, into Dead Horse Inlet, and to dredge the interior channels of the bay to a depth of 6 feet at mean low water. RIVER AND IIARBOR IMPROVEMENTS. 101 The estimated cost of this was $34,200, of which $16,000 had been appropriated up to June 30, 1886. After some correspondence and delay the new outlet was excavated, protected on the north side by a bulkhead built partly by the property- owners and partly by the contractor who was doing the dredging for the Government. The navigation of the bay is restricted almost entirely to pleasure boats used by the Coney Island and Gravesend Bay hotels, and there seems to be no present necessity for further appropriation for this im- provement. The appropriation of $5,000, approved August 5, 1886, will be ap. plied to dredging shoals in the cut and in closing up the old inlet which has reopened during the last winter. July 1, 1885, amount available ...... .................. ....... .......... $4, 967 83 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--...--------- ------------------ -----------. 4,684 10 July 1, 1886, amount available---- ....-------.... --....---.................... .......... ---- 283 73 Amount appropriated by act approved August 5, 1886 .... -- ...... --....---.... . 5, 000 00 Amount available for fiscal year ending June 30, 1887................... 5,283 73 Amount (estimated) required for completion of existing project------ - 13, 200 00 Amount that can be profitably expended in fiscal year ending J une 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 10.) 11. Canarsie Bay, New York.-The project for this improvement, adopted in 1879, was to obtain a channel, by means of diking and dredg- ing, from the 6-foot curve in Jamaica Bay up to the Canarsie Dock, a distance of about 3,500 feet. The proposed channel was to be 6 feet deep at mean low water, the mean range of tides being 4.7 feet. The estimated cost of this improvement was $88,000, of which $23,000 had been appropriated up to the fiscal year ending June 30, 1886. With this amount a pile dike 1,050 feet long was built on the north side of the outer end of the channel, and a channel 6 feet deep and from 50 to 75 feet wide was dredged from the 6-foot curve in Jamaica Bay up to the dock of Canarsie Landing. Narrow cuts were also made along two faces of the dock. No work has been done during the fiscal year, but serious shoaling has occurred at the upper and lower ends of the dike, and as the set of the ebb current is directly across the line of the dike and dredged chan- nel, it is evident that no permanent benefit will occur until the south channel dike is built. Canarsie Landing, apart from having a large trade in oysters, clams, and fish, is the terminus of the Brooklyn, Rockaway land Jamaica Bay Railroad, from which point people transship to Rlockaway Beach. Two steamers make six trips a day in summer from Canarsie to Rockaway, besides one steamer running throughout the year to Barren Island. It is believed the construction of the south dike and a little more dredging would give the necessary facilities to commerce. July 1, 1885, amount available ...... - ...... .............. ...... ... $486 74 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...... .... -- ....---- -- ----....- .... .... .... .... ...... .. 287 63 July 1, 1886, amount available .----.....--.........- ----......--... .---. 199 11 Amount appropriated by act approved August 5, 1886.- ................ 10, 000 00 Amount available for fiscal year ending June 30, 1887................... 10,199 11 102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (Amount (estimated) required for completion of existing project.......------. 55,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 20,000 00 Submitted in compliance with requirements of section 2 of river a.nd harbor acts of 1866 and 1867. (See Appendix E 11.) 12. Sumpawanus Inlet, New York.-The original project, adopted in 1880, provides for dredging a channel about 4,500 feet long, 100 to 150 feet wide, and 5 feet deep at the mean low water from the 5-foot curve in Great South Bay, up to the town of Babylon, Long Island. The navigable depth at the time of the survey, made with a view to this improvement, varied from 5 feet at mean low water in the bay to 2 feet at the wharf, and thence from 1 to 2 feet at mean low water up the creek a distance of a little over half a mile. The range of tides was approximately 1.3 feet. Owing to the peculiarities of the locality there was no scour in the channel, nor could it be obtained by contracting the channel width, and every indication was that, of late years, not only the channel, so called, but that part of the Great South Bay near it has been filling in gradually but steadily. The scheme proposed, therefore, was to give a 5-foot channel 100 feet wide by dredging from the deeper waters of the bay up to the mouth of the creek, a distance of 1,500 feet, and thence up the creek for a dis- tance of 3,500 feet, the estimated cost being $23,115. Seven thousand dollars were appropriated for the improvement in 1881 and 1882, and with that a channel was dredged up to the mouth of the creek not less than 75 feet wide from a point 750 feet southeast of the dock at the mouth of the creek, and cuts 25 feet wide were made round the sides of the dock. No work has been done since May 17, 1883. Owing to the high price of dredging and small appropriations, the original estimate of cost was increased to $40,000. The commerce has changed materially since the original survey, and most of the trade is now done by rail, except the summer trade, which is carried in three steamboats of light draught over to Fire Island, and in pleasure-boats of very light draught taking boating and fishing par- ties out into Great South Bay. Any further appropriations for this work should be applied to giving a good channel 5 feet deep from the deeper waters of Great South Bay up to the mouth of the creek ; but apart from the steamboat interest the commerce is too small to warrant a continuation of the improvement. July 1, 1885, amount available ...... ---................................ -- $106 93 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......... .... ...................... ........... 25 05 July 1, 1886, amount available........................... .................. 81 88 (Amount (estimated) required for completion of existing project-------- 33,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 12.) 13. Manasquan River, New Jersey.-The present project was adopted in 1879, and provided for opening a direct outlet 6 feet deep and 250 feet wide into the Atlantic Ocean through the beach and the sand-bars lying outside of it, by means of parallel jetties at the mouth of the river. The depth of water on the bar at the mouth, which fcnmerly lay 400 RIVER AND HARBOR IMPROVEMENTS. 103 feet north of the proposed mouth, was from 1 to 1l feet, and varied and shifted continually. The project also contemplated the dredging of an inner basin 2,000 feet by 200 feet and 5 feet deep at low water. The estimated cost of executing this scheme was $72,000. The alleged object of the improvement was to furnish to small coasters a harbor of refuge midway between Sandy Hook and Barnegat Inlet; but it was stated by the Board of Engineers, to whom the project was submitted, that the desired harbor could not be obtained and main- tained except at a cost so large as to be unwarranted by any possible prospective commerce. There was practically no existing commerce. However, appropria- tions were made, amounting, up to August 2, 1882, to $72,000, and by the 30th of June, 1883, two parallel jetties had been built across the beach at right angles to the shore-line. The north jetty 1,513 feet in length; the south jetty 475 feet, and a channel had been dredged be- tween them. No appropriations have been made to protect the existing work since August 2, 1882, and no work has been done since June 30, 1883. At first, this change in the mouth served its purpose so well that a depth of from 3 to 4 feet was secured across the outside bar and through the new channel between the jetties and was maintained for several years; but the beach kept making round the outer end of the jetties, and it was soon evident that the channel would be shortly closed, unless the jetties were extended out to the 1 or 2 fathom curve outside. A large shoal at the inner end of the north jetty also began to make over towards the inner end of the south jetty, and drove the current across to that side of the river so as to threaten making a breach through the beach back of it. The present condition of the improvement is most unsatisfactory. The shoal above mentioned, has increased until the low-water mark is about 20 feet outside of the inner end of the south jetty, and the inner 150 feet of the jetty is now directly in midchannel. The filling of this 150 feet of the jetty has been completely washed out, the beach has made up to the outer end of the north jetty, and past the outer end of the south jetty, and outside, and about 200 feet distant from the ends of the jetties a shoal has formed, awash at low water, with channels north and south of it, with from 1 to 1 feet of water in them at mean low water. The outlet now is in worse condition than before the improvement was begun. There is not now, nor has there ever been, any commerce in Manasquan. The little there is is done by railroad. The Manasquan River is only used by pleasure-boats, drawing from 6 inches to 2 inches, hardly any of which go outside. There appears to be no good reason for continuing this improvement, and no money isg#therefore, asked for it. Amount (estimated) r ired for completion of existing project -....... $33, 000 00 Submitted in compli harbor acts -18°6.. gyvith 1867. requirements of section 2 of river and (See Ap 14. Shros New Jersey.-The Shrewsbury River, empty- ing into n j y, New Jersey, is formed by the union of two branches° w * Rocky Point, just below Seabright, 3 n~yes above the er's ,i . One branch, called the North Shrewsbly River, is ni igable to Red Bank, about 4 miles above the junction; for the upper 3 miles of its course it widens out into a large, shallow, land- locked bay. The other branch, called the South Shrewsbury River, is 104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. navigable to Branchport, about 5 miles above the junction; and for the upper 3 miles of its course broadens out into a similar shallow bay, known as Pleasure Bay. Both these bays have channels through them 6 feet deep at mean low water; but the lower mile of the North Branch and the lower 2 miles of the South Branch, as well as the main river below their junction. have always been obstructed by bars which proved serious obstacles to their navigation. In 1870 a project for improving their navigation by dredging was formed, the estimated cost of the work being $14,000. This amount was appropriated, and subsequently a further sum of $5,000, all of which was applied to the work between 1871 and 1874. But the improvement did not prove permanent, and in 1878 a second survey was ordered, on which the present project of improvement is based. This provided for obtaining a channel 6 feet deep at mean low water, by diking and dredg- ing from the mouth of the main river up into both branches. This project was referred for consideration to a Board of Engineers, who, after making certain modifications in the plans, estimated the cost of the improvement at $142,086. From June 18, 1878, to August 2, 1882, inclusive, $174,000 was appro- priated for the improvement, but nothing since that time up to June 30, 1886. With these appropriations a dike, 4,021 feet long, was built at the mouth of the river, and channels were dredged up to the junction of the two branches 6 feet deep and from 25 to 100 feet wide, as needed. From the junction at Rocky Point a dike was built on the right bank of the North Branch, extending up-stream towards Barley Point, 1,885 feet long, and from Barley Point a dike 598 feet long was built, extend- ing down-stream towards the other dike, leaving a space between their extremities of 1,940 feet. On the South Branch a dike 1,856 feet long was built on the left bank of the river, connecting with the lower end of the dike built on the North Branch; and at the entrance to Pleasure Bay a dike 1,513 feet long was built on the left bank from Gunning Island down-stream, and a dike 503 feet long was built opposite to it on the right bank. Chan- nels 6 feet deep were also dredged where needed, from 75 to 100 feet in width on the North Branch, and from 60 to 150 feet in width on the South Branch, including some rock excavation in the channel above Seabright Bridge on the South Branch. These channels have since shoaled in some places and have deepened in others, so that now a scant 5 feet can be carried through the North Shrewsbury, a scant 4 feet through the South Shrewsbury, and 5 feet over the bar at the mouth. The cost has already exceeded the estimate, partly on account of the increased cost of dredging and diking, and partly on account of having to re-dredge in'places. But the commerce of the river appears to war- rant the maintenance of a 6-foot channel at low water, and $40,000 is recommended, by the officer in charge, for continuing the improvement, exclusive of the $10,000 appropriated by act approved Agust 5, 1886. July 1, 1885, amount available ---- ------................................... ... $577 20 July 1, 1886, amount expended during fiscal year, exclusive of l lities outstanding July 1,1885- ------ -----....................--..--.......----....... 355 50 Ju 1, 1886, amount available......................... .......-- -------.. 221 0 Amount appropriated by act approved August 5, 1886........ ----....---... - -.... 10, 000 00 Amount available for fiscal year ending June 30, 1887 .----.................. 10,221 70 RIVER AND HARBOR IMPROVEMENTS. 105 Amount that can be profitably expended in fiscal year ending June30,188 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 14.) 15. Harborat Keyport, New Jersey,--The project for this improvement, approved in 1872, was to dredge a channel 8 feet in depth, at mean low water, and 200 feet wide from the steamboat wharf at Keyport to the 8-foot curve in Raritan Bay, a distance of about 5,000 feet, at a cost of $30,475. No money for this purpose was furnished until August 2, 1882, when the whole amount was appropriated, and in 1882-'83 a channel was dredged from the steamboat wharf at Keyport to the 8-foot curve in the bay, 8 feet deep and 200 feet wide, except for a short stretch between the steamboat wharf and the wharf of the New York and Freehold Railroad, where it was only 160 feet wide. No appropriations have been made since. In 1884 an appropriation of $10,000 was recommended to complete the improvement. The commerce of Keyport is stated to have increased from $3,000,000 in 1872 to $5,650,000 in 1884, and it is recommended that the improve- ment be completed. July 1, 1885, amount available................--..... ......-....... . $982 19 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----------....----............-------......--------......----......--......---...... 30 20 July 1, 1886, amount available.---. -------....--......--.....----.............-----...... 951 99 Amount (estimated) required for completion of existing project........ 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 15.) 16. Mattawan Creek, New Jersey.--Mattawan Creek empties into Raritan Bay at Keyport, New Jersey. The project for its improvement, adopted in 1881, provided for a channel 4 feet deep at mean low water and 100 feet wide from the mouth for about 1 miles up and thence 75 feet wide to the head of navigation at the Long Branch Railroad cross- ing, 2 miles above the mouth, at a cost of $33,120. The original depth was 2 feet at mean low water and the range of tides 4.7 feet. The appropriations up to and including that of August 2, 1882, amounted to $21,000. With this a channel 100 feet wide and 4 feet deep had been dredged up to Winkson's Dock, - feet above the mouth; thence to a point 600 feet above the brick-yards, 4 feet deep and 50 feet wide; thence to the railroad bridge, a distance of 2,000 feet, 30 feet wide, and 4 feet deep ; and a basin was dredged opposite the steamboat dock at the head of navigation, so as to enable the steamboat to turn. No appropriation has been made since that of August 2, 1882, and no work done since 1883. Under the original estimate $12,120 is required to complete the im- provement; but by a subsequent estimate made in 1884 it was esti- mated that the project could be completed for $9,000. The amount of commerce of the creek is stated to be valued at $150,000, consisting of $70,000 worth of bricks and $80,0(00 worth of sundries. 106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing commerce does not seem to warrant further appropria- tions at present. rAmount (estimated) required for completion of existing project-------.... $12, 120 Amount that can be profitably expended in fiscal yearending June 30,1888 10, 000 00 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 16.) 17. Cheesequakes Creek, New Jersey.-The original project, adopted in 1879, provided for a new outlet 5 feet deep from the creek into Raritan Bay, at right angles to the shore line, through a beach which put across the mouth of the creek from the right bank, and which had forced the outlet nearly half a mile to the westward. This was to be obtained by dredging and constructing parallel jetties each side of the dredged chan- nel; the old outlet was to be closed by a pile dike, and a channel 4 feet deep and from 50 to 100 feet wide was to be dredged from the mouth to the head of navigation, 3. miles up the creek. In this distance two dikes were to be built, and a new channel to be made through the marsh, was to cut off a bend in the creek. The available navigable depth in the creek was originally 1 feet at mean low water over the shoals. The rise and fall of tide was 5.1 feet. The estimated cost of the improvement was $75,279. The total appropriations up to June 30, 1886, have been $40,000, and with this amount the old outlet has been closed, and the proposed new channel through the beach dredged out into Raritan Bay 5 feet deep, with dikes built on each side. The channel has shoaled about half a foot since the dredging was done. No work has been done above the mouth of the creek, but it is be- lieved that the improvement made so far is all that is warranted by the present commerce, and no further appropriation is asked for. July 1, 1885, amount available-.... .................................... $1 52 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ..........--------..................---------------.---...---..------- 1 52 SAmount (estimated) required for completion of existing project....-----....-- 50,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 17.) 18. Raritan Bay, New Jersey.-The present project, adopted in 1880, provides for opening a channel, by dredging, 8,000 feet long, 300 feet wide, and 21 feet deep, at mean low water, through a shoal on the north side of Raritan Bay, east of Seguines Point, so as to permit the passage of deep-draught vessels to or out from the Amboys and Raritan River. The original depth upon the shoal was 14- feet. The estimated cost of the improvement was $126,500, of which, up to June 30, 1886, $120,000 had been appropriated, and the channel was completed for the proposed length, depth, and width in 1884. A survey made in 1885 showed that the side slopes of the cut had run in, so as to give a channel-width of only 250 feet, with a depth of 21 feet. In 1884 it was recommended that an interior channel, leading from Great Beds Light up to Perth Amboy, by Ward's Point, on the Staten Island shore, should be dredged 300 feet wide and 21 feet deep, and in 1885 it was recommended that a 15-foot channel, 300 feet wide, should be dredged from outside of Great Beds Light up to South Amboy. The estimated cost of the excavation of these two channels and for widening the channel east of Seguines Point to 300 feet was $114,000. RIVER AND HARBOR IMPROVEMENTS. 107 The channel east of Seguines Point appears to be sufficient for the ex- isting commerce at present, and the $37,500 appropriated August 5, 1886, will be applied to the interior channels after a survey has been made. The shipments of coal, iron ore, and other heavy freights from the Amboys, which pass through this channel, is very large, and is car- ried in sea-going vessels and steamers drawing 20 feet and under, and the existing project, as modified in 1884 and 1885, should be car- ried out. July 1, 1885, amount available...........--------- ............ .................. $724 70 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1885......--------......--....--....----...... .... --...... 31 95 July 1, 1886, amount available..........---..---...--.......---------...--------------------....... 692 75 Amount appropriated by act approved August 5, 1886--------.........--..---..-- - 37,500 00 Amount available for fiscal year ending June 30, 1887-----------------................ 38,192 75 i Amount (estimated) required for completion of existing prqject ..... - 76,500 00 Amount that canbe profitably expended in fiscal year ending June 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 18.) 19. Raritan River, New Jersey.-The project for the improvement of this river, adopted in 1874, provided for a channel 10 feet deep and 200 feet wide from the mouth up to New Brunswick, a distance of 12? miles, by means of diking and dredging, at a cost of $2,093,662.05. New Brunswick is at the head of navigation, although the river is navigable by boats of light draught 5 miles further up. The Delaware and Raritan Canal opens into the river at New Brunswick and has a depth of 8 feet. When the improvement was begun in 1874 the river was obst'ructed by two long shoals, beginning about 5 miles above the mouth, known as the Stakes and the Middle Ground, with from 6 to 7 feet water on them; the river at this point is half a mile wide, and it was proposed to contract this width to about 800 feet by means of dikes, and to dredge a channel along them. For 4 miles below New Brunswick the river was very much narrower, and was crossed by rock, gravel, and bowlder bars, with from 7 to 8 feet of water upon them. A slight addition to the original project was made in 1881, providing for a channel 100 feet wide and 5J feet deep at low water inside the dikes on the southern side of the river at the Stakes and Middle Ground; the estimated cost of which was about $50,000, the object being to accom- modate the factories on the right bank of the river which were cut off from the main channel by the dikes. Up to June 30,1886, $445,000 had been appropriated for the improve- ment, and the following work had been done: The dikes at the Stakes and Middle Ground have been completed, and there is a channel over those shoals I11 feet deep at mean low water, and varying from 130 to 200 feet in width; 4,000 linear feet of the pro- jected 13,000 feet of the South Channel has been completed. On this part of the river, therefore, the following work remains to be done under the project: to widen the channel at the Stakes from 130 to 200 feet, and to excavate the remainder of the South Channel for a distance of 9,000 feet. No work has been done on this part of the river during the fiscal year ending June 30, 1886. 108 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On the upper 4 miles of the river the only important work that has been done is the excavation of a rock-reef known as " Rocky Reach," 4 miles below New Brunswick; this work has been nearly completed, as a channel 200 feet wide and 12 feet deep has been excavated through the shoal, except for a distance of 150 feet at the lower end, where the width is only 180 feet. The only work done on this part of the river during the fiscal year ending June 30,1886, was the excavation of 6,39' cubic yards of material from Rocky Reach with the small balance of the appropriation of July 5, 1884, which was available at the beginning of the fiscal year. The work remaining to be done, therefore, on this part of the river is the excavation of a 10-foot channel from above Rocky Reach to New Brunswick, a distance of about 3 miles, and the finishing of the little remaining work in Rocky Reach. Under the appropriation of $26,250 approved August 5, 1886, it is proposed to extend the improvement up-stream from Rocky Reach by dredging and blasting towards New Brunswick. The commerce of the Raritan River is very large and thoroughly warrants the early completion of the project. One hundred thousand dollars is recommended to be appropriated for the fiscal year ending June 30, 1888, for continuing the improvement. July 1, 1885, amount available.............. - ...........----------.. . - . $10, 727 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........................---......-- ....---.......... 10, 109 43 July 1, 1886, amount available ...... ...----.... -----..................... 4i7 98 Amount appropriated by act approved August 5. 1886......... ........ 26, 250 00 Amount available for fiscal year ending June 30, 1887................. 26,867 98 (Amount (estimated) required for completion of existing project...... 1, 622, 412 05 I Amount that can be profitably expended in fiscal year ending June 30, 1888--...----------------------------------------------------100, 000 00 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix E 19.) 20. South River, New Jersey.-This river is a tributary of the Raritan River, entering it from the southward about 8k miles above its mouth. In order to cut off a great bend, a canal was dug by the New Jersey Transportation Company about fifty years ago from a point on South River to the Raritan, 14 miles below the natural mouth, thereby saving a distance of over 3 miles. The first Government survey with a view to its improvement was made in 1870, and $20,000 was appropriated and expended in 1872-'73 in deepening the canal. No work was then done until 1879, when the present project was adopted, which was to form a channel 150 feet wide and 8 feet deep by means of diking and dredging from the lower end of the canal up to the village of Little Washington, a distance of about miles, and thence by the same means up to Old Bridge, 4J miles further, by channels 100 1i and 60 feet wide and 6 and 4 feet deep, respectively. The project also provided for closing up the old channel about 2k miles above its mouth. The estimated cost of the project was $194,695, of which $56,000 had been appropriated up to June 30,1886. With this, dikes have been built on each side of the canal for about half its length up from its mouth, and a long training-dike has been built on the south (right) bank be- tween the head of the canal and Little Washington. With the excep- RIVER AND HARBOR IMPROVEMENTS. 109 tion of cutting a short channel through a shoal just above Little Wash- ington, no work has been done above the village. The dikes appear to have done good service so far, but it will be necessary to protect the banks of the canal through its entire length, as they are undermining and falling in, so that shoals are forming rap- idly. No work has been done during the fiscal year. Under the appropriation of August 5, 1886, it is proposed to extend the dikes in the canal up-stream. For so small a stream the commerce is large, and indicates that the river is worthy of improvement under the present project. July 1, 1885, amount available......--- ----......-------............----......-- ------ ........--... $382 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.....--...----.....----.....----....----....----....---- ......-- -..........---- 21 36 ---- July 1, 1886, amount available...-------....................................... 361 27 Amount appropriated by act approved August 5, 1886 ................... 5,000 00 Amount available for fiscal year ending June 30, 1887 ......----........--- . 5,361 27 Amount (estimated) required for completion of existing project ....... 133,695 00 Amount that can be profitably expended in fiscal year ending June30, 1888- 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 20.) 21. Woodbridge Creek, New Jersey.-The project for this improvement adopted in 1878, provided for dredging a channel 80 feet wide and 12 feet deep at mean high water from the mouth of the creek up to the town dock, a distance of about 2 miles, over which a depth of from 7) to 12 feet at mean high water had originally existed. The estimated cost of this improvement was $13,809.14; $19,000 had been appropriated to June 30, 1886, for this improvement, which has been virtually completed, and the channel appears to be ample for the existing commerce. No appropriation is therefore asked for. The exceedingly high prices of dredging increased the cost of the work 50 per cent. more than the original estimate. The commerce of the creek consists in shipments of brick, tiles, and fire-clay from seven factories, situated on the creek from the mouth to the town dock, and from the numerous beds of fine clays and fire-clay which are situated near its banks. The commerce of the creek is esti- mated at about 120,000 tons yearly, carried in vessels of from 6 to 10 feet draught. Amount (estimated) required for completion of existing project ....... $10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 21.) 22. Rahway River, New Jersey.--The project for improvement of this river, adopted in 1878, provided for dredging a channel from Brick- town, nearly 4 miles above the mouth, up to the Main Street Bridge, in the town of Rahway, a distance of 6,900 feet. The channel proposed was to be 125 feet wide and 8 feet deep at mean high water from Brick- town to the Milton Avenue Bridge in Rahway, a distance of 5,500 feet, and thence only 100 feet wide and 8 feet deep at mean high water up to the head of navigation at the Main Street Bridge, a distance of 1,400 feet. The range of tides is 5.3 feet. 110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The estimated cost of this work, including the removal of a large bowlder at Bricktown, was $36,653. Up to and including the act of August 2, 1882, $37,000 had been appropriated for this improvement, with which an improved channel not less than 7 feet in depth at mean high water has been obtained to within 550 feet of the head of naviga- tion at the Main Street Bridge. No appropriation has been made since that of August 2, 1882. Owing to the great difference between the originally estimated and the actual price of dredging, it was estimated in 1882 that to carry out the project would increase the estimated cost $37,500, but it is also stated in the report for 1883, as well as in subsequent reports, that the existing channel is sufficient for the present needs of commerce, which has fallen from an estimated amount of 120,500 tons in 1879 to 48,500 tons in 1884 and 1885. The channel may be regarded as sufficient for the present require- ments of the commerce, and no further appropriation is now asked for. July 1, 1885, amount available ............ .......... ...... -----............ $200 70 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1. 1885 ....----......------...... --....----.. .......... ..... 21 10 --.................--- July 1, 1886, amount available ......------ ............ 179 60 SAmount (estimated) required for completion of existing project ....... 29, 250 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 24.) 23. Elizabeth.River, New Jersey.-The project for this improvement, adopted in 1879, provided for dredging a channel 7 feet deep at mean high water, and 60 feet wide, from the mouth of the river up to the Stone Bridge at Broad street, in the city of Elizabeth, a distance of 24 miles. Before this improvement was begun, there was a depth at mean high water of 8. feet at the mouth, and 3 feet at the Stone Bridge, while the depth for nearly a mile below the bridge was only from 3 feet to 34 feet. The mean rise and fall of the tides is stated to be 4.7 feet at the mouth and 3.4 feet at the Stone Bridge. The estimated cost of this improvement was $25,530; but, on account of the excessively high prices bid for the dredging in carrying out the work, this estimate was increased in 1881 to $43,160. Twenty-seven thousand dollars have been appropriated for the im- provement up to June 30, 1886, with which a channel 7 feet deep at mean high water, and from 50 to 60 feet wide, has been dredged from the mouth nearly up to the Stone Bridge. It has been stated in previous reports that this is all that is required for the existing commerce, and no furthor appropriation is asked for at present. July 1, 1885, amount available..--------....----..........................----...... $601 64 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .----...........--............------ ----......-------..--- ---- - --- ....----.... 20 80 July 1, 1886, amount available....------------.----.......... -....---...-....--. 580 84 SAmount (estimated) required for completion of existing project .......--------. Submitted in compliance with the requirements of section 2 of river and 16,160 00 harbor acts of 1866 and 1867. (See Appendix E 23.) 24. Channel between Staten Island and Newo Jersey.-The improvement of this channel has, so far, been restricted to that part of Staten Island RIVER AND HARBOR IMPROVEMENTS. 111 Sound, about 1 miles long, which lies between Elizabethport, N. J., and Newark Bay. The project for its improvement, first proposed in 1873 and since mod- ified, provides for dredging a channel east from Elizabethport to the deep waters of the Kill von Kull 400 feet wide and 13 feet deep at mean low water. At first it was meant to make only the middle part of this channel 13 feet deep, the outside part being but 12 feet deep. Previous to the beginning of this work 9 feet had existed over this shoal at mean low water. The estimated cost of dredging this channel to the full depth of 13 feet was $150,000. In addition to this, it was decided, should it be found necessary, to build four dikes along the line of the channel, two on the north side and two on the south, the estimated cost of which was $60,000, making the total cost ofthe proposed improvement $210,000. Up to June 30, 1886, $154,000 have been appropriated for this work. With this amount the channel has been given the full width and depth proposed, and in 874-'75 2,237 linear feet of dike were built on the south side of the channel, under the first project. It is not thought advisable at present to begin either of the four dikes proposed in the modified project of 1880, and it is proposed to main- tain the channel by dredging and to widen certain parts so as to enable vessels to pass each other more easily. The $15.000 appropriated by act of Congress approved August 5, 1886, will be applied to dredging, and a further sum of $30,000 is asked for continuing the improvement. July 1, 1885, amount available ..........-......-- ......--- ... -........-- 397 47 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...----........--........--------......-- -....----.---... .....-------------......---.. 397 47 Amount appropriated by act approved August 5, 1886- ................... - - - - - -- 15, 000 00 ( Amount (estimated) required for completion of existing project. -------- 91,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 30, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 24.) 25. PassaicRiver, New Jersey.-The Passaic is a large river in New Jersey, emptying into Newark Bay. It is navigable to Passaic, about 13 miles above its mouth. Four miles above the mouth is situated the city of Newark, N. J. The appropriation for this river has been divided into two parts 1. The Passaic River above Newark, from the Pennsylvania Railroad Bridge, in the city of Newark, to the head of navigation at Passaic. 2. The Passaic River below Newark, from the Pennsylvania Railroad Bridge down to the mouth. 1. The Passaic River, above Newark: The original navigable depth of this part of the river was about 2 feet at mean low water, the rise and fall of tides being nearly 5 feet at Newark and 3 feet at Passaic. The channel was obstructed by rocky and gravelly bars, notably those called Middle Bar, Lime Kiln, Belleville, Rutherford Park, and Holsman's. The project for its improvement, adopted in 1872, provided for ob- taining, by means of diking and dredging, a channel 6 feet deep andfrom 60 to 70 feet wide from Newark up to Passaic, the estimated cost of which was $123,924. Up to June 30, 1886, $124,000 had been appropriated; and a channel not less than 6 feet in depth and from 60 to 125 feet wide had been 112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. obtained from the Pennsylvania Railroad Bridge in Newark to Passaic, the head of navigation. The dredged channels have slightly deteriorated at different times, but the project may be called completed. The $2,250 allotted by act of August 5, 1886, for this part of the river will be applied to removing any obstructions which may form in the river from ice or freshets next spring. The commerce of this part of the river is quite large. July 1, 1885, amount available....----.....----..-----.......-----..------..-... ......... $2, 272 26 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............---- ........ .................... ...... 2, 034 30 July 1, 1886, amount available.... .......... ---- -......---........... ..........---- 237 96 Amount appropriated by act approved August 5, 1886.... ...... .... .....----. 2, 250 00 Amount available for fiscal year ending June 30, 1887 ................... 2, 487 96 SAmount (estimated) required for completion of existing project ....... 7, 512 00 Submittet in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. 2. The Passaic River below Newark: The project for this part of the river, adopted in 1880, provided for obtaining a 10-foot channel at mean low water, 200 feet wide, from the Pennsylvania Railroad Bridge in Newark to Newark Bay, by means of diking and dredging, the esti- mated cost being $232,875. In 1884 this project was modified so as to include the deepening of the channel through certain shoals in Newark Bay by dredging and by extending the dike at the mouth of the river about 8,000 feet into the bay, as it was found that these shoals had less water over them than the improved channel in the river. The estimated cost of this modification was $121,000, making a total estimate for the whole project of $353,875. Of this, $148,000 had been appropriated up to June 30, 1886, and a channel through the bay and up the river to the Newark and New York Railroad Bridge has been excavated 12 feet deep and 200 feet wide. From the Newark and New York Railroad Bridge up to the Pennsylvania Railroad Bridge a channel varying in width from 100 to 200 feet, and 12 feet deep, has been dredged, and 4,705 linear feet of diking has been built at the mouth of the river. To complete the improvement 7,300 linear feet of diking will have to be built in Newark Bay and the channel dredged to full width above the Newark and New York Railroad Bridge. With the appropriation of $24,000 made by act of Congress of Au- gust 5, 1886, for this part of the river, it is proposed to extend the dik- ing into the bay a distance of 1,000 linear feet. The commerce of the river up to Newark is estimated at 1,200,000 tons yearly, besides which the commerce of the HTackensack uses the channel in Newark Bay. The commerce warrants the completion of the project as soon as possi- ble; $125,000 is asked by the officer in charge for the fiscal year ending June 30, 1886, to continue the improvement. July 1, 1885, amount available...........................---------- ---...---- 6,711 12 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......--......--.--..--... -----................. ..... 6, 138 30 July 1, 1886, amount available ...----......----...... -- ---......--......--......-....-.. 572 82 Amount appropriated by act approved August 5, 1886 ................... 24,000 00 Amount available for fiscal year ending June 30, 1887.. ............... 24,572 82 RIVER AND HARBOR IMPROVEMENTS. 113 (Amount (estimated) required for completion of existing project......- $181, 875 00 A mount that can be profitably expended in fiscal'year ending June30,1868 60, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix E 25.) IMPROVEMENT OF DELAWARE AND SCHUYLKILL RIVERS AND OF RIVERS IN NEW JERSEY-HARBOR IMPROVEMENTS IN DELAWARE RIVER AND BAY--CONSTRUCTION OF PIER AT LEWES-DELAWARE BREAKWATER. Officer in charge, Lieut. Col. Henry M. Robert, Corps of Engineers. 1. DelawareRiver from Trenton, New Jersey, to its mouth.-Trenton is the head of natural navigation on the Delaware River. Between Trenton and the upper part of Philadelphia, a distance of about 30 miles, the river in its orginal condition was obstructed by shoals which reduced the depth at low water to 3 or 4 feet in the upper part, and to 6 or 7 feet in the lower part of this distance of 30 miles. Below Philadelphia the river in its original condition presented ob- structions at Mifflin Bar which reduced the depth at mean low water to 17 feet, at Schooner Ledge and Cherry Island Flats to 18 feet, at Bulk- head Shoals and Dan Baker Shoals to about 20 feet. The project for the comprehensive improvement of the Delaware River between Trenton and the upper part of Philadelphia has not yet been considered. Efforts in the past have been directed toward reliev- ing commerce from the obstructions which exist in the upper 8 or 10 miles of the river, or that part between Kinkora Bar and Trenton. This part of the river was originally obstructed with shoals which reduced the available depth at low water to from 3 to 4 feet. By dredging, a depth of from 6 to 7 feet has been obtained in this upper 10 miles of river, except at Periwig Shoal, which is about 21 miles below Tren- ton, where there is at present a depth of only 3 feet at low water. A detailed survey of the river between Bridesburg and Trenton is in prog- ress for the purpose of obtaining the necessary data for determining upon a compre.hensive plan forhe permanent improvement of the river between Trenton and the upper part of Philadelphia to meet the re- quirements of commerce, and also the plan adopted for the improve- ment of the river at and below Philadelphia. The efforts of the past to improve the river between Philadelphia and the bay have been confined to dredging, except at Schooner Ledge, where solid rock has been removed, under appropriations for special localities and also under general appropriations for the Delaware River below Bridesburg. A Board of Engineers, convened by direction of the Secretary of War for the purpose of considering the subject of the permanent improve- ment of Delaware River and Bay, recommended, under date of January 23, 1885, the formation of a ship-channel from a point opposite Phila- delphia and about midway between the American Shipbuilding Com- pany's yard and the Gas Trust Wharf to deep water in Delaware Bay, having a least width of 600 feet, and a depth of 26 feet at mean low water. The formation of such a channel is to be obtained, except at Schooner Ledge, where rock would require to be removed, by regula- ting the tidal flow by means of dikes, with recourse to dredging where necessary as an aid to such contracting and regulating works. The estimated cost of obtaining a channel of the above dimensions is about $2,425,000, which covers the estimated cost of the permanent improve- ment of the Delaware River between the upper part of Philadelphia and deep water in the bay, The entire cost of the permanent improve- 8E 114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment of the river between Trenton, N. J., and its mouth cannot be stated until after the completion of the survey between Bridesburg and Trenton and the formation of a project based thereon. The entire amount expended on the improvements of the Delaware River from 1836 to June 30, 1885, under appropriations both for the gen- eral river and for special localities, was $1,364,746.87, of which $45,000 was expended on that part of the river between Trenton and the upper part of Philadelphia. At the latter date, there had been formed a channel of navigable width and 7 feet deep at mean low water through the bars between Bridesburg and Bordentown; 200 feet wide and 9 feet deep at mean low water over the bar between Bridesburg and the head of Petty's Island Bar; 225 feet wide and 24 feet deep through Petty's Island Bar; 300 feet wide and 10 feet deep at mean low water through Smith's Island Bar; 300 feet wide and 26 feet deep at mean low water through Mifflin Bar; 330 feet wide and 24 feet deep at mean low water through Schooner Ledge; 470 feet wide and 24feet deep through Cherry Island Flats; and 385 feet wide and 24 feet deep at low water through Bulkhead Shoals. During the fiscal year ending June 30, 1886, the sum of $134,971.05 was expended in surveys, examinations, and tidal observations; in dredging through Five Mile Bar just above Petty's Island, in the main ship-channel west of Petty's Island, and at Mifflin Bar; and in dike construction near Periwig Shoals above Bordentown, between Fisher's Point and the upper end of Petty's Island, and between Hog and Maiden islands near Mifflin Bar. The dredging through Five Mile Bar is still in progress, and has re- sulted, so far, in opening a channel between the deep water above and below the bar about 100 feet wide and 10 feet deep at mean low water. The dredging west of Petty's Island has widened the main channel to a width of about 400 feet, with a depth of from 21 to 26 feet at mean low water. The dredging at Mifflin Bar was applied to the deepening. of the previously dredged channel to a depth of 26 feet at mean low water. The dikes are as yet unfinished and the extent of their action towards deepening adjacent channels undeterminfed. An appropriation of $500,000 is recommended for the fiscal year end- ing June 30, 1888, which would be applied in accordance with the ap- proved project. July 1, 1885, amount available ...... ...... ....- ............... $185, 555 96 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..----..........-------------.......133, 273 88 July 1, 1886, outstanding liabilities-----------------...---...--.... 34,374 09 167, 647 97 July 1, 1886, amount available........................................ 17,907 99 Amount appropriated by act approved August 5, 1886.... ........ .... 210, 000 00 Amount available for fiscal year ending June 30, 1887-- ........... .... 227, 907 99 Amount (estimated) required for completion of existing project-*.. - 2,215,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888---..--------------................ --......----------.........---...--..-.....-----.---.......---. 500, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 1.) *This amount of $2,215,000 covers the estimated cost of the permanent improvement of the Delaware River between the upper part of Philadelphia and deep water in the bay. The entire cost of the permanent improvement of the river between Trenton, N. J., and its mouth cannot be stated until after the completion of the survey now in progress between Bridesburg and Trenton and the formation of a project baseq thereon. RIVER AND HARBOR IMPROVEMENTS. 115 2. Delaware River at Schooner Ledge.-This locality is about 19 miles below Philadelphia. In its original condition the obstruction to naviga- tion consisted of a ledge of rock, with superposed gravel and bowlders, lying in the main ship-channel quite close to the Delaware shore. The depth of water over this ledge was about 18 feet and the obstructioh was dangerous to navigation. The original project for its improvement was to obtain a channel 24 feet deep at mean low water by the removal of rock and other material, at an estimated cost of $227,000. Under the general project of the Board of Engineers of 1884 the improvement of this part of the river was included in the comprehensive plan for the permanent improvement of Delaware River and bay so as to obtain a depth of 26 feet at mean low water, with a least channel-width of 600 feet at all points where a less depth and width now exist below Philadelphia. Work under the original project was commenced in 1879, and con- tinued to 1884, when the available funds became practically exhausted. The amount expended to June 30, 1885, was $169,837.07, and had re- sulted in the formation of a channel through the ledge 330 feet wide and 24 feet deep at mean low water. Specific appropriations are not recommended for this work. The im- provement of this locality is considered in the report of the Board of En- gineers of 1884, and forms a part of the comprehensive plan for the perma- nent improvement of the Delaware River as recommended by the Board. July 1, 1885, amount available.................................... ..----------------... $162 93 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..........--------.................................... 162 93 Amount (estimated) required for completion of existing project.......... (*) (See Appendix F 2.) 3. Delaware River near Cherry Island Plats.-Thislocality is about 28 miles below Philadelphia. In its original condition the obstruction to navigation consisted of a shoal about 2 miles in length between the 24-foot curves, carrying a least depth of about 18 feet at mean low water. The original project for its improvement was to obtain by dredging a channel of navigable width and 24 feet deep at mean low water, at an estimated cost of $522,720. Under the general project of the Board of Engineers of 1884 the improvement of this part of the river was in- cluded in the comprehensive plan for the permanent improvement of Delaware River and bay, so as to obtain a depth of 26 feet at mean low water, with a least channel-width of 600 feet, at all points where a less depth and width now exist below Philadelphia. Work under the original project was commenced in 1879 and con- tinued through 1883, when the available funds became practically ex- hausted. The amount expended to June 30, 1885, was $398,543.26, and had re- sulted in the formation of a dredged channel through the shoal about 470 feet wide and 24 feet deep at mean low water. Specific appropriations are not recommended for this work. The im- provement of this locality is considered in the report of the Board of Engineers of 1884, and forms a part of the comprehensive plan for the permanent improvement of the Delaware River, as recommended by the Board. *Included in amount required for completion of existing project, "Delaware River from Trenton, N. J., to its mouth." 116 REPORT OF THE CHIEF OF ENGINEERS, U. S, ARMY. July 1, 1885, amount available.......................................... $1, 456 74 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......--.......... -- --.............. --........... 1,456 74 Amount (estimated) required for completion of existing project .......... (*) (See Appendix F 3.) 4. 1rankford Creek, Pennsylvania.-This creek flows eastward to the Delaware River, through the northern portion of the city of Philadel- phia. The grounds of the Frankford Arsenal border upon the left bank of the creek. In its original condition it had a low-water width of about 100 feet, and a low-water depth of about 5 feet at its mouth, above which it rapidly shoaled for a distance of about 3 miles, to the head of tidal flow. The original project proposed the formation of a dredged channel 50 feet wide from its mouth to Frankford avenue, a distance of about 3 miles, the channel to have a depth of 3 feet at mean low water at its upper end, and increasing to 7 feet at its mouth. The estimated cost was $40,000. The act of August 2, 1882, appropriated $10,000, which was applied to the formation of a dredged channel 7 feet deep from its mouth to Horseshoe Bend. This creek, being entirely within the corporate limits of Philadelphia, is being regulated by the city, and no further appropriation for its im- provement by the United States is recommended. No work has been done since 1883. The amount expended to June 30, 1885, was $9,442.83. July 1, 1885, amount available ..........----------............................. $557 17 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......... .... ......... .............. .... .... 292 67 July 1, 1886, amount available...... .... ...... ............ ..... . - 264 50 ....... SAmount (estimated) required for completion of existing project---- 30,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 4.) 5. Schuylkill River, Pennsylvania.-When the work of improvement was commenced in 1870 there was a channel of entrance into the mouth of the river carrying a depth of only 15 feet at mean low water. The original project under which work was commenced in 1870 pro- posed the formation of a channel 100 feet wide with a depth of 20 feet from the mouth of the river to Gibson's Point, and a depth of 18 feet from thence to Chestnut Street Bridge in Philadelphia. In 1875 and 1883 this project was amended so as to increase the mean low-water channel between the mouth and Girard Point to 400 feet wide and 24 feet deep, and from Girard Point to Gibson's Point to 250 feet wide and 20 feet deep. The amount expended upon these projects to June 30, 1885, was $331,701.23, and has resulted in the formation of a channel as follows: From the mouth to Girard Point piers, a distance of about 1 mile, the channel was 300 feet wide and 24 feet deep at mean low water; from Girard Point to Gibson's Point, a distance of about 3 miles, the channel was 150 to 200 feet wide and 20 feet deep; from Gibson's Point to Chest- nut Street Bridge, a distance of about 3 miles, the channel was 150 feet ' * Included in amount required for completion of existing project, " Delaware River from Trenton, N, J., to its mouth," RIVER AND HARBOR IMPROVEMENTS. 117 wide and 18 feet deep at mean low water. This latter reach of river has required no other improvement than the removal of about 1,000 cubic yards of rock near Locust and South streets. During the fiscal year ending June 30, 1886, the sum of $17,914.15 was expended in widening and deepening the channel at points between Gibson's and Girard points by the removal of about 36,000 cubic yards of material. The sum of $75,000 can be profitably expended during the fiscal year ending June 30, 1888, in continuing the dredging of the channel. The commerce of the river is rapidly increasing, and the improvement of the river to the completion of the existing project would be of great ad- vantage. July 1, 1885, amount available .----.......---......---.. ....---....----......----...---.. ...----- $11, 578 97 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.... ...... ...... .... - ... ......--- .. . 11, 194 35 .. - ---.....--- July 1, 1886, amount available----..------......................-------------...---............-- ---- ------ 384 62 Amount appropriated by act approved August 5, 1886--....----.---------- .. 18,750 00 Amount available for fiscal year ending June 30, 1887-- -................... ------ 19,134 62 Amount (estimated) required for completion of existing project- - -...-- - - 116,250 00 Amount that can be profitably expended in fiscal year ending June30, 1888 58, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867 (See Appendix F 5.) 6. Ice-harboratMarcus Hook, Pennsylvania.-This work in its present plan was commenced in 1867, the object being to provide a harbor to protect vessels against moving ice. The original project with the amendments thereto proposed the con- struction of stone piers behind which vessels could anchor, and the con- struction of a bulkhead about 1,800 feet in length, parallel to the shore line, and about 150 feet outside of high-water line, together with the deepening by dredging of the area behind the piers and in front of the bulkhead. The amount expended from 1866 to June 30, 1885, was $171,561.84, and resulted in the construction of three landing-piers and seven detached ice-piers, and the deepening by dredging to a depth of 18 feet of a part of the area between the first and second pair of piers. Extensive re- pairs were also made to the piers from time to time. The work done rendered the harbor available for a limited number of vessels of comparatively light draught seeking protection against run- ning ice. During the fiscal year ending June 30, 1886, $7,438.16 was expended in deepening, by dredging to a depth of 22 feet at mean low water, the area between the first and second pairs of ice-piers, and to a depth of 24 feet the area between the second and third pairs of ice-piers. A group of mooring piles was also placed midway between the inner lines of the first and second and the second and third pairs of ice-piers. This work renders about two-thirds of the harbor available at mean low water for vessels drawing from 22 to 26 feet, and gives also increased mooring facil- ities. The amount required for the completion of the existing project could be profitably expended during the fiscal year ending June 30, 1888, in giving increased harbor facilities, by the construction of the bulkhead, and dredging. 118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available ........................................ $7, 438 16 July 1, 1886, amount expended during fiscal year, exclusive of liabilities 'outstanding July 1, 1885.............................................------------------------------------. 7,438 16 {Amount Amount appropriated by act approved August 5, 1886 ................... (estimated) required for completion of existing project........ Amountthat can be profitably expended in fiscal year ending June 30, 1888 Submitted in compliance with requirements of section 2 of river and 15, 000 00 35,000 00 35, 000 00 harbor acts of 1866 and 1867. (See Appendix F 6.) 7. Ice-harborat head of Delaware Bay, Delaware.-The act of August 2, 1882, appropriated $25,000 for the commencement of work on the ice- harbor at the head of Delaware Bay, to include the removal of some sunken piers, the remains of an old ice-harbor, in the channel east of Reedy Island, Delaware. The necessity for an ice-harbor at the head of Delaware Bay has long been recognized, and considerable study has been devoted to the ques- tions of location and general plan of construction. As to location, the prevailing judgment would place the ice-harbor at or very near Liston's Point. The plan of construction which has been hitherto proposed in general terms provided for a nearly inclosed area, by means of a barrier, to protect vessels against moving ice. This barrier was to consist of iron piles placed at intervals and connected with an iron superstructure so arranged as to either hold or ward the ice from the area within the barrier. The cost of such an ice-harbor has been variously estimated at from $300,000 to $400,000. In the opinion of the officer in charge the plan of detached ice-break- ers, as heretofore used in all the ice-harbors on the Delaware River, is preferable to that of an inclosed area, which latter would prevent the broken ice from escaping from the harbor; but as to whether these ice- breakers should consist of stone piers, or pile piers, or floating pontons requires more time for decision. The problem of successfully designing and constructing an ice-harbor at the head of Delaware Bay is difficult, and of a character where prece- dent furnishes but small guidance; therefore, before the work is com- menced the most careful examination and study should be given to the question. The amount expended to June 30, 1885, was $7,500, of which $3,700 was applied to the removal of the sunken piers back of Reedy Island, as provided in the act of August 2, 1882, making the appropriation of $25,000. The balance of $3,800 was expended iu surveys, examina- tions, and preliminary studies. During the fiscal year ending June 30, 1886, nothing was expended. No appropriation is recommended at present by the officer in charge. July 1, 1885. amount available. ... ......... . ...... .............. ..... $17, 500 00 July 1,1886, amount available-........ ...... .......... ......... .... 17,500 00 Amount (estimated) required for completion of existing project ........ 381, 090 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 7.) 8. Construction of ironpier in Delaware Bay, near Lewes, Delaware.- The original project for this work proposed the construction of a landing- pier about 1,700 feet in length, extending from the shore south of the breakwater into Delaware Bay to a depth of 22 feet at mean low-water, the pier to consist of a substructure of wrought-iron screw-piles sur- RIVER AND HARBOR IMPROVEMENTS. 119 motinted with a timber superstructure. The work was commenced in 1871 and completed, except as to superstructure, in 1880. The amount expended to June 30, 1885, was $367,612.72, and resulted in the construction of 1,155 linear feet of pier 21 feet in width, and 546 linear feet 42 feet in width, or a total length of 1,701 feet. The depth of water at the outer end of the pier-head was about 21 feet at mean low water. From the decayed condition of the timber superstructure it was not availale for use by the railroad, to which the right was given to use the pier under the provisions of the act of July 15, 1870. During the fiscal year ending June 30, 18867 $700.14 was expended in the care of the work and its property. If the pier is to be rendered available for the general purposes of the Government, and also for railroad traffic, as contemplated in the act above referred to, the officer in charge recommends the replacing of the present decayed wooden superstructure by permanent iron-work at an estimated cost of $93,000. If this is approved by Congress the entire amount could be profitably expended during the fiscal year ending June 30, 1888, as when the change in superstructure commences the pier is useless until the change is completed. July 1, 1885, amount available.............. ................. ...... $887 28 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............... .......... ...... .... ............ 700 14 July 1, 1886, amount available. ..................................... 187 14 SAmount (estimated) required for completion of existing project........ 15,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 8.) 9. Delaware Breakwater Harbor, Delaware.--Underact of Congress, May 7, 1822, $22,700 was appropriated for a survey of Delaware Bay, near Cape Henlopen, for the purpose of determining upon the site for a harbor of shelter. In 1828 an appropriation of $250,000 was made for commencing the work, under a plan submitted by a Board of Commis- sioners appointed by Congress. The project of the Board contemplated the construction in the concavity of the bay, just inside Cape Henlopen, of two massive works on the pierresperdues or riprap system, separated by an interval or gap of 1,390 feet-the greater, called the break- water, to afford safe anchorage during gales from the north and east; the other, called the ice-breaker, to protect shipping against northwesterly gales and the heavy .drifting ice of the bay. This project was completed in 1869, under aggregate appropria- tions, including the first for survey, of $2,192,103.70. The stone used in the work amounted to 892,528 gross tons, and varied from one-quar- ter of a ton to 7 tons in weight, the smaller constituting the bulk of the mass, the larger used to cover the exterior slopes. As completed in 1869 the breakwater is 2,558 feet long, and the ice- breaker 1,359 feet long on top. The average width on top is 22 feet, and at base 160 feet. The top is from 12 to 14 feet above mean low water. In 1882 a project was adopted for closing the gap between the break- water and the ice-breaker by means of a random stone foundation with a concrete superstructure. The random stone foundation is to be brought to a height of 12 feet below low water, with a width on top of 48 feet. 120 REPORT OF THE CHLEF OF ENGINEERS, U. S. A1tMY. The concrete superstructure is to have a width on bottom of 24 feet, rising to a height of 12 feet above mean low water, with a width on top of 12 feet. The estimated cost of this project was $675,000. In 1883 and 1884 the project was modified by providing a foundation of brush mattresses for the random stone substructure, and omitting the construction of a pile bridge across the gap, which formed part of the project of 1882 for closing the gap. From the beginning of the work, in 1822, to June 30, 1885, the total amount expended was $2,322,195.27, of which $132,066.22 was expended on the project of 1882 for closing the gap. During the fiscal year ending June 30, 1886, $68,329.10 was applied to the delivery of 30,339 tons of stone in the substructure of the work. It is proposed as funds, become available, to continue the work in progress. July 1, 1885, amount available.......... ......-................ ...... $67, 937 78 July 1, 1887, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .. ... ............. .................. ...... 66,358 45 July 1, 1886, amount available .... ........... .......... .... ........... 1,579 33 Amount appropriated by act approved August 5, 1886 .................. 56, 250 00 Amount available for fiscal year ending June 30, 1887 .... ............... 57, 829 33 Amount (estimated) required for completion of existing project........ 418,750 00 Amount that can be profitably expended in fiscal year ending June 30,1888 200, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1567. (See Appendix F 9.) 10. Rancocas River, New Jersey.-The Rancocas is a comparatively large and important stream 200 yards wide at its mouth, and narrows to about 400 feet at a distance of 8 miles above. As is usual with riv- ers entering into the Delaware Bay and River, a bar exists at its mouth, difficult to treat effectively and cheaply on account of the liability of the cuts to close up unless protected by deflecting dikes. There is, however, a low-water navigable depth of nearly 8 feet over this bar at present. Ths original project provided for a low water-channel from 150 to 200 feet wide and 6 feet deep at low water to Centreton, 74 miles above the mouth, and eventually a 5-foot low-water channel to Mount Holly, 54 miles above Centreton. The estimated cost of the whole was $82,000. The amount expended up to June 30, 1885, was $19,833.24. On that date a dike had been built from the head of Hamill's Island to the north bank of the river, and a 6k-foot low-water chainel 150 feet wide cut through Coate's Bar. The appropriation asked would be expended in carrying the improve- ment up-stream by dredging the shoals in the order in which they ap- pear. July 1, 1885, amount available ......--....----.......... ...................... $166 76 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885. ...................... .. ................. 66 67 July 1, 1886, amount available........................................----------------------------------------. 100 09 (Amount (estimated) required for completion of existing project---..--.... 62, 000 00 Amount that can be profitably expended in fiscal yearendingJune 30,1888 10, 000 00 harbor acts of 1866 and 1867. (See Appendix F 10.) RIVER AND 14ARIBOR IMPROVEMENTS. 121 11. Woodbury Creek, New Jersey.-The lower part of Woodbury Creek, from its mouth to the Crown Point Road Bridge, is considered to have sufficient depth of water at high stages of the tide for the needs of nav- igation. The portion which should be improved is the reach extending from this bridge to the Broad Street Bridge in the town of Woodbury, the head of navigation. At low tide this portion of the creek is almost entirely devoid of water, but the range of tide being between 5 and 6 feet, small vessels can ascend at high stages. The project of 1883 proposed to dredge a channel affording a high- water depth of 8 feet and a width of 40 feet from Crown Point Road Bridge to Broad Street Bridge in the town of Woodbury, at an esti- mated cost of $15,000. This channel when once made is to be main- tained by the parties interested. The sum of $450.31 was expended up to June 30, 1884, for a survey of the creek. The partial dredging of a channel being of no commercial value, ex- penditures have been withheld to await further appropriation sufficient to complete the dredging as far as Woodbury. July 1, 1885, amount available........................---.......-----...... $4, 549 69 July 1, 1886, amount available .......................................--- --. 4,549 69 ( Amount (estimated) required for completion of existing project. Amount that can be profitably expended in fiscal year ending June 30,1888 ---...----... 10, 500 00 5, 000 00 harbor acts of 1866 and 1867. (See Appendix F 11.) 12. Mantua Creek, New Jersey.--The original project for this improve- ment contemplates the construction of a low-water channel 10 feet deep and 80 feet wide at the mouth of the creek, which is to diminish to 4 feet in depth and 40 feet in width at the town of Mantua, situated some 11 miles from the mouth, at an estimated cost of $35,000. The stream in its natural condition possesses good depth of water for a distance of 3 or 4 miles from the Delaware River, having a low-water depth of 9 feet throughout this distance. Above this, however, the channel depth slowly diminishes until at Mantua there is a low-water depth of only 2 feet. No money has yet been expended on the work, and since whatever dredging done here would not be permanent, no further appropriation is recommended. July 1, 1885, amount available .............. ........-----................ $3, 000 00 July 1, 1886, amount available .. _.......... ............................ 3,000 00 Amount (estimated) required for completion of existing project----- ....... -32, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 12.) 13. Raccoon River, New Jersey.-This river has a high-water width at its mouth of about 450 feet, gradually diminishing to 100 feet at Swedes- borough, about 91 miles up-stream. There is a good 4-foot low-water channel and a high-water channel of from 9 to 10 feet from the mouth of the river to more than half the distance to Swedesborough. The se- rious and extensive obstructions are found within 2 miles of that town. There are four bridges across the stream. Two of these are located at Bridgeport, about 2 miles above the mouth of the river, and the other two at Swedesborough. The lower one of the two latter is the Swedes- 122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. borough Railroad Bridge, and barges can pass under it; the upper one is the Main Street Bridge, and is the head of navigation. The project submitted with the report on the survey, dated February 26, 1883, contemplates making the navigation up to Main Street Bridge in-Swedesborough more safe and less difficult for the class of vessels now navigating the stream by dredging, at an estimated cost of $18,000, The sum of $757.23 was expended up to June 30, 1883, for surveys, and nothing since, the bal ance on hand being held to await further ap- propriation. July 1, 1885, amount available.................. .-.... ...... .... ...... $2,242 77 July 1, 1886, amount available...... .... ...... ...... ........ ........- 2, 242 77 Amount (estimated) required for completion of existing project...... .. 16, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 13.) 14. Salem River, New Jersey.-The original navigable capacity of this stream was 6 feet at low water over the bar in Salem Cove, and 3 to 4 feet at low water on the shoals at Biddle's Landing. The originally adopted project consisted in dredging an 8-foot low- water channel, as wide as the vessels needed, through the bar in Salem Cove. Subsequently the work was changed to the shoals in the canal and river above the latter. The amount expended to June 30, 1885, was $13,009.34. On that date a low-water channel 8 feet deep and 110 feet wide had been dredged through the bar in Salem Cove, and a channel 60 feet wide and from 6 to 7 feet deep at low water had been dredged from the head of the canal to a point about 200 feet above Biddle's Landing. Nothing was expended during the fiscal year ending June 30, 1886. The estimated amount required to complete the work according to the existing project, that is, to Hoxie's Landing, is $4,000. If the im- p rovement is carried up to Sharptown, the amount would be $37,000. July 1, 1885, amount available.......... ............... ........... $1, 490 66 July 1, 1886, amount available ......--------------------..................-------.............. 1,490 66 (See Appendix F 14.) 15. Cohansey Creek, New Jersey.-Cohansey Creek, in its original con- dition, was navigable to Bridgeton, 20 miles above its mouth, through a tortuous channel of ample depth. The obstructions to its free navigation were found at Bridgeton and at its mouth, where the creek discharged across a soft mud-bar without any well-defined channel. The gas and water mains of the city of Bridgeton cross the creek at Broad Street at a level of only 4 feet below low Water, and prevent the use of any fur - ther deepening of the channel above them. In the event of the city authorities lowering the pipes to a proper depth, the amount required to complete the project by carrying a 6-foot low-water channel to the "' Nail Works" Bridge would be about $5,500. The original project contemplated the construction of a channel at Bridgeton 130 feet wide and 4 feet deep, at a total cost of $30,000. This was modified to reduce the width to 80 feet and to increase the depth at mean low water to 7 feet from the lower steamboat landing to the bridge, and above that point to 5 feet. This project was again amended in June, 1880. It contemplates bringing the 7-foot low-water channel from deep water below the lower steamboat landing upward as far as the Commerce Street Bridge, and thence to the " Nail Works" Bridge, a low-water channel of 6 feet, the channel to be 100 feet wide at its lower end and to decrease to 50 feet at the upper bridge. RIVER AND HARBOR IMPROVEMENTS. 123 The total amount expended to June 30, 1885, was $35,489.27. At that date the 7-foot low-water channel had been widened and straight- ened, and it is now 90 feet wide between the upper and lower steam- boat wharves, and 70 feet above that to the bridge. No more money can be advantageously expended until the gas and water pipes are lowered or removed. If this is done, the amount that can be profitably expended during the fiscal year ending June 30, 1888, is $5,500, which would complete the improvement according to the ex- isting project. A~mount (estimated) required for completion of existing project........ $5, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix F 15.) 16. Removal of wrecks from Delaware Bay and River.-There have been no operations during the past fiscal year under this appropriation, the removal of all wrecks having been made under the general provis- ions for " Removing sunken vessels or craft obstructing or endangering navigation." July 1,1885, amount available ....... ...... ....... ...........-- .... ...... $2, 420 97 July 1, 1886, amount available ..................... ....................... 2, 420 97 (See Appendix F 16.) 17. Removing sunken vessels or craft obstructing or endangering naviga- tion.-Duringthe past fiscal year the following wrecks were removed from the Delaware River under the provisions of section 4, act of June 14, 1880: The sloop Ann, from near the Deep Water Point range, off the lower part of New Castle, Delaware, and the steam canal-boat Thomas Carroll from near the intersection of the Schooner Ledge and Cherry Island fiats ranges. (See Appendix F 17.) 18. United States Commission Advisory to the Board of Harbor Com- missioners of Philadelphia,Pennsylvania.--The United States Commis- sion Advisory to the Harbor Commission of Philadelphia have had under consideration the establishment of the Port-Wardens' lines. Plans were submitted for a Port-Wardens' line from the mouth of the Schuylkill to Bridesburg, which were approved by the Harbor Com- mission and formally adopted by the councils of the city of Philadelphia. This action, in connection with previous State legislation, has estab- lished the legality of the Port-Wardens' lines for this part of the Dela- ware River front. The commission have under consideration the plan for the definite Port-Wardens' lines between Bridesburg and the upper city limits, and pending the establishment of such lines, have, at the request of the Harbor Commission, prepared a chart showing a line be- yond which no wharf should for the present be allowed to extend. The city councils have passed a resolution requesting the Board of Port Wardens not to grant permission to extend wharves beyond the line recommended. A physical survey of the river is now in progress between Brides- burg and the upper limits of the city, for the purpose of obtaining the necessary data required for the definite establishment of the Port-War- (lens' lines for this part of the river. Besides the establishment of this line, the following work of the com- mission yet remains to be accomplished: The reference of the Port- Wardens' lines to fixed monuments; the establishment of Port-Wardens' 124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. lines around Smith and Windmill islands, and for the Delaware River between the mouth of the Schuylkill and the lower city limits. (See AppendixF 18.) IMPROVEMENT OF HARBORS AND RIVERS IN THE STATES OF DELA- WARE AND MARYLAND, AND OF MAURICE RIVER, NEW JERSEY. Engineer in charge, Mr. W. F. Smith, United States agent. 1. Maurice River, New Jersey.-This river is in the southern part of New Jersey, flowing through extensive swamps into Delaware Bay. From a point 4 miles below the town to the mouth the depths vary from 10 to 20 feet or more; the chief obstructions are in the 4 miles just below the town of Millville and in the bar at the entrance. The low-water depth over the bar is about 5 feet, with a range in the tide of 6.1 feet. The average depth over the 4 miles just below the town of Millville is 24 feet. The original project for this improvement con- templates the construction of a 6-foot low-water navigation from the mouth of the river to the town of Millville and a 4-foot navigation along the front of the town by the removal of obstructions extending over the 4 miles below the town. The estimated cost was $112,000. The amount expended to the close of the fiscal year ending June 30, 1885, is $1,004.80, without any material change in the navigation of the river. During-the fiscal year ending June 30, 1886, $18,994.14 was expended, and has resulted in giving a channel 100 feet wide and from 5 to 6 feet deep at low water through French's Bar, and from a point 2.14 miles below Miliville to the town, and along its front a low-water navigable channel of 5 feet in depth and varying from 100 to 50 feet in width, in- cluding a cut-off through the point of land at Silver Run. This cut-off will save in distance 1,300 feet, as welt as avoiding four abrupt bends. The amount that can be profitably expended during the fiscal year ending June 30, 1888, is $20,000, which would be applied to continuing the improvement of the river by the construction of a 6 foot navigation from Millville to its mouth. The amount required for the entire completion of the work of im- provement in accordance with approved and adopted project is $87,000, and it is believed the improvement when made will be permanent. July 1, 1885, amount available ..---..----...............------.............. $18,995 20 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......--..--.................................-------------.. 18,994 14 --................. ....... July 1, 1886, amount available ....---......--... 1 06 Amount appropriated by act approved August 5, 1886 ................... 5, 000 00 Amount available for fiscal year ending June 30, 1887-..----....-------------............. 5,001 06 Amount (estimated) required for completion of existing project .....-. 87, 000 00 Amount that can be profitably expended in fiscal year ending June30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 1.) 2. Wilmington Harbor, Delaware.-In its original condition this har- bor had only a narrow channel entrance from the Delaware River with a depth of 9 feet at mean low water; from thence to the city of Wilming- ton a 12-foot navigation was available. The originally adopted project for the improvement provided for a low- water navigation of 12 feet in depth with a chafinel width varying from ' feet to 150 feet, from Market Street Bridge to the entrance of the har- our into the Delaware River. RIVER AND HARBOR IMPROVEMENTS. 125 A later project was submitted and approved providing for a 15-foot low-water navigation from the entrance of the harbor to the Pulp Works above the city of Wilmington, and from thence to the Delaware Railroad Bridge, a 12-foot low-water navigation; the width of the channel to be 150 feet from the entrance to Market Street Bridge, and from thence to the Pulp Works 75 feet, and from that point to Delaware Railroad Bridge 50 feet. This 15-foot and 12-foot navigation was to be obtained by dredging, constructing a jetty at the entrance of the harbor, and the removal of a small quantity of rock near Third Street Bridge. This project was amended in 1884, which provided for an additional height to the jetty then already completed, and to extend it 322 feet in length into the Delaware River. It is thought that these additions to the jetty will check the unexpected eddying and counter-currents which cause shoaling at some points more rapidly than before it was con- structed; also dredging out the bar at the entrance uniting the 15-foot curves inside the harbor with the 15-foot curve of the Delaware River. The amount expended to the close of the fiscal year ending June 30, 1885, was $190,956.77, and at that date the harbor had a 15-foot naviga- tion from its entrance to Market Street Bridge and from there to the Pulp Works a 12-foot navigation, excepting in the draw of Market Street Bridge where in some places only 8 feet of water existed. The amount expended during the year ending June 30,1886, is $3,927.22, and the result was the removal of a sunken crib off Lobdell's Canal and the two old light-house wharves at the entrance of the harbor, each of which were obstructions and increased the difficulties of navigation by choking and jamming the floating ice during spring months; also the deepening of the channel through the draw at Market Street Bridge to a depth of 15 feet at mean low water, and a width of 80 feet. The amount that can be profitably expended during the year ending June 30, 1888, is $75,000, and if appropriated it is proposed to extend the jetty 322 feet aid to continue the work on the project for a 15-foot navigation to the pulp works. The amount estimated for the completion of the improvement is $147,634. It might be supposed that the amendment of 1884 to the project for a 15-foot navigation would increase this estimate, but in the Report of the Chief of Engineers for 1883, Part I, page 620, the esti- mate of cost of this work is there increased, and it is thought the amount now estimated for the completion of the work is sufficient to do all that is required, including the amendment and the work of removal of the old crib and wharves. July 1,1885, amount available ..................---------.. ............. ... $17, 043 23 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......... ...... ---.... .... -.................-- 3, 927 32 July 1,1886, amount available ............. .....................- ....... 13,115 91 Amount appropriated by act approved August 5,1886 ....................------ 1, 750 00 Amount available for fiscal year ending June 30,1887----...... --....--..--.... 31,865 91 Amount (estimated) required for completion of existing project - --- 147,634 00 Amount that can be profitably expended in fiscal year ending June 30,1888 75, 000 00 Submitted in compliance with requirements of section 4 of river and harbor acts of 1866 and 1867. (See Appendix G 2.) 3. Ice-harbor at New Castle, Delawarc.-- This important harbor of refuge was finished August 8, 1882. It is now complete according to 126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the existing project, but is greatly in need of repairs in various direc- tions. Those most to be recommended are the continuing of the dredg- ing inside the harbor, so as to give throughout the entire area 18 feet at mean low water, to repair one crib, and to rebuild another, which is in constant danger of being destroyed, and to place about 100 cubic yards of riprap around the pier. The amount that can profitably be expended during the fiscal year ending June 30, 1888, is $15,600. If this sum should be appropriated it is proposed to expend it in dredging the harbor to a depth of 18 feet at mean low water, to rebuild one pier, repair another, and place rip- rapping around those piers exposed to strong currents. Amount appropriated by act approved August 5, 1886 .................... $5, 000 00 ( Amount (estimated) required for completion of existing project....... 15,600 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 15,000 00 Submitted in complance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 3.) 4. Duck Creek Delaware.-The original condition of Duck Creek was a bar at the mouth, having 3 feet at ordinary low water,with nine shoals with a minimum depth of 2.5 feet in the channel between the bar and Smyrna, the head of navigation. The approved project was to con- struct a channel through the bar to 8 feet depth at mean low water and having in width not less than 100 feet, and the removal of the existing shoals as far as Smyrna to the same depth. The amount expended to the close of the fiscal year ending June 30, 1885,was $10,000, in making a channel through the bar at the mouth of the creek, but the improvement was not permanent, and the channel soon filled up for want of a protecting work. No work was ever done to remove the shoals between the mouth of the river and Smyrna. The navig ation would be greatly improved if these shoals could be removed, by enabling vessels to pass between Smyrna and the mouth on any tide, and reach the deep water of Dela- ware Bay with high water, whereas it now takes several high tides to reach that point. The commerce on this stream is large and would seem to justify the rem oval of the sho als, but it is not believed to be suffi- cient for the expenditure necessary for the permanent improvement of the mouth. This plan has been adopted for the improvement of both the Saint Jones and Broadkiln rivers, and navigation has been greatly benefited thereby, and the tendency has been, as reported by captains of vessels sailing these rivers, since the removal of the shoals from the bed of these rivers, to increase the depth of water over the bar at the mouth. Nothing was done during the year ending June 30, 1886, for want of money. The amount that can be profitably extended during the fiscal year endingJune 30, 1888, is $6,000, and if appropriated will be applied to { the removal of the shoals between Smyrna and the mouth of the river, to give a low -water navigation of 8 feet in depth. Amount (estimated) required for completion of existing project-------$12, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 6, 000 00 Submitted in compliance with requirements of section 2 of river and harber acts of 1866 and 1867. (See Appendix G 4.) 5. Saint Jones River, Delawuare.-The obstructions to navigation in this river consist of a bar at its mouth with only 2 feet in depth at mean low water on it i from its mouth to Lebanon numerous shoals over which RIVER AND HARBOR IMPROVEMENTS. 12T there is only 4 feet at mean low water, and from Lebanon to Dover, the. head of navigation, 2.5 feet at low water. Many bends in the river also interfere with navigation. The original project for the improvement of this river was to give a 6-foot navigation by cutting a channel through the bar at the mouth 100 feet in width, to be protected by a jetty; to remove the shoals and make several cut-offs. The amount expended to the close of the fiscal year ending June 30, 1885, was $719.99. The amount expended during the fiscal year ending June 30, 1886, is $11,546.08, and has resulted in giving a 6-foot navigation from the mouth of the river to Lebanon and a portion of the distance between Lebanon and Dover. Vessels are enabled now to go from Lebanon to the mouth of the river on any tide, and pass over the bar on high water, whereas before the improvement they were frequently detained by low water at each shoal. The amount that can be profitably expended during the fiscal year ending June 30, 1888, is $10,000, and if appropriated will be applied to continuing the improvement by removing the shoals, cutting off points and bends which obstruct navigation. The benefits to be derived from this improvement are to shorten the distance between Dover and the mouth of the river, and to lessen the time required by enabling vessels to navigate the river at any tide. July 1, 1885, amount available----..---.. -......-......-----...... .................. $14, 162 11 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ..........---------.---....--........---.. $11, 546 08 July 1, 1886, outstanding liabilities .... .................... 1, 122 44 12, 668 52 July 1, 1886, amount available........................................... 1,493 59 Amount appropriated by act approved August 5, 1886 .. .................. 10,000 00 { Amount available for fiscal year ending June 30, 1887 .................... Amount (estimated) required for completion of existing project-------- 10,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and 11,493 59 harbor acts of 1866 and 1867. (See Appendix G 5.) 6. Mispillion -Creek, Delaware.-Inits original condition this river had a width of about 90 feet at Milford, the head of navigation, increasing to 240 feet at its mouth. The entrance to Delaware Bay had a depth of li feet at mean low water, and between the mouth and Milford are several shoals having a depth of from 4 to 5 feet on them. The origin- ally adopted project was to make a 6-foot low-water navigation with a, channel width of 40 feet through the bar at the mouth, and to remove the shoals from the bed of the stream to the same depth. The amount expended to the close of the fiscal year ending June 30, 1885, was $13,000, in removing the shoals from the bed of the river, which has been of benefit to the ship-building and commercial interests of this locality. Nothing has been done during the year ending June 30, 1886, for want of appropriations. The amount that can be profitably expended during the year ending June 30, 1888, is $3,500, and if appropriated it is proposed to continue the removal of the shoals between Milford and the mouth of the river to a depth of 6 feet at mean low water, which will be a further benefit to' navigation by allowing vessels to go up and down the stream at any stage of the tide and lessening the time now required. 128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The estimated amount required for the entire and permanent comple- tion of the work of improvement in accordance with the adopted pro- ject is $58,500, and if the bar at the mouth is to be improved the whole amount should be appropriated at once. (Amount (estimated) required for completion of existing project........ $58, 500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 3,500 00 Submitted in compliance with requirements of section '2 of river and harbor acts of 1866 and 1867. (See Appendix G 6.) 7. Broadkiln River, Delaware.-The Broadkiln River had a bar at its mouth having only 24 feet of water over it at mean low water, and was also obstructed by numerous shoals between its mouth and Milton, the head of navigation. The original project was for a 6-foot navigation from the mouth of the river to Milton, by improving its entrance into the Delaware Bay and removal of the shoals from the bed of the river and cutting off certain points. Owing to the appropriations being small no attempt has been made to improve the mouth, and operations have been confined to removing the shoals and cutting off points. The amount expended to the close of fiscal year ending June 30, 1885, was $11,745.92 which was applied to dredging the main shoals and to examinations of the river; $13,254.08 was expended during the fiscal year ending June 30, 1886, and resulted in giving a 6-foot navigation at low water from Milton to the mouth of the river. The mean rise of tide at Milton before the improvement was commenced was 1.8 feet; after the work was finished, it was 3 feet. Vessels are now able to pass between Milton and the mouth of the river at any stage of the tide, saving from two to three days in time. July 1, 1885, amount available ......... ---...... -- ...... ...... ..-....... .... $13, 254 08 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ..............------------------.........----..-----................ 13,254 08 Amount (estimated) required for completion of existing project .......--------. 31, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 7.) 8. Broad Creek, Delaware, from its mouth to Laurel.-The originally adopted project was to make a channel 7 feet in depth and 60 feet in width to the town of Laurel, the estimated cost of which was $46,500; and if training-walls, to regulate the water-way, are constructed the estimate should be increased to $60,000. The project was amended by the officer in charge in 1883, who recom- mended a channel of 6 feet in depth at mean low water, and 50 feet in width, which is as great a width as the stream will bear, and the build- ing of dikes for the protection of the channel. The estimated cost is $32,625. The amount expended to the close of the fiscal year ending June 30, 1885, was $20,000, and a channel was excavated, 32 feet wide and 6 feet deep at mean low water, from the railroad bridge at Laurel to a point about 6,900 feet down the stream, and the natural channel below this point straightened and widened by cutting off some sharp points for a further distance of 4,300 feet. Nothing was done during the year ending June 30, 1886, for want of money, no appropriations having been made for this improvement since 1882, RIVER AND HARBOR IMPROVEMENTS. 129 It is proposed to make a channel 7 feet in depth and 50 feet in width, and to construct dikes for its protection. SAmount (estimated) required for completion of existing project ........ $32, 000 00 Amount that can beprofitably expended in fiscal year endingJune30, 1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 8.) 9. IndianRiver, Delaware.-The main obstructions in the Indian River in its original condition consisted, in "The Bulkhead," over which there was only a depth of about 2 feet at low water; the bar at its mouth with a depth on it of only about 2 feet at mean low water, and a few ob- structions in Indian River proper. The original project for the improvement was to dredge a channel 80 feet wide and 4 feet deep through " The Bulkhead"; thence a channel straight to the inlet, protecting it by means of a dike on its northern side, through to the sea-beach, and to construct a > -shaped dike to bring the currents on each side at Burton's Island into more regular confluence. The estimated cost of this project was $50,000. The amount expended to the close of the fiscal year ending June 30, 1885, was $10,000, and the cut through the Bulkhead Shoal was completed, but not to the full width contemplated. The cut was made 4 feet in depth the entire length of the shoal, and 80 feet wide for two-thirds of the length and 60 fect wide through the other one-third. Nothing was done on the improvement during the year ending June 30, 1886. The dredging here will amount to more than the original estimate, and will certainly cost $60,000. Its entire completion, therefore, will require the sum of $50,000 additional. Amount (estimated) required for completion of existing project........ $50, 000 00 Submitted in compliance with requirement s of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 9.) 10. Susquehanna River above and below Havre de Grace, Maryland.- The first appropriation by the United States for this river was made in 1852, and at that time the navigation was obstructed by two shoals between the light-house at Havre de Grace and Spesutia Island, upon which there were depths of only 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 has been done several times, but the improvement has not been permanent. A later project was submitted and approved for the improvement of the channel to the depths of 12 and 15 feet at mean low water, respect- ively; to dredge off the shoal above the railroad bridge and along the west bank of the river near Watson's Island to a depth of 8 feet, with a view to relieving the ice-gorge which usually occurs there and does much damage; for the construction of a channel, basins, and break- waters, under the designs of the United States Fish Commission, at Fishing Battery light-house for use of the commission. The amount expended to the close of the fiscal year ending June 30, 1885, was $130,746.13, in maintaining the 12-foot low-water navigation below the bridge; the shoal near Watson's Island was dredged back a width of 200 feet, to a depth of 8 feet at mean low water, and at Fishing Battery light, the channel, basins, and breakwaters were constructed for use of the United States Fish Commission. 9E 130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended during the year ending June 30, 1886, is $11,224.80, and the shoal near Watson's Island was dredged back a further distance of 200 feet, to a depth of 8 feet at mean low water. The effect of this work has been of great benefit and the tendency of the ice to gorge lessened. The two important interests of the Susquehanna River below Havre de Grace, the navigation and fishery, are somewhat in antagonism, as the means deemed necessary for securing a permanent deeper channel in that section of the river, viz, jetties and other regulating works, are greatly opposed by those engaged in the fisheries. The alternative was submitted to Congress, in the Annual Report of the Chief of Engineers for 1883, of appropriating at once $100,000 for these regulating works to be put in, to the detriment of the fishery in- terests, or to appropriate $20,000 annually for dredging. Assuming the alternative adopted by Congress by appropriating $20,000 for this improvement in 1884, the amount that can be profitably expended during the fiscal year ending June 30, 1888, is $20,000. If appropriated, it is proposed to continue the work, under the adopted project for a 15-foot navigation below Havre de Grace, by redredging the two shoals to that depth, and to cut off as much more of.the shoal near Watson's Island as the balance of the funds will permit. July 1, 1885, amount available........--- .----.. .----......--......-.. --.. $11, 643 s8 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........................-----------------------------------------11,224 80 July 1, 1886, amount available--..------------...--...----...----....--------.....------.... 419 07 Amount appropriated by act approved August 5, 1886---......--....-....- 6, 000 00 - -- - - - -- - - - -. Amount available for fiscal year ending June 30, 1887 .................. 6,419 07 ............. Amount (estimated) required for annual dredging-- ...----------------- 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 10.) 11. Chester River, at Rent Island Narrows, ]liarytland.-The approved project was to reopen a channel, formerly existing between Chester River and Eastern Bay, which had been shut up by a solid causeway under the authority of the State of Maryland. This project was com- pleted and an unexpended balance of $2,500, has remained since 1878. No further work is deemed necessary. The channel opened seems to be of little use, and, as no steamers pass through, it has been gradually filling up. July 1, 1885, amount available----......----------................--......----..---............ $2, 500 00 July 1, 1886, amount available.................-------- ---....--------------......-----....-------- 2,500 00 (See Appendix G 11.) 12. Chester River,frontm Spry's Landing to Crumpqton,Maryland.--In its original condition only 64 feet of water could be carried betweeu these two places. The originally adopted project was for dredging an artificial channel 120 feet wide and 8 feet deep at mean low water. This project was com- pleted in July, 1883. No work has been done on this locality since that time. The amount expended to June 30, 1885, was $13,000, which was the original estimate for the improvement. (See Appendix G 12.) RIVER AND HARBOR IMPROVEMENTS. 131 13. Corsica Creek, Maryland.-The condition of this stream originally was such that navigation between Hooper's Wharf and the town of Centreville was kept up by the use of lighters. The originally adopted project for the improvement was to construct a channel 100 feet wide and 8 feet deep at mean low water, from Hooper's Landing to the town of Centreville, with a turning basin at the head. The estimated cost was $30,000. To the close of the fiscal year ending June 30, 1885, $10,000 had been appropriated for this improvement, and a channel 8 feet deep at low water and 50 feet in width has been made from Hooper's Landing to within 344 feet of the County Bridge, the head of n avigation. The channel was also straightened by cutting off a point of land near the town of Centreville, the right to which was given the United States free of cost. Steamers are able now to reach Centreville Landing, and lighterage is no longer necessary. Nothing was done during the fiscal year ending June 30, 1886, for want of funds. The amount that can be profitably expended during the fiscal year ending June 30, 1888, is $10,000, and if appropriated it is proposed to apply the same to the continuance and completion of the improvement in accordance with adopted project. The commerce of the creek is very large, and navigation has been greatly benefited by the improvement, as well as a saving in expense of lighterage. July 1, 1885, amount available ......................................... $308 86 July 1, 1886, amount available .............- ..... .............. ..... 308 86 Amount appropriated by act approved August 5, 1886 ................... 10,000 00 Amount available for fiscal year ending June 30, 1887 .................. 10,308 86 SAmount (estimated) required for completion of existing project........ 10,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 ] Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix G 13.) 14. Choptank River, Maryland.-This river originally had a depth of about 9 or 10 feet of water, except at one point, as high up as Denton, where, the mean rise of tide is about 2 feet. Between Denton and Greensborough, the portion 6n which the improvement has been made, the width varies from 100 to 650 feet, with a depth varying from 2 feet to 8 feet at mean low water. The originally adopted project for the improvement of the river was for an 8-foot low-water channel, with a width of 75 feet, at a cost of $79,000. It was stated, however, that the cost would be much reduced if the depth was kept at 7 feet. The total amount appropriated for this improvement to the close of the fiscal year ending June 30, 1885, was $20,000, and a 6-foot low-water navigation has been attained from Denton to Case's Wharf, and from thence to the town of Greensborough 5-foot low-water navigation has been made. The width of the artificial channel varies from 47 feet to 75 feet. There were no operations during the fiscal year ending June 30, 1886. The estimated amount required to complete the work of improvement in accordance with the adopted project is $47,000. The benefits ex- pected by the completion of this improvement are, that a larger class of steamers and vessels will navigate this portion of the river, and freights reduced thereby. Denton and Greensborough are both thriv- ing towns on the eastern shore of Maryland, and large quantities of 132 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. grain, lumber, fruit, and other products are shipped from there to Bal- timore by water. A small steamer has already been put on this river between Denton and Greensborough, since the improvement has begun, and a larger steamer comes within 8 miles of the town of Greensborough. July 1, 1885, amount available .. --------------------------------------- $.109 25 July 1, 1886, amount available.......... ..................... ........... 109 28 Amount appropriated by act approved August 5, 1886 ..................... 10,000 00 Amount available for fiscal year ending June 30, 1887 .-.... .............. 10,109 28 Amount (estimated) required for completion of existing project-.--.--. 47,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 14.) 15. Wicomico River, .Maryland.--In the original condition, this river was only navigable to a point several miles below the town of Salisbury. The originally adopted project for the improvement of this river was to give 7-foot low-water navigation in a channel about 70 feet in width for a distance of about 2 miles below Salisbury. The project also included some dikes for the contraction of the water- way, and as a place behind which to deposit material removed from the channel. The project approved for the expenditure of the appropriation of July 5, 1884, recommended an amendment to the original project by straight- ening and widening the channel from 85 to 100 feet. The amount expended to the close of the fiscal year ending June 30, 1885, was $45,524.17, and a 7-foot low-water channel had been made to the town of Salisbury, with a width of 70 feet the entire distance, and from 85 to 100 feet in width, to within 2,217 feet of the town. Also a good turning-basin has been excavated near the town. The amount expended during the fiscal year ending June 30, 1886, is $3,105.36, and the remaining portion of the channel, 2,217 feet, was widened to 85 and 100 feet to correspond to the balance of the artificial channel, which work completed the project. No further improvement seems necessary to this river at present. The improvement made has been of great benefit to navigation, and placed Salisbury, Md., in direct communication with Baltimore by water. July 1, 1885, amount available .......................... ................ $4, 478 16 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...-----..........................-----------......---........ 3, 105 36 July 1, 1886, amount available.---.....-.-... . .... .... 1,372 80 (See Appendix G 15.) 16. Upper Thoroughfare,between Deil's Island and the mainland.--This water-passage separates Deil's Island from the mainland of Somerset County, Maryland. At its eastward end this passage is an arm of Tan- gier Sound, of considerable width, narrowing and shoaling rapidly, and exposed to southwest storms. The original project of this improvement was to provide a harbor of refuge for small vessels, and a place at which steamers could stop and hring the people and their abundant crops from the land and water into quick communication with the markets of Baltimore and Philadel- phia by dredging an anchorage basin with an approach to deep water, RIVER AND HARBOR IMPROVEMENTS. 133 and construct a breakwater for its protection from filling. The esti- mate of the cost of this improvement is $20,000. No work has been done as yet, as the funds available are inadequate to be applied advan- tageously. The Maryland Steamboat Company, running from Baltimore, have a pier at DeiPs Island. July 1, 1885, amount available ......-----------......--------......----......-...--...------......--..... . $4.669 91 July 1, 1886, amount available ......................................-. 4,669 91 SAmount (estimated) required for completion of existing project........-------- 15,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix G 16.) IMPROVEMENT OF PATAPSCO RIVER AND CHANNEL TO BALTIMORE, MARYLAND, AND OF THE HARBOR OF ANNAPOLIS, MARYLAND. Officer in charge, Lieut. Col. W. P. Craighill, Corps of Engineers. 1. Channel to Baltimore, Maryland.-The depth of this channel has been by successive steps increased from 17 feet at mean low water to 27 feet, with an average rise of tide of about 18 inches. The project of improvement at first adopted and commenced in October, 1853, had for its object to give a channel 22 feet 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 chan- nel was completed in 1874, important changes of position having been given to a portion of it, by which the distance was materially lessened and the expense of maintenance decreased. The object of the 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 and 24) feet. The last appropriation previous to 1884 was in August, 1882, $450,000, there being none in 1883. This was expended in giving a depth of 27 feet in the Fort McHenry, Brewerton, and Craighill branches of the channel, and in the " cut-off" between the Brewerton and Craighill branches, by which last a saving of nearly a mile in distance was made, besides an improvement in direction and diminution in cost of main- tenance. The width attained was, however, too little. For want of funds the work of improvement was entirely suspended during the whole of the year ending June 30, 1886. Advantage was taken of the absence of the dredges with their numer- ous attendant tugs and scows to make a thorough resurvey of the whole channel, the map of which has also been prepared. The following are the widths of the respective branches of the chan- nel June 30, 1886, with a depth of 27 feet at mean low water: Feet. Craighill Channel..----....----..--....................--..------------------...... ------....------....-- ..-----...... 350 Cut-off Channel ---------------------- -----....................................-- ---------------- ---........----............ ---- 300 Brewerton Channel..--......-- ......-----------......--......-----......--------..---------......---............ 250 Fort McHenry Channel......----..... ------ ------ ----..................... ...............-- 250 Though the depth of 27 feet at low water has been reached, and seems to suffice for the present needs, the width is too little for easy or safe navigation by very large vessels, whose length is considerably greater than the width of the channel. 134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Up to June 30, 1886, the United States h'ad expended $2,032,833.72, 2Maryland, with the results indicated above. The city of Baltimore and the State of chiefly the former, had contributed to the same object $584,000. The estimate below is for making the channel of a uniform width of 400 feet, which is still too little. July 1, 1885, amount available.....---.------..............-. ....----..........------. 30,8416 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, l85 .-..--- -- ..--..---- - .............----- ...--.. . 6, 052 97 July 1, 1886, amount available .--...--...- ---..--....--...-...----....--.......... 24, 793 44 Amount appropriated by act approved August 5, 1886----......-..----..-..--...... 150, 000 00 Amount available for fiscal year ending June 30, 1887- --...................-- 174,793 44 {Amount (estimated) required for completion of existing project.-- - -.. . Amount that can be profitably expended in fiscal year ending June 30, 1888 80, 000 00 80, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix H 1.) 2. Harbor of Annapolis, Maryland.-An appropriation of $5,000 was made for this harbor June 14, 1880, and another of the same amount March 3, 1881. Until recently it had not been considered necessary or expedient to spend the money for reasons which have been fully stated in several preceding annual reports. Information was received towards the close of 1885 that certain areas within the harbor had shoaled considerably, and the free movement of vessels was consequently much impeded. As soon as possible an ex- amination was made of these shoal portions, much delay having been caused by the presence of ice, by high winds, &c. The survey was finished late in April, and the map completed in May. It has been deemed necessary to dredge a part of the harbor to a depth of 20 feet, and a part to a depth of 14 feet, at mean low water. The work was duly advertised and put under contract, and is to be finished in 1886. There yet remain two bars with not more than 18 feet on them at mean low water, which prevent large ships from passing from the bay into the deeper water (24 feet and more) of the Severn River, just abreast 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. - A project, suggested several years ago, for the removal of these bars by dredging a channel through through them 24 feet deep at mean low water, with minimum width of 150 feet, is estimated to cost $66,000, which, if due regard be had for econony, should be provided in one sum and spent in a single season. The rise of tide is about 1 foot. July 1, 1885, amount available-..------...... ------......---.............------... ---------..--. 9, 205 98 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................................. 436 99 July 1, 1886, amount available ................... .......... .... ...... 8, 768 99 Amount (estimated) required for completion of existing project--........ - 66, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 66, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix H 2.) RIVER AND HARBOR IMPROVEMENTS. 135 3. Removing sunken vessels or craft obstructing or endangering naviga- tion.-Notice was received in June, 1886, that there was a dangerous wreck near Cove Point, Chesapeake Bay. Upon investigation this ves- sel was found to be the schooner Oliphant, loaded with guano, bound from Baltimore. The necessary steps have been taken for her removal, in conformity to the law of June 14, 1880. (See Appendix II 3.) IMPROVEMENT OF THE HARBORS AT WASHINGTON AND GEORGETOWN, DISTRICT OF COLUMBIA-IMPROVEMENT OF THE POTOMAC RIVER AT WASHINGTON, DISTRICT OF COLUMBIA--IMPROVEMENT OF JAMES RIVER, VIRGINIA, AND OF SHENANDOAH RIVER, WEST VIRGINIA. Officer in charge, Maj. Peter C. Hains, Corps of Engineers. 1. Harbors at Washington and Georgetown, .Districtof Columbia.-The improvement of the harbors at Washington and Georgetown was first undertaken by the Government in 1870. Prior to that time the chan- nel over the bar below Georgetown had only 8 feet of.water at mean low tide. It was crooked, narrow, and difficult to navigate, so much so that up to 1870 the corporation of Georgetown had itself spent consider- able money in dredging it. The channel over the bar below Long Bridge was less troublesome and somewhat deeper, but did not satisfy the wants of commerce. The Washington Channel, or Harbor, along the city front from the northern limit of the arsenal to Long Bridge, had a ruling depth of only 10 feet at mean low tide. There were, besides, in the harbor of George- town, many projecting rocks with a depth of water over them that ren- dered navigation difficult and dangerous. The original project looked to securing a depth of 16 feet at low tide to Georgetown, and along the wharves of the Washington Harbor from Arsenal Point to Long Bridge, and the removal of the most dangerous rocks that obstructed navigation in the harbor of Georgetown. When by act of August 2, 1882, Congress made an appropriation for improv- ing the Potomac River in the vicinity of Washington, D. C., having reference to the improvement of navigation, the establishment of the harbor lines, and the raising of the flats, the project was modified to the removal of rocks in Georgetown Harbor to the depth of 20 feet at mean low tide, that being the depth to be given to the channel below. The total amount expended on the improvement of Washington and Georgetown harbors up to the close of the fiscal year ending June 30, 1886, is $290,000. Of this amount, $260,821.45 has been expended in dredging. The remainder was expended in the removal of rocks in Georgetown Harbor. At the present time there is 20 feet of water at mean low tide in both harbors. During the past year operations were confined to completing the re- moval of rocks in Georgetown Harbor, and in dredging the Georgetown Channel above Long Bridge. The removal of rocks was completed in November, 1885. The completion of this work left a balance of $11,316.17, which was applied to dredging the Georgetown Channel above Long Bridge, which was done under contract, the material being deposited on the Potomac Flats. July 1, 1885, amount available..-- .....----- ------ ----------.. ..-------- $18, 425 67 July 1, 1856, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..........---------------------............... $16, 909 79 July 1, 1886, outstanding li~abilities..----.................... 1,515 88 18,425 67 (See Appendix I 1.) 136 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Potomac River at Washington, District of Columbia.-The project for the improvement of the Potomac River in the vicinity of Washing- ington, D. C., was adopted by act of Congress, passed August 2, 1882, and has for its object the improvement of the navigation of the river by widening and deepening its channels so as to accommodate ves- sels of the largest class that can reach Giesboio' Point, the establish- ment of harbor lines beyond which no obstructions, such as wharves, &c., should be built, and at the same time to fill and raise the marshes or flats in front of the city above overflow by the highest freshets, the material taken from the river in deepening and widening the channel to be used in filling the flats. Before the improvement was commenced the flats or marshes in front of the city had become so offensive that parts of the city in their neigh. borhood were not habitable. The channel to Georgetown was narrow and crooked, and had not sufficient depths to accommodate vessels sailing to and from that port; the Washington Channel, between Long Bridge and the Arsenal, was also inadequate to the wants of commerce. Vessels drawing 16 feet fre- quently grounded in the Georgetown Channel, and that depth was only maintained by frequent dredging. The expenditures for the improvement have thus far amounted to $739,574.19, and have given a channel from Giesboro' Point to George- town over 300 feet wide and 20 feet deep (except where the depth has been somewhat reduced by the'deposits of freshets), and a channel along the wharves from Washington Barracks 20 feet deep and from 200 to 350 feet wide. About 4,230,000 cubic yards of material have been de- posited on the fiats, raising an area of about 375 acres of marshes to a height of from 4 to 10 feet above mean low tide. The dredging dur- ing the past fiscal year was done by contract. The method used is that known as the ' hydraulic." The material forming the bed of the river is stirred up by a system of plows at the base of the suction-pipe and, passing up through a centrifugal pump, is forced ashore through dis- charge-pipes, resting on pontoons. The contract for dredging 1,000,000 cubic yards from the Washing- ton channel is about completed. The material was all deposited on Section III, below Long Bridge. The contract for dredging the Virginia channel above Long Bridge (1,000,000 cubic yards) has been greatly re- tarded by freshets, ice, and stormy weather, but particularly by the amount of sand found in the material dredged. Good progress was being made when, on the night of the 19th of June, 1886, the best of the three dredges on the work was destroyed by fire. The contract for dredging the Virginia Channel below Long Bridge, and a portion of the Tidal Reservoir (700,000 cubic yards) has progressed satisfactorily, and is now near completion. The past year has been noted for the great number of freshets. These have retarded work, and have filled up to some extent the dredged channels. The failure to make an appropriation in 1885 has also been of great detriment to the work. It is of the utmost importance that large appropriations should be made in the early stages of a work of this character and magnitude. It is now in such a stage of progress that it is liable to, and during the past winter received, great damage from freshets. It should be pushed rapidly to a point nearer comple- tion. Provision should be made at an early day for retaining-walls to the sewer canal. An estimate was submitted in a former report. The esti- mated cost of such walls, built of concrete, would be about $20,144. There is little current in this canal; the level rises and falls with the RIVER AND HARBOR IMPROVEMENTS. 137 tide. It receives, however, a large portion of the sewage of the city, which is pushed out in the river only by the continuous additions it re- ceives. The plan of improvement contemplates the construction of a small tidal reservoir of about eight acres near the head of the sewer canal. Such a reservoir can be made to discharge about 1,000,000 cubic feet of water into it at each ebb tide; and this amount of: fresh water dis- charged into the canal at proper intervals, daily, will ameliorate its present offensive condition, but as the city grows larger, and the quan- tity of sewage greater, it will only be a partial remedy. It is under- stood that the District authorities propose to establish a pumping sta- tion at the foot of Seventeenth street, and pump the sewage far out into and down the river-the canal to receive only the discharge from the sewer during a heavy rainfall. Such an arrangement is entirely practi- cable, and, it is believed, would solve this sewage problem in a satis- factory manner. .The officer in charge of this improvement reports that the time has now come when something should be done in regard to Long Bridge. The Board of Engineers that recommended the present plan of im- provement stated in its report that "the Long Bridge should be rebuilt at an early period during the progress of the improvements." No plan can be made satisfactory while this bridge remains a serious obstruc- tion to the flow of water beneath it. The riprap stone placed around the piers for their protection, together with the piers themselves, form a partial dam across the river, obstructing its flow, and will eventually cause a gradual deposit of sediment in the river above it. When the upper end of Washington Channel is closed, as it is intended to be, pro- vision must be made in the Virginia Channel for discharging the freshet water that now passes through both. This cannot be done under the present bridge. It should, therefore, be rebuilt on piers with greater spans. The sum of $700,000 can be profitably expended during the fiscal year ending June 30, 1888. If this sum be appropriated it will be ex- pended in continuation of the work, in accordance with the approved project, in dredging the Virginia and Washington channels and filling Sections I,II, and III, in dredging the Tidal Reservoir, and building the inlet and outlet gates. July 1, 1885, amount available ......-...... .......... $358, 027 93 . ............-- July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.- -... $197, -............ 602 12 July 1, 1886, outstanding liabilities....................---------------------- 38, 188 75 235, 790 87 July 1, 1886, amount available........................................ 122, 237 06 Amount appropriated by act approved August 5, 1886---..-................ 375, 003 00 Amount available for fiscal year ending June 30, 1887 ................. 497, 237 06 Amonnt (estimated) required for completion of existing project...... 1,441,365 00 Amount that can be profitably expended in fiscal year ending June 30, 1858...........................................- ...........700, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix I 2.) 3. James River, Virginia.-When the improvement of the James River was regularly undertaken by the Government, the navigation was obstructed by sunken vessels, by remains of military bridges, and by other obstructions purposely put in the river during the late war to prevent the national fleet from approaching too close to Richmond. 138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There were, besides, other material obstructions. Rocketts' Reef and Richmond Bar had only 7 feet of water at mean low tide; from War- wick Bar to Richmond the channel was crooked and obstructed by dangerous rocks and ledges; the Dutch Gap Cut-off was not then open and the river was in a poor condition as regards its availability for com- mercial purposes. The original project for improvement was to secure a depth of 18 feet tide) to Richmond, with a at full tide (corresponding to 14.5 feet at low tide) channel width of 180 feet. This project had reached an advanced stage of progress when Congress, by act approved July 5, 1884, adopted the project looking to 22 feet at mean low tide from the sea to Richmond, the width to be 400 feet from the sea to City Point, 300 feet from thence to Drury's Bluff, and 200 feet from thence to Richmond. Operations during the past year have been restricted chiefly to an endeavor to maintain the condition of affairs that existed at the be- ginning of the fiscal year. The failure of the river and harbor bill of 1885 rendered the undertaking of new work impracticable. The year has been remarkable for the frequency of high freshets. These have caused deposits of sand and silt, which had to be immediately removed. The total expenditures of the Government up to the close of the fiscal year 1886, on the improvement of this river, wire $812,440.73. In addition to that the city of Richmond has expended $444,696.45. The results of these expenditures may be stated as follows: Swan Point Shoal, where the depth had only been 16.5 feet at mean low tide, was deepened to 20 feet. This increase of depth adds a foot to the available depth of the river from its mouth to Kingsland Reach, a dis- tance of 98 miles. The Dutch Gap Cut-off, which was of no use to navi- gation, has been widened to 300 feet, with a depth of about 18 feet, shorten- ing the distance to Richmond 5.- miles. From Drury's Bluff to the ship-locks at Richmond the de th has been increased from 7 feet at low tide to the present depth of a on 13.5 feet at low tide. It is proper to add that a river subjected to such freshets as the James will require an annual expenditure to maintain the depth that is to be made. Experience can alone determine what that amount will he, but it is thought that not less .than $15,000 will be required annually, de- pending on the number and height of the freshets. The light sediment held in suspension will be carried far down the river, and the greater part deposited in places .where it will do no harm ; but the sand and gravel rolled along the bottom, the amount of which is large, will drop in the upper section of the river, and must be re- moved or it will cause an obstruction to navigation. The amount that can be profitably expended during the fiscal year ending June 30, 1888, is put at $400,000. This is less than one tenth the estimated cost of the entire project. July 1,1885, amount available------------------------ ..............----------......................... $19,256 22 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................................... 16,696 95 July 1, 1886, amount available---..--------- ......--------......----...... ....----............... ----- 2, 559 27 Amount appropriated by act approved August 5, 1886........... .... 112, 500 00 Amount available for fiscal year ending June 30,. 1887 ............. 115, 059 27 rAmount (estimated)required for completion of existing project ...... 4,263,570 45 Amount that can be profitably expended in fiscal year ending June 30, 1888......----. . ...... ...... ..... . .... ..... ..... ............... 400, 000 ( Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix I 3.) RIVER AND HARBOR IMPROVEMENTS. 139 4. Shenandoah River, VWest Virginia.--Congress, by act of June 14, 1880, made an appropriation of $15,000 for improving the Shenandoah River, West Virginia. By act of March 3, 1881, an additional appro- priation of $2,500 was made for the same object. A proviso was added to the latter act, to the effect that neither ot these appropriations shall be expended " until any corporate rights or franchises that may exist over said river shall have been relinquished to the United States, to the satisfaction of the Secretary of War." This condition has been complied with. The project for the improvement has for its object the rebuilding of the locks, dams, and chutes of the navigation company, so as to secure a down-stream navigation of about 18 inches. At the present time there is practically no commerce to be benefited by this improvement, and whether any would be built up by it is a question. Congress, by act of July 4, 1884, sold the sites of the lower locks that would be needed in this improvement, and with them all the water privileges at Harper's Ferry. The right to use a portion of the water to operate these locks, and the sites of the locks themselves, would, therefore, have to be purchased again by the United States. The question has now been raised, Can the United States undertake this improvement in view of the late act authorizing the sale of the Harper's Ferry property ? Under the circumstances, and in view of the fact that there does not appear to be any commerce to be benefited by the improvement, fur- ther legislation is asked. July 1, 1885, amount available-------....-----......-------......---......---....- .---....-- $16, 083 40 -....--...-- July 1, 1886, amount available.......------------....................------------....--------......--.... 16, 083 40 (See Appendix I 4.) IMPROVEMENT OF THE H-ARBORS AT BRETON BAY AND SAINT JEROME'S CREEK, MARYLAND-OF THE CHANNEL A'f MIOUNT VERNON--OF RAP- PAHANNOCK RIVER, AND YORK RIVER, VIRGINIA-OF TRIBUTARIES OF THE LOWER POTOMAC, AND OF CERTAIN RIVERS IN VIRGINIA AND :NORTH CAROLINA. Engineer in charge, Mr. S. T. Abert, United States Agent; Supervis- ing Engineer, Lieut. Col. W. P. Craighill, Corps of Engineers. 1. 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, a distance of 1,900 feet. The present project for improvement was adopted in 1879, the object being to excavate a channel from deep water of the Potomac River to the wharf at Mount Vernon, which should have a width of 150 feet, and a navigable depth of from 6 to 7 feet at low water, with turning-basin at the wharf. The amount, expended to the close of the fiscal year end- ing June 30, 1882, was $8,442.86, which resulted in securing a,channel 145 feet wide, with a depth varying from 7 to 9 feet from the Potomac Channel to the wharf, and a circular turning-basin at the wharf of the same depth, with a radius of 150 feet. No recent examination has been made, but the Superintendent at Mount Vernon reports that the steamer, drawing 4 feet, finds great difficulty in making the turn at the pier, and the engineer in charge be- lieves that $5,500 will be necessary for widening the channel, enlarging the turning-basin, and removing the silt which has been deposited in 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the cat, and that this sum will complete the proposed plan of improve- ment. July 1, 1885, amount available .... ........ ...... ..... . .... ..--.. ...... $57 14 . . ...... .. July 1, 1886, amount available..--.. .....-............. ..... 57 14 IAmount (estimated) required for completion of existing project.... .... 5,500 00 Amount that can be profitably expended in fiscal year endingJune 30, 1888 5, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 1.) 2. -Neabsco Creek, Virginia.-The obstruction to navigation in this stream consisted of a wide flat at the mouth, about 1 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 was adopted in 1881, and contemplated the exca- vation of a channel through the bars, 100 feet wide and 7 feet deep at low water, from the Potomac River to Atkinson's Upper Landing (in- cluding a channel to Atkinson's Lower Landing and Willis's Wharf), a distance of about 14,800 feet. The amount expended to the close of the fiscal year ending June 30, 1884, was $4,942.73, which 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 creek is narrow and has a sufficient depth, although other bars still exist above this point. Twenty thousand doliars will complete the improvement as far as seems to be needed at the present time. July 1, 1885, amount available ......................................... $57 27 July 1, 1886, amount available ......................................... 57 '27 Amount (estimated) required for completion of existing project..------- 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 5,000 00 Submitted in compliance with requirements of section '2 of river and harbor acts of 1866 and 1867. (See Appendix J 2.) 3. Breton Bay, Leonardtown, Maryland.--The harbor of Leonardtown, at the upper end of Breton Bay, prior to the commencement of the pres- ent improvement, had a least depth of 5 feet at low water, which was insufficient for the passage of steamers to and from the Leonardtown Wharf. The bar which extended to the 9-foot curve in the bay was about 1 mile in length. 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 engineer in charge recommends increasing the width of the chan- nel to 200 feet, and enlarging the basin to a length of 800 feet, and a width of 400 feet. The depth should not be less than 10 feet at low water. Up to June 30, 1885, $22,950.49 was expended in removing 131,358 cubic yards of material. The channel was at that time 115 feet wide and from 9 to 10 feet deep. The appropriation recommended is for the object of dredging a per- manent channel to the Leonardtown Wharf. Leonardtown is one of the landings of the Baltimore and Potomac River boats. RIVER AND HARBOR IMPROVEMENTS. 141 July 1, 1885, amount available ...... . ..... ...... ............ ............ $49 51 July 1, 1886, amount available .................. .... ......-............ - 49 51 Amount appropriated by act approved August 5, 1886 ................... 6,500 00 Amount available for fiscal year ending June 30,1887............ ....... 6, 549 51 SAmount ( Amount (estimated) required for completion of existing project........ 19,500 00 that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 3.) 4. Noomini Creek, Virginia.-This stream is an'important tributary of the Potomac, 82 miles below Washington, draining a large area of pro- ductive country. Navigation was 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 danger in passing the bar was further increased by the cross-tide and an exceedingly rapid current. The length of the bar to the 9-foot curve in Nomini Bay is 5,700 feet. After passing the bar 81 feet can be car- ried to Nomini Ferry, 3 miles above the mouth. The engineer in charge recommends the enlargement of the width from 150 to 200 feet; also to dredge a training-channel and to sink a mattress for the purpose of diverting a cross-current detrimental to the integrity of the main channel and obstructive to steamers which enter it. The amount recommended in 1885 for this purpose was $30,000. The landings in Nomini Creek are the most important of the Balti- more and Potomac River boats. The amount expended to June 30, 1886, was $32,500, which resulted in securing a channel 100 feet wide and 9 feet deep from the 9-foot curve in the bay to White Oak Point, a distance of 4,400 feet. Amount (estimated) required for completion of existing project-. ------ $30, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 4.) 5. Harbor at entrance of Saint Jerome's Creek, Maryland.-SaintJe- rome's Creek enters the Chesapeake Bay 91 miles south of Baltimore and 6 miles north of Point Lookout. The outer bar in the bay has a length of 2,193 feet from the ninth-foot curve in the bay to Corsey's Point in the creek. The least depth of water on it before improvement was 2.8 feet. The average depth in the channel to the ponds used by the Fish Commission for hatching oysters was one-half foot. The length of the inner channel to the wharf of the Fish Commission is 3,742 feet. The project for the improvement of this harbor was adopted in 1881, and contemplated 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 chan- nel 40 feet wide and 6 feet deep through the south prong of the creek, the material therefrom to be thrown up in 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. This harbor is situated at a desirable point for a refuge for oyster- boats. Up to June 30, 1885, $20,289.37 was expended, and during the fiscal year ending June 30, 1886, $3,779.10 have been expended, making a total, to June 30, 1886, of $24,068.47. 142 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. July 1, 1885, amount available----............--...... ...........- ........ $6, 210 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......- ....--....--........ $3, 739 10 July 1, 1886, outstanding liabilities...... .................... 40 00 3,779 10 July 1, 1886, amount available ....---- ...........---........----------.. ...........--.- 2, 431 53 (Amount (estimated) required for completion of existing project--------........ 26, 000 00 Amount that can be proli tably expended in fiscal year ending June 30,1888 18, 000 00 Submitted in compliance with requirements of section 2 of river and l harbor acts of 1866 and 1867. (See Appendix J 5.) 6. Rappahannock River, Virginia.-The distance from Fredericksburg to the mouth of the river is 106k miles. The present project for the improvement of this river was adopted in 1.871 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 Fredericks- burg and Port Royal, and channels 200 feet wide and 15 feet deep through two bars between Port Royal and Tappahannock, wgere a larger class of vessels should be provided for. Between March 3, 1871, and June 30, 1879, $90,500 was expended on the first project. The amount expended on the present project from June 14, 1880, to June 30, 1886, is $75,898.70. This expenditure has resulted in securing, by means of dredging at various times and the construction of longitu- dinal and spur dikes, navigable channels at Fredericksburg, Pollock's, Bernard's, Pratt's, Spottswood, Castle's Ferry, and Farley Vale bars, extending over a distance of 12.6 miles. July 1, 1885, amount available .--..--. ..------ .........----.................... $11, 554 69 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----..-- -...---....----.... --........... $10, 154 83 July 1, 1886, outstanding liabilities-...---..-----------................. 298 56 10, 453 39 July 1, 1886, mount available.........---------------------......--..........---......-----......---.... 1,101 30 Amount appropriated by act approved August 5, 1886 ........... ....-- 20, 000 00 Amount available for fiscal year ending June 30, 1887.................. 21, 101 30 ( Amount (estimated) required for completion of existing project-....... 194, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 30,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 6.) 7. Totusky River, Virginia.-The obstructions to the navigation of this river consisted of two bars, one at its mouth, which forms a part of the wide flat between the outlet of the river and the navigable channel of the Rappahannock, having a least depth of 41 feet, and the other about 2- miles above the mouth, known as Booker's Bar, having a ruling depth of 3 feet. The improvement of Booker's Bar is needed for pur- poses ot navigation. Ten thousand dollars have been appropriated for this work up to August 2, 1882. This sum has been expended in building a longitudi- nal dike 2,117 feet in length, the effect of which has been to scour out the channel to a depth of 34 feet at low water, but this action is slow RIVER AND HARBOR IMPROVEMENTS 143 in its results. The channel should be dredged if prompt improvement of the navigation is desirable. For this object $12,000 will be required. July 1, 1885, amount available.......................................... $400 82 July 1, 1886, amount available ......-.......................... ....... .. 400 82 IAmount (estimated) required for completion of existing project........ 12,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 5,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 7.) 8. Urbana Creek, Virginia.-This creek is a tidal tributary of the Rappahannock, which it enters 91 miles below Fredericksburg, Va. Prior to the commencement of this improvement the navigation was obstructed by a bar at the mouth, over which but 6 feet of water could be carried. The present project was adopted in 1879, the object being to excavate a channel through this bar 150 feet wide and 10 feet deep at low water. The amount expended up to June 30, 1884, was $15,431.41. No appro- priation has since been made. The expenditure resulted in securing a channel through the outer bars of 10 feet in depth at low water and a width of 120 feet at the narrowest part, with the ends of the channel widened for facility in entering. A turning basin 200 feet wide, 300 feet long, and 10 feet deep has also been made at Urbana Wharf; and a channel of approach within the creek 1,090 feet long, 80 feet wide, and 10 feet deep at low water. This is one of the landings of the Baltimore and Norfolk boats. The engineer in charge asks, for the completion of this work, an ap- propriation of $6,000 for the year ending June 30, 1888. July 1, 1885, amount available.----..--.....................-------...---...... ...... $68 59 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................... .............. 40 00 July 1, 1886, amount available...... ............ ..... ....... ........ 28 59 ( Amount (estimated) required for completion of existing project..-----...... 6, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 6, 000 00 harbor acts of 1866 and 1867. (See Appendix J 8.) 9. Matt.aponi River, Virginia.-This stream empties into York River, at West Point, Va. It is navigable for 56 miles. Previous to the commencement of this improvement, the Mattaponi River was obstructed by numerous bars and by snags, wrecks, and over- hanging trees. The object of the first project for improvement, adopted in 1880, was to provide a channel 40 feet wide and 51 feet deep at low water, by the removal of snags, drift-logs, wrecks, and overhanging trees, and by dredging through the bars. The amount expended to June 30, 1885, was $6,023.80, and during the year ending June 30, 1886, $174 have been expended, making a total to June 30, 1886, of $6,197.80. This sum was expended in snagging operations and in the removal of wrecks, logs, and overhanging trees for a length of river of about 24 miles. The engineer in charge recommends making a channel through Robin- son and Latane's bars, with a width of 40 feet at bottom and a depth of 6 feet at low water. The cost of this improvement would be $31,000 in 144 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. addition to the amount available for the fiscal year ending June 30, 1887. July 1, 1885, amount available.---------------.....--......--.......-- ----- ---------- ......--.. 2,276 20 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .---...........--......-- .......- .....-------......... 174 00 July 1, 1886, amount available .......................................... 2, 102 20 Amount appropriated by act approved August 5, 1886 ................... 5, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 7,102 20 -- r Amount (estimated) required for completion of existing project-........ 31,000 00 I Amount that can be profitably expended in fiscal year ending June 30,1888 7,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 9.) 10. Pamunky River, Virginia.-This stream empties into York River at West Point, Va. Its navigable length is 80 miles. The present project for improvement was adopted in 1880, the object being to provide a channel 40 feet wide and from 3 to 5 feet deep from Hanovertown to Newcastle ferry, a distance of 9 miles, and 100 feet wide and 7 feet deep at low water on the lower bars. The work can be prosecuted economically if the entire sum required for completion is appropriated for the fiscal year ending June 30, 1888. The total expenditure to June 30, 1886, is $5,743.61. July 1, 1885, amount available ..................... ........ ---.....----. $1, 876 39 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ..................... .......... ............. 120 00 July 1, 1886, amount available..... .. ...... ...... _................ .... 1,756 39 Amount appropriated by act approved August 5, 1886............ ......- 5, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 6,756 39 Amount (estimated) required for completion of existing project....... 15,800 00 Amount that can be profitably expended in fiscal year ending June 30, 1881 8, 000 00 Submitted in compliance with requirements of section 2 of river and" harbor acts of 1866 and 1867. (See Appendix J 10.) 11. York River, Virginia.-This is a large tidal tributary of the Chesa- peake Bay, into which it empties about 16 miles in a line north of For- tress Monroe. It is formed by the Mattaponi and Pamunky rivers, and has a deep, navigable ship-channel for a distance of 41 miles. The navigation of the river prior to the commencement of the present improvement was obstructed by a bar at the mouth of Potopotank Creek, having a least depth of 19 feet at low water, and a bar about 8. miles above, at West Point, Va., having a least depth of 14 feet. The present project 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 ($10,000), made June 14, 1880, was applied to the improvement of the Potopotank Bar, through which a channel 105 feet wide and 22 feet deep was secured by dredging. The appropriations since 1880 have been applied to dredging the bar at West Point. RIVER AND HARBOR IMPROVEMENTS. 145 The amount expended up to June 30, 1885, was $67,833.31, and during the fiscal year ending June 30, 1886, $10,847.30 have been expended; making a total to June 30, 1886, of $78,680.61. July 1, 1885, amount available ............ ................. ---- ....--- .... $12, 166'69 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............ ............ $10, 764 69 July 1, 1886, outstanding liabilities..........-----........... 82 61 10, 847 30 July 1, 1886, amount available_......... ................. ... --...........- 1,319 39 Amount appropriated by act approved August 5, 1886...----------- --- . 18,750 00 Amount available for fiscal year ending June 30, 1887.......... .......... 20,069 39 Amount (estimated) required for completion of existing project....... -157,250 00 Amount that can be profitably expended in fiscal year ending June 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river a ad 1 harbor acts of 1866 and 1867. (See Appendix J 11.) 12. Chickahominy River, Virginia.-This river is navigable for 37 miles. The present project 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 im- provement, were from 4 to 5 feet at low water. The appropriations, amounting to $15,000, have been expended, and resulted in securing a channel through Binn's Bar, 150 feet wide and 8 feet deep; through Windsor Shades and Old Fort bars, 100 feet wide and 8 feet deep, and through the bar at the mouth of the river, 90 feet wide and 14 feet deep at low water. For the completion of the project for the improvement of the upper part of the river $1,000 are still required, and for completing the pIroject for improving the bar at the mouth an'appropriation of $13,000 was rec- ommended in the report for the year ending June 30, 1885. Amount appropriated by act approved August 5, 1886 ................... - ----- $4,000 00 T SAmount (estimated) required for completion of existing project--------........ Amount that can be profitably expended in fiscal year ending June 30, 1888 Submitted in compliance with requirements of section 2 of river and 10, 000 00 5, 000 00 harbor acts of 1866 and 1867. (See Appendix J 12.) 13. Staunton River, Virginia, between Randolph Station and Brook Neal.-The length of the Staunton is 200 miles. It unites with the Dan at Clarksville, and, thence to Albemarle Sound; the stream thus formed is called Roanoke River. The present project for the improvement of this river between Ran- dolph Station, on the Richmond and Danville Railroad, and Brook Neal, 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, through the various ledges and sand-bars which obstruct naviga- tion, with a slope of water-surface at rapids not greater than 10 feet to the mile. The amount expended to June 30, 1885, was $25,069, and during the fiscal year ending June 30,1886, $1,725.38 have been expended, making a total to June 30, 1886, of $26,794.38. 10 E 146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available ..... ................. ...... .. . $2, 431 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..................-..... $1,695 38 July 1, 1886, outstanding liabilities .......................... 30 00 -- 1,725 38 July 1, 1886, amount available ...................... .... .......... ...... 705 62 Amount appropriated by act approved August 5, 1886 ................... 5, 000 00 Amount available for fiscal year ending June 30, 1887 ................-----... 5, 705 62 Amount (estimated) required for completion of existing project........ 36,200 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 13.) 14. Staunton River, Virginia, between Brook Neal and Pig River.--The distance between Brook Neal and Pig River is 52 miles, and the aver- age fall per mile is 4.3 feet. The present general project for the improvement of this part of the river was adopted in 1882, the object being to secure a navigable chan- nel for bateaux not less than 14 feet wide and from 1 to 2 feet deep at low water, with a slope of water-surface at rapids not greater than 10 feet to the mile. The amount expended to June 30, 1884, was $1,894.79, which resulted in the improvement of navigation through the worst shoals in a distance of 15 miles. July 1, 1885, amount available....................................... $105 21 July 1, 1886, amount available ............... ...... .................. 105 21 Amount appropriated by act approved August 5, 1886................... 5, 000 00 Amount available for fiscal year ending June 30, 1887............... .... 5,105 21 SAmount (estimated) required for completion of existing project........ 27,000 00 Amount that can be profitably expendedin fiscal year ending June 30, 1888 10, 000 00 SSubmitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 14.) 15. Dan River, between Madison, North Carolina, and Danville, Vir. ginia.-The distance by the river from Madison to Danville is 49.81 miles and the descent 2.82 feet per mile. The object of the first project for this improvement, adopted in 1880, was to provide a channel for navigation not less than 35 feet wide, but it was afterward modified to a channel of not less than 16 feet wide and 2 feet deep in the rapids at low water. The amount expended to June 30, 1885, was $28,111.99, and during the fiscal year ending June 30, 1886, $1,739.86 were expended, making a total to June 30, 1886, of $29,851.85. This expenditure has resulted in the improvement of 5 miles of the river above Danville, and about 13 miles of the river have been freed from serious obstruction by this work. The officer in charge reports that $5,000 will be required to complete the work, and that this sum could be profitably expended during the fiscal year ending June 30, 1888. The work was to have been completed in three years, but has extended through seven, rendering it necessary to meet the contingent expenses for four years more than was intended. RIVER AND HARBOR IMPROVEMENTS. 147 July 1, 1885, amount available.......................................... $2, 388 01 July 1, 1886, amount expended duringfiscal year, exclusive of liabiliities outstanding July 1, 1885----------------------........................ $1, 699 86 July 1, 1886, outstanding liabilities. ...-..... --..... .-.. 40 00 _---- 1, 739 86 -648 July 1, 1886, amount available ....................................... 15 Amount appropriated by act approved August 5, 1886.. ........... ..-...20,000 00 Amount available for fiscal year ending June 30, 1887.......... .......... 20,648 15 Amount (estimated) required for completion of existing project-- -- --. - 5,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 1,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 15.) 16. Roanoke River, North Carolina.--Thefirst project for the improve- ment of this river was submitted in 1871, the object being to improve navigation 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. A part only of this project was adopted. The amount expended under the first project to June 30, 1884, was $45,000. The first approptiation under the present project of $5,000, malte August 2, 1882, was expended in repairing two dikes at Indian High- land Bar. A survey was also made to ascertain the changes which had taken place since 1871, and a report was submitted. The appropriation of July 5, 1884 ($3,000), was not expended because insufficient to prosecute the work economically. The engineer in charge recommends that the operations should be limited, for the present, to the building of snag-boats, the removal of snags, and to the careful examination of certain bars. This work will, when accomplished, effect a much needed improvement. July 1, 1885, amount available....................................... $3,300 24 July 1, 1886, amount available................ ....................... 3, 300 24 Amount appropriated by act approved August 5, 1886 .................... 20, 000 00 Amount availnble for fiscal year ending June 30, 1887.................... 23,300 24 (See Appendix J 16.) 17. French Broad River, North Carolina.--Thefirst project for the im- provement of this river was adopted in 1878, the object being to secure a channel 35 feet wide and not less than 21 feet deep at low water be- tween Brevard and Big Buck Shoals, a distance of 31.61 miles. The amount expended to June 30, 1882, was $37,780.22, with which expenditure the following results were attained: A survey of the river between Brevard and Big Buck Shoals; 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. The act of August 2, 1882, appropriated $5,000 for improving the river " from Smith's Bridge up." A survey from Smith's Bridge (near Asheville) to the foot of Long Shoal, a distance of 12.09 miles, was made in 1882, and a project adopted for securing a channel 30 feet wide and not less than 24 feet deep at low water for this distance. The estimates amounted to $76,000. In the fiscal year ended June 30, 1884, this part of the river was improved for a distance of 4J miles above the bridge, under a special act of appropriation. 148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. If Congress direct the improvement between Brevard and Big Buck Shoals, $8,000 is required ; and for continuing the improvement between Long Shoal and Smith's Bridge, $25,000. The amount expended to June 30, 1885, was $42,788.23, and during the fiscal year ending June 30, 1886, $52 have been expended, making a total to June 30, 1886, of $42,840.23. $211 .-- 77 July 1, 1b85,'amount vailable ...--......--------- .......---..---------.............-----. July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .--.....---- 52 00 --............------. .-...----....----...--..--...--..---... -..-.... -- ....- July 1, 1886, amount available...--------- ......--....--.... - -----....... ....- 159 77 SAmount (estimated) required for completion of existing project ....... 79,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix J 17.) 18. Aqueduct Bridge over the Potomac at Georgetown, District of Co- lumbia.-To enable a compliance with a resolution of the Senate of Feb- ruary 25, 1866, Mr. Abert was charged with an examination of the con- dition of this bridge, especially as to its safety for ordinary travel when the aqueduct is filled with water. His report thereon was transmitted to the Senate May 12, and printed as Senate Ex. Doe. No. 138, Forty- ninth Congress, first session. (See also Appendix J 18.) IMPROVEMENT OF THE HARBOR AT NORFOLK, VIRGINIA-APPROACH TO NORFOLK HARBOR, VIRGINIA--CURRITUCK SOUND-COANJOK AND EDENTON BAYS, AND NORTH RIVER BAR, NORTH CAROLINA- IMPROVEMENT OF CERTAIN RIVERS IN VIRGINIA AND NORTH CAR- OLINA. Officer in charge, Capt. F. A. Hinman, Corps of Engineers. Super- vising Engineer, Lieut. Col. W. P. Craighill, Corps of Engineers. 1. HarboratNorfolk, Virginia.-Theproject for improvement, adopted in 1877, was to deepen and widen the channel at the mouth of the South- ern Branch and along the Berkley and Portsmouth flats, in the harbor proper, and, for the approaches, to dredge a channel 500 feet wide and 25 feet deep at ordinary low water through the bars at the Western Branch and Sewall's Point. The revised project of 1885 is as follows: 1. To secure a channel not less than 25 feet deep and 500 feet wide at ordinary low water, by dredg- ing, from the deep water of Hampton Roads to Norfolk and the United States navy-yard on the Southern Branch, and also to secure a chan- nel in the Eastern Branch, at the same stage, not less than 22 feet deep, with a width at least 300 feet at the Norfolk and Western Railroad Bridge, and gradually increasing to about 700 feet at its mouth, by dredging between said points; and, 2. To ultimately dredge the entire area bounded by lines parallel to and 75 feet from the Port-Warden lines to a depth not less than 25 feet, at ordinary low water, from Fort Norfolk to the United States navy-yard, and not less than 22 feet deep from the mouth of the Eastern Branch to Campostella Bridge, and to construct a bulkhead at Berkley Flats. With slight modifications all operations have been conducted in ac- cordance therewith. The amount expended to June 30, 1885, was $383,032.814 which resulted in a channel at least 25 feet deep and not less than 200 feet wide at ordinary low water from the deep water of Hamp.- RIVER AND HARBOR IMPROVEMENTS. 149 ton Roads to the United States navy-yard, and also a channel at least 22 feet deep and not less than 200 feet wide at same stage in the East- ern Branch up to the Norfolk and Western Railroad Bridge. The former channel at Sewall's Point has contracted somewhat, an' has shoaled in places to 24 feet; at the mouth of Southern Branch it has shoaled to 24 feet for a distance of 700 feet. The latter channel has deteriorated slightly. The easterly side of the cut through Sewall's Point Bar should be buoyed every 1,200 feet to mark it properly. There was expended in the fiscal year ending June 30, 1886, $113.53, which was applied to contingencies. Since the original estimates were made for this harbor the conditions upon which they were based have changed very materially, owing to increased commerce necessitating more wharves and anchorage-ground. The aggregate appropriations exceed the original estimates slightly, but expenditures have been made in localities not originally contemplated. There will be but a small balance on hand at the close of the fiscal year ending June 30, 1887. To entirely and permanently complete this work, so far as can be foreseen, will require the expenditure of $507,744.56, and this amount can be profitably expended in the fiscal year ending June 30, 1888, in the general improvement of the harbor and its approaches by dredging, and the construction of a bulkhead. The portion of the approach to the harbor between Lambert's Point and Fort Norfolk is not included herein as it is the subject of the following report. July 1, 1885, amount available ....-----....-------............................... 2, 000 94 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .................. .......... .................- 113 53 July 1, 1886, amount available...... .................................. 1, 887 41 Amount appropriated by act approved August 5, 1886 .................... 50, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 51, 887 41 (Amount (estimated) required for completion of existing project ........ 457,744 56 ) Amount that can be profitably expended in fiscal yearendingJune 30,1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 1.) 2. Approach to Norfolk Harbor and the United States (Norfolk) Navy- yard, between Lambert's Point and Fort Norfolk.-The original condi- tion of the channel was good, with the exception of a bar opposite the mouth of the Western Branch, on some parts of which the ruling depth was only about 15 feet at mean low water. The project for the improvement adopted in 1878 was to dredge this bar for a distance of 4,800 feet to a width of 500 feet and a depth of 25 feet at mean low water. The amount expended on this work to July 5, 1884, cannot be stated, as it cannot be separated from the sum total of the general expendi- tures for the work of improving the harbor at Norfolk, Va., and its ap- proaches, of which this was a part up to that date. The result obtained from the expenditures at this point to November, 1880, was a channel 4,400 feet long, 265 feet wide, and 25 feet deep at mean low water, which greatly facilitated navigation and commerce. This channel has since shoaled to 24 feet in places, and contracted con- siderably. No work was done in this locality thereafter until subsequent to the passage of the act of July 5, 1884, which appropriated $50,000 specific- ally for widening the channel. 150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There was expended in the fiscal year ending June 30, 1885, $381.36, which was applied to surveying the locality in question and preparing map of same. A Board of Engineer officers was convened August, 1884, to prepare a project for the application of this appropriation. The Board reported a plan involving, in conjunction with dredging, the construction of a dike at or near Pinner Point, expressing at the same time doubts whether, under the phraseology of the law, any part of the money could be ap- plied to a work of construction. However, the requirements of navigation demanding the widening of the channel as contemplated in the project already commenced and partly executed, by dredging, it was recommended that the existing appropriation be applied to widening the channel between Lambert's Point and Fort Norfolk by dredging along the eastern side thereof. This having been approved, the work was done accordingly. There was expended in the fiscal year ending June 30,1886, $46,806.89, which was applied to the removal of 469,944 cubic yards of material, measured in scows, resulting in a straight channel not less than 25 feet deep and at least 400 feet wide, at mean low water, the entire length of this approach. Formerly the channel had an angle in it. This work has materially benefited navigation and commerce. The easterly side of the channel should be buoyed every 1,200feet to mark it properly. The amount that can be profitably expended in the fiscal year ending June 30, 1888, is $118,100, which it is proposed to expend in the con- struction of a dike and in widening the channel along the eastern side by dredging. This will complete the project. The advantages and benefits to be derived therefrom will be a better approach to the harbor and the navy-yard and more room for anchorage. July 1, 1885, amount available. .......... ........................ $49, 618 64 Amount received from sale of fuel to an officer ........................ 38 25 49, 656 89 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .__ . ..... _.... _.. ........ _... . .... .. .. 46, 806 89 July 1, 1886, amount available ..........-.... ..........- ...... ........- 2, 850 00 Amount appropriated by act approved August 5, 1886.................... 137,500 00 Amount available for fiscal year ending June 30, 1887.............. ...... 140,350 00 ( Amount (estimated) required for completion of existing project.... .... 118, 100 00 Amount that can be profitably expendedin fiscal year ending June 30,1888 118,100 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 2.) 3. Appomattox River, Virginia.-At the close of the late 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 6J feet at high tide, and this depth was diminished by 3 feet at low tide. The plan of improvement adopted in 1870 was to attain a depth of 12 feet at high tide, with as much width of channel as the river would bear. This plan has been steadily adhered to, constant progress being made towards its comple- tion from year to year by the use of the money granted by Congress. The means depended on have been jetties, wing-dams, and training- walls, with resort to the dredge only when the needs of commerce re- quired immediate work in the channel to give more width or depth than had been attained under the slower operation of the structures men- tioned, of which the system has not yet been fully carried out for want RIVER AND HARBOR IMPROVEMENTS. 151 of sufficient funds. The amount expended by the United States up to June 30,1885, on the project adopted in 1870, is $371,703.95, and resulted in securing a turning basin at Petersburg about 155 by 110 feet and a navigable channel of 12 feet and upwards at high water, with some short shoals, from Petersburg down to Point of Rocks, all of which vastly ben- efited navigation and largely increased the extensive commerce carried over this river. There was expended in the fiscal year ending June 30, 1886, the sum of $9,579.79, which was applied to enlarging Puddledock Cut, about 2 miles long. This was materially widened and deepened.along the entire west- erly side, and also along 1,250 feet of the easterly side, by the removal of 121,424 cubic yards of material, measured in place, including 51,300 cubic yards removed last year. To prevent the dredged material cast on the bank from sliding back into the channel, 940 linear feet of cheap pile and brush revetment was built. This work benefited navigation and commerce. The dikes and training-walls required no repairs to speak of. There will be but a small balance on hand at the close of the fiscal year ending June 30, 1887. There can be profitably expended in the fiscal year ending June 30, 1888, $27,250, which it is proposed to ex- pend for the completion of the existing project, after which an annual expenditure of $5,000 will be, required to maintain the work, as is the case with all works of this class. The principal portion of the work projected has been done, and, in the main, performs the service required of it. The condition of permanence of the deepened and improved channel seems to be nearly reached under the influence of its regulation. The truth of this statement is confirmed by the diminished use of the dredge year by year. The best results cannot be said to be reached until its services can be dispensed with under ordinary circumstances. July 1, 1885, amount available--....................----.....--.....-----.-----...... $10, 437 09 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....---...........-- ...... $9, 519 79 July 1, 1886, outstanding liabilities................--..--...... 60 00 9,579 79 July 1, 1886, amount available .................................. ..-- .. 857 30 Amount appropriated by act approved August 5, 1886---...--.........-----------..--.. 18,750 00 Amount available for fiscal year ending June 30, 1887...............----- -- . 19,607 30 -- Amount (estimated) required for completion of existing project-........ 27, 250 00 Amount that can be profitably expended in fiscal year ending June 30,1888 27, 250 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 3.) 4. 1\ottoway River, Virginia.-Priorto improvement the condition of this river at low water was as follows: At the mouth the navigable depth was only 2 feet, due to sunken logs; thence to the Seaboard and Roanoke Railroad Bridge, 19 miles, the channel was from 9 to 25 feet deep and much obstructed by a war blockade of sunken vessels, and also by snags, overhanging growth, &c. The next reach, to Peter's Bridge, 31 miles, was so filled with snags, logs, &c., that it was with difficulty that a flat-boat of 1 foot draught could pass over it. The original project, adopted in 1881, was to obtain a channel not less than 60 feet wide and at least 9 feet deep from the mouth to the railroad bridge, and 2 feet deep thence to Peter's Eridge, by removing the said obstructions. 152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended to June 30, 1882, is $6,420.30, which completed the project for the lower 29 miles. There have been no operations since. This improvement has not led to the development of much trade on the river. There is no regular line of boats there. The river is crossed by the railroad, and for some distance is paralleled, about 5 miles off, by the Blackwater River, on which are lines of steamers. The small amount, $333.54, expended since June 30, 1882, has been applied to contingencies. The last examination, made in June, 1885, showed that the portion below the railroad bridge was in fair condition, while that above had again become obstructed by logs, &c., owing to the careless manner in which they had been handled and rafted. For this reason the river is not susceptible of entire and permanent completion. No further appropriation is asked for this river. July 1, 1885, amount available ........................................ $453 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..---........------...........----.-----------............-----............ 207 13 July 1, 1886, amount available ......................................... 246 16 (See Appendix K 4.) 5. Blackwater River, Virginia.-This river originally had a channel, with a minimum depth of 8 feet scant, much obstructed by logs, lean- ing trees, shoals, projecting points, and a war blockade of sunken ves- sels, all of which rendered navigation exceedingly difficult. The original project, adopted in 1878, was to make a channel 9 feet deep and not less than 60 feet wide at ordinary low water, by dredging the bars and points, and removing all the obstructions from its mouth to Franklin, the head of navigation, 13 miles. There was expended up to June 30, 1884, $14,000. This completed the project except dredging at projecting points, which was only partially done. The work done has materially benefited navigation and com- merce. There were no operaions during the fiscal year ending June 30, 1886, there being no funds available. The last examination, made in June, 1885, showed that the work was generally in good condition, with the exception that two bars previously dredged had shoaled slightly, and several projecting points require more work. The sum of $2,500 can be profitably expended on this work during the fiscal year ending June 30, 1888. It is proposed to expend this amount in redredging two bars, completing the dredging at three pro- jecting points, and removing a few scattering logs, snags, &c. This work is not susceptible of entire and permanent completion, and small appropriations will be required from time to time to maintain the channel, which slowly deteriorates. Amount that can be profitably expended in fiscal year ending June 30, 1888 $2, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 5.) 6. Archer's Hope River, Virginia.-Priorto the commencement of this work there existed a natural channel about 4 feet deep in the river, which could not be reached on account of the bar near its mouth, where it enters the James River. The original project, adopted in 1881, is to dredge a channel 6 feet deep and not less than 50 feet wide from the mouth to Williamsburg, 5 miles above, where it is crossed by the Chesapeake and Ohio Railroad. The amount expended to June 30, 1884, is $9,874.79, which resulted in a channel 2,300 feet long, 6 feet deep, and 50 feet wide at mean low RIVEE AND HARBOR IMPROVEMENTS. 153 water from the mouth up. This did not carry the channel over the bar,. which is 700 feet longer. No material benefit to navigation and com- merce has yet been realized. There have been no operations since. The small amount, $104.58, expended since June 30, 1884, has been applied to contingencies. The last examination, made in June, 1885, showed that the outer end of the dredged channel had shoaled about 1 foot, and that the inner part was in good condition. July 1, 1885, amount available.......................................... $45 96 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....................................... 25 33 July 1, 1886, amount available......................................... 20 63 , Amount (estimated) required for completion of existing project .------...... 9, 400 0( Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 6.) 7. North Landing River, Virginia and North Carolina.-Originallythis river was much obstructed by logs, snags, overhanging growth, &c., and also by shoals and abrupt bends, the least depth being 6- feet in places. The original project, adopted in 1879, is to make a channel at low water not less than 9 feet deep and 80 feet wide its entire length-17 miles-by dredging the shoals and bends, and by removing the obstruc- tions. The amount expended to June 30, 1884, is $49,777.34, and resulted in completing the project, thereby allowing much larger vessels to pass over the river, and increasing the commerce thereon. The amount expended in the fiscal year ending June 30, 1885, is $4,- 021.38, $2,082.94 of which was applied to the removal of logs, snags, &c., that had lately entered the river, and the balance to the construc- tion of a combined steam-hoister and pile-driver, pertaining to this and another work. The amount expended in the fiscal year ending June 30, 1886- $201.28-was applied to the construction of the above machine and to contingencies. The lower 44 miles of the river, from Beacon 1 to Beacon 4, was sur- veyed in April and May, 1885, and the 9-foot channel therein found to be from 20 to 60 feet in width. No examination has since been made. To restore it to the required width and depth requires the removal of 28,882 cubic yards of material, measured in place, at an estimated cost of $7,220.50. There will be but a small balance on hand at the close of the fiscal year ending June 30, 1887. There can be profitably expended in the fiscal year ending June 30, 1888, $10,000, which will be applied to re- dredging some of the shoals and removing logs, snags, &c., that may be- encountered. As this work is not susceptible of entire and permanent completion, no estimate can be made for that purpose. Small expenditures will be re- quired from time to time to maintain it. It has been repeatedly cleared of logs, &c., and this must be expected to continue, unless there be some radical change for the better in the handling of logs that are rafted through it. July 1, 1885, amount available.--...--..-- ......-----...---..---....------......---...-------....---.... $1,701 28- July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185....----------.......----....------........-----....--...--- -------..-.--- 201 28 July 1, 1886, amount available............ .... .... ...............----. 1,500 00. (See Appendix K 7,) 154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Edenton Bay, North Carolina.-The navigable channel through this bay was originally obstructed by an extensive hard sand-shoal, with a depth thereon of 61 feet. The project, adopted in 1878 and modified in 1879 and 1885, contem- plates making a channel 9 feet deep, 150 feet wide at the outer end and 200 feet wide at the inner end, with a triangular turning-basin midway of about 12 acres, by dredging through the bay to Edenton. The amount expended thereon up to the close of the fiscal year end- ing June 30, 1880, is $5,000, and resulted in a channel 100 feet wide and 9 feet in depth, and also the partial construction of the turning-basin, thus materially aiding navigation. Under the act of August 2, 1882, a survey was made of this locality. The foregoing comprises all the operations up to July 5, 1884. The amount expended in the fiscal year ending June 30, 1885, is $11,306.37, and resulted in a channel 9 feet deep at ordinary low water from the 9-foot curve in the bay to Edenton, which channel is 1,100 feet long and 150 feet wide at the outer end, and 1,150 feet long and at least 100 feet wide at the inner end, in front of the Norfolk Southern Rail- road Wharf, with the turning-basin midway between nearly completed, all of which has very materially aiiled navigation and commerce. The amount expended during the fiscal year ending June 30, 1886, $3,295.22, was applied to enlarging the foregoing channel by the re- moval of 46,043 cubic yards of material, measured in situ, including 29,000 cubic yards (estimated) removed last year. This makes the channel 150 feet wide at the outer end and 165 feet wide at the inne end, with a triangular turning-basin midway of 94 acres. The total area dredged here is 174 acres and the area 9 feet deep and upwards, at ordinary low water, 18 acres. There is a navigable channel of vary- ing width at least 10 feet deep, at same stage, the entire length of the harbor. The balance of the estimate required for the completion of the adopted project is $6,000, but no appropriation is asked for at present, as Eden- ton now has a harbor amply sufficient for all the present wants of nav- igation and commerce, which, so far as can be forecasted, will suffice for some time to come. It is probable that dredging will be required at long intervals, as the bay has a tendency to silt slowly. July 1, 1885, amount available ...............--........---.-----.........-----.. ---.....--. $3, 742 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............................................. 3, 295 22 July 1, 1886, amount available. .....................--- ...... .... ........ 447 41 Amount appropriated by act approved August 5, 1886----................--. 2, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 2,447 41 SAmount (estimated) required for completion of existing project ....-.... 6,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix K 8.) 9. Currituck Sound, Coanjok Bay, and North River Bar, North Caro- lina.-Previousto the commencement of this improvement there was an indifferent natural channel, with a depth of from 5 to 7 feet at low water, which had been partially dredged, in the sound and bay, by the Albemarle and Chesapeake Canal Company. The original project, adopted in 1878, is to obtain a channel 80 feet wide at bottom and 9 feet deep at ordinary winter water, by dredging the entire length of the sound, 104 miles, to which was added, in 1880, RIVER AND HARBOR IMPROVEMENTS. 155 the project to prolong this channel by dredging through the bay about 2 miles, and to construct a shell dike 9,600 feet along the westerly side of the channel through the latter, to maintain it. The amount expended to June 30,1885, is $123,500 and resulted in the construction of the dike, and a channel from 40 to 80 feet wide the en- tire length and depth projected, all of which greatly improved naviga- tion and increased the commerce over this important inland water-route. There have been no expenditures since. The entire channel was surveyed last in April and May, 1885, to as- certain its condition, which was found to be quite good, although shoaled in places. This is probably due very largely to steamers ground- ing out of the channel and creating shoals in their efforts to get off. More buoys maintained constantly between the gas-beacons would tend to diminish this. To restore and complete the work will require the re- moval of 215,075 cubic yards ofinaterial measured in place. A survey was also made of North River Bar in May, 1885, which can be best and most economically improved by dredging a straight channel through it 7,150 feet long, 150 feet wide, and 9.4 feet deep at ordinary low water. This will require the removal of 37,847 cubic yards of ma- terial, measured in place, and the construction of two range-lights (gas beacons) to mark the channel. The total estimated amount required to do the foregoing dredging is $55,122.85. Other works have been added to that originally estimated for, mak- ing it necessary to increase the estimates accordingly to accomplish all the work contemplated. There will be but a small balance on hand at the close of the fiscal year ending June 30, 1887. July 1, 1885, amount available ......------......----......----------....---......--------......--...... $1,500 00 July 1, 1886, amount available --------............... ...... .............. . 1,500 00 Amount appropriated by act approved August 5, 1886 ...... ............. 10, 000 00 Amount available for fiscal year ending June 30, 1887..... ...........--. 11,500 00 TAmount (estimated) required for completion of existing project ........ Amount that can be profitably expended in fiscal year ending June 30,1888 55, 122 85 30, 000 00 Submitted in compliance with requirements of section '2 of river and harbor acts of 1866 and 1867. (See Appendix K 9.) 10. Meherrin River, North Carolina.-Previousto the commencement of operations on this improvement the channel was so much obstructed by logs, snags, leaning trees, &c., as to make navigation difficult and and dangerous. There were also some shoals, having a ruling depth of less than 8 feet. The original project, adopted in 1883, for the improvement of this river from its mouth to Murfreesboro', the head of navigation, 11 miles, confined operations to the removal of logs, &c., the appropriation not being sufficient to undertake dredging in addition. The amount expended to June 30, 1884, was $4,133.90, which resulted in doing all the work projected except dredging, and giving a channel having a depth of 9 feet save at a few places. In the fiscal year ending June 30, 1885, there was expended $418.50, which resulted in again clearing the river of all obstructions like the aforesaid. The last examination, made in June, 1885, showed that the river was in fair navigable condition. The amount expended in the fiscal year ending June 30, 1886, $32.13, was applied to contingencies. 156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount that can be profitably expended in the fiscal year end- ing June 30, 1888, is $7,500, with which it is expected to still further aid navigation and commerce by dredging shoals and removing obstruc- tions as they form. This is expected to complete the improvement as estimated, securing a channel 9 feet deep and 60 feet wide at low water. Small appropriations will be required from time to time in order to- maintain the work, as it is not susceptible of entire and permanent com- pletion, being a log-bearing stream, July 1, 1885, amount available--..........------....-------------------........--..----............-------- $447 60 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--.......--------.....---.. -.....................------------------...---... 32 1 July 1, 1886, amount available.---- ---.....---......--..... .....------....----......... 415 47 ( Amount (estimated) required for completion of existing project-........ 7,500 00 ) Amountthat can be profitably expended in fiscal year ending June 30,1888 4, 000 00 , Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix K 10.) 11. Pamplico and Tar rivers, North Carolina.-The Pamplico River was originally obstructed by a war blockade of piling near HilPs Point, and also by stumps and shoals just below Washington. The Tar River was likewise obstructed by a war blockade of piling near Washingtonu, and also by shoals, snags, &c., further up, which made navigation diffi- cult and uncertain. The original projects for the improvement of these rivers contemplated removing these obstructions, and also widening, deepening, and straight- ening the channel of the Pamplico River below Washington, by dredging. Previous to the act of June 14, 1880, the appropriations for them were distinct and separate. Since then they have been consolidated in one- appropriation. The amount expended to June 30, 1885, is $50,537.10, and resulted in a channel 9 feet deep at low water, and from 108 to 175 feet wide, from the deep water of Pamplico River to Washington, 1, miles. Nothing further is desired except to widen the channel, which it is not proposed to do at present. On the Tar the work resulted in a navigable channel 3 feet deep at low water, from Washington to Greenville, 23 miles, the year round, and thence to Tarboro', 26 miles, only during high water. The amount expended in the fiscal year ending June 30, 1886, is $2,414.23, which was all expended on the Tar River and applied to the construction of a combined steam-hoister and pile-driver for this and another work, and the removal and destruction of 683 obstructions be- tween Washington and Greenville, thereby effecting an improvement greatly desired. There will be but a small balance on hand at the close of the fiscal year ending June 30, 1887. The amount that can be profitably ex- pended during the fiscal year ending June 30, 1888, is $5,000. It is proposed to apply this to continuing the improvement by removing. snags, shoals, overhanging growth, &c., and the repair and construc- tion of jetties, for the furtherance of navigation and commerce. The work of improvement contemplated in the original estimates upon the Tar River is complete, but more work is needed. It is not susceptible of entire and permanent completion, as the jetties require repairs, and logs, snags, &c., are constantly appearing. A continuance of its best possible condition requires an annual expenditure of $5,000 to maintain it. RIVER ATD HARBOR IMPROVEMENTS. 157 July 1, 1885, amount available. ............................ ..........---- . $2,462 90 July 1, 1886, amount expended during fiscal year, exclusive of liabilities .--------.....------...... outstanding July 1, 1885 ---....---------...... ....---.....------....... 2, 414 23 July 1, 1886, amount available ....--------........-------.....-----......--------------------...... 48 67 Amount appropriated by act approved August 5, 1886....----------..------ ....- 5, 000 00 Amount available for fiscal year ending June 30, 1887..................---. 5,048 67 Amount that can be profitably expended in fiscal year ending June 30,1888 5,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867.................................... (See Appendix K 11.) 12. Yadklin River, North Carolina.-Previousto the commencement of this improvement, in the fall of 1880, there was no navigable channel whatever, as the river was obstructed by numerous shoals, rock ledges, and mill-dams. The original project of 1879, adopted in 1880, was to improve the portion of the river from the North Carolina Railroad Bridge near Salisbury up to the foot of Bean Shoals, 644 miles, over which it was proposed to obtain a low-water channel the entire year from 24 to 3 feet in depth and of ample width for the trade seeking it. To accom- plish this the project was to blast and remove the rock, construct jetties, and take out the mill-dams. No locks were contemplated. The act of July 5, 1884, provides: "That the sum of $6,000 author- ized by the act approved June 14, 1880, to be expended for the removal of dams in Yadkin River, North Carolina, may be used by the Secretary of War for acquiring the right of way by removal or otherwise of such dams as may be necessary for the contemplated improvement, the said right of way or removal to be obtained by agreement with the parties interested, or in event of failure, to make a reasonable agreement by condemnation, as provided for by the laws of the State of North Caro- lina." It is questionable whether any of this will be necessary, as recent in- vestigations of the local engineer show that the dams can all be best and most economically passed by wing-dams and training-walls, or by locks, as the case may be. Accordingly, this amount will be held for the present, and the balance of the funds available will be devoted to securing a navigable channel at least 24 feet deep and 60 feet wide at winter stage only from the North Carolina Railroad Bridge to Hartley's Mill-dam, 28 miles, by the construction of wing dams and training-walls, and the removal of rock ledges. It would be very expensive to make low-water navigation on this river in any manner; the commerce to be developed would not justify it. Locks must be resorted to from Douthet's Mill-dam up, in order to pass most of the mill-dams. Below this point none are required. Up to June 30, 1885, there was expended $62,276.05, which resulted in securing an indifferent channel from 40 to 70 feet wide, and from 2 to 24 feet deep for eight months of the year, the season of " winter water," from the North Carolina, Railroad Bridge to Swicegood's Mill- dam, 21J miles; at the lowest stage there is no continuous navigable channel, it being but 9 inches deep at one point, Boone's Ford. In the fiscal year ending June 30, 1886, there was expended $6,339.85, which completed the channel at winter stage around Swicegood's Mill- dam by the construction of 361 linear feet of wing-dams, two sill-dams 60 linear feet each, and 125 linear feet of training-wall, the raising of 498 linear feet of wing-dams, and 150 linear feet of training-wall above low water, and the removal of rock ledges. It is proposed to expend the available funds in lehgthening and fur- 158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ther improving the channel at winter stage. The advantages and ben- efits to be expected therefrom will be to create a navigable channel for which there are no commercial boats on this river, and but little pros- pect of any. 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 largely in excess of the estimate, $81,674.85, origi- nally submitted (see page 627, Report of the Chief of Engineers, 1879), the sum of $77,000 having already been appropriated and $68,615.90 spent to June 30, 1886, and only 21- miles (one-third the distance) par- tially improved, and this for only navigation at winter stage. The most difficult and expensive portion yet remains to be improved, even for navigation at winter stage. Of course, for navigation at low water, as projected, the expense would be much greater. July 1, 1885, amount available.....-- ----. .---....--- ----. $14, 723 95 July 1, 1886, amount expended during fiscal year, exclusive of liabilities ------ outstanding July 1, 1885....-- --.......................................... 6,339 85 July 1, 1886, amount available---- .-...... ..... ...... ._...... ........ .... 8,384 10 Amount appropriated by act approved August 5, 1886..............------------------.. 10, 000 00 Amount available for fiscal year ending June 30, 187.....---.......-- .... 18,384 10 (See Appendix K 12.) 13. Scupperncng River, North Carolina.-Beforework was commenced on this river there was a bar at the mouth with about 5 feet of water thereon. The upper portion of the river was obstructed by logs, snags, stumps, overhanging growth, and projecting points at abrupt bends, per- mitting navigation for small vessels only, and with difficulty. The original project, adopted in 1876, was to dredge the bar and make cut-offs at the projecting points, and also to remove the said obstruc- tions to obtain a channel at low water 9 feet deep and 60 feet wide from its mouth to Spruill's Bridge, the head of navigation, 22 miles. The amount expended to June 30, 1883, wa& $6,000, and resulted in completing the greater portion of what was projected, to the great ben- efit of navigation and commerce. There have been no funds available since, until the passage of the act of July 5, 1884, which appropriated $2,000 for this work. The amount expended in the fiscal year ending June 30, 1885, was $120.67, which was applied to an examination of the river and the purchase of dynamite, &c., preliminary to the resumption of operations. In the fiscal year ending June 30, 1886, there was expended the bal- ance of the appropriation, $1,879.33, which resulted in making one cut-off, widening another and the thoroughfare, cutting off eight projecting points at abrupt ends, enlarging the turning-basin at the head of navigation (Spruills's Bridge), and removing a shoal 650 feet long at the mouth of Collins's Canal. This work has practically completed the improvement, which has shortened the distance about half a mile, saved almost end- less trouble and lessened danger in the management of steamers, per- mitted larger loads to be carried, &c. It is believed that the channel is amply sufficient for the trade seek- ing it, and that it will be quite permanent, as this river is not subject to freshets of any magnitude. However, a shoal may re-form slowly at Collins's Canal. No further funds are asked for. July 1, 1885, amount available . -......-- . - .--.---......... ----- $1,879 33 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885... ....... .... ... .... 1, 879 33 (See Appendix K 13.) RIVER AND HARBOR IMPROVEMENTS. 159 14. Removing sunken vessels or craft obstructing or endangeringnaviga- tion.-1. The schooner Lawrence.-This wreck, referred to in last annual report, was sunk in the Scuppernong River, North Carolina, and was removed by the Government, after due advertisement, as the owner did not do so, at a cost of $100. 2. The barge Albemarle.-This wreck was reported an obstruction to navigation on the coast, off Hog Island light-house, Virginia. An ex- amination was made of the same, without cost to the Government, which showed that it had ceased to be such an obstruction. 3. The schooner Maria and Elizabeth.--This wreck, which is sunk off Cape Charles light-house, Virginia, was reported an obstruction to navi- gation. An examination was made of the same, without expense to the United States, which showed that it had ceased to be such an obstruc- tion. 4. The schooner Tarry Not.-This wreck was reported an obstruction to navigation on Craney Island Flats, near the mouth of the Nanse- mond River, Virginia. An examination verified the report. After due advertisement, the wreck and cargo, being worthless, were destroyed by explosives, at a cost of $428.43. 5. The schooner Anthea Godfrey.-This wreck,sunk in Lynn Haven Roads,Virginia, was reported an obstruction to navigation. An examina- tion showed such to be the case, and, after due notice, the wreck and cargo, being valueless, were removed by explosives, at a cost of $387,37. 6. The steamer Concord.--This steamer was burnt and sunk in the Pamplico River, near Washington, N. C., on February 20, last. An ex- amination thereof was made, which showed that she endangered navi- gation. After due notice, she was libeled in the United States District Court, and advertised to be sold on July 2, 1886. There will, therefore, be no further operations in this matter until the Court has finally dis- posed of her, and the purchaser, if any, has had reasonable time to act. Her machinery has some value, but the hull and cargo (principally cot- ton) have but little, if any. All the foregoing work was done by hired labor, the purchase of ma- terial in open market, and the use of the Government plant, that being the most economical and advantageous mode of doing it. It is pro- posed to remove the wreck of the Concord in a similar manner, if it has to be done by the Government; the estimated cost being $500. (See Appendix K 14.) IMPROVEMENT OF CERTAIN RIVERS AND HARBORS OF NORTH CARO- LINA AND SOUTH CAROLINA. Officer in charge, Capt. W. H. Bixby, Corps of Engineers ; Supervising Engineer, Lieut. Col. W. P. Craighill, Corps of Engineers. 1. Contentnea Creek, North Carolina.-Thisstream, a tributary of the Neuse River, has a total length of about 144 miles and a drainage area of 1,184 square miles. Prior to Governmental improvement in 1881, it had a depth of about 3 feet during 9 months of the year, from its mouth in the Neuse River upward about 63 miles to Stantonsburg, its practical limit of navigation; but its channel was completely blocked at all stages of water by sunken logs and stumps, and by floating obstruc- tions. Its steamboat commerce was nothing. The original project of 1881, as continued to date, proposed to secure a safe and unobstructed 3-foot navigation over this entire distance during the high-water season of about nine months. During the last fiscal year ending June 30, 1886, $1,419.08 was spent in diking the river bank near its mouth to prevent the water running 160 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Off into the adjacent swamps, and in removing dangerous obstructions in the river channel below Snow Hill. Further work was stopped by want of funds. Up to June 30, 1886, therefore, a total of $24,687.69 has been spent in all upon this improvement in securing a roughly cleared 3-foot naviga- tion over the 31 miles from its mouth up to Snow Hill, during the high- water season. In consequence of this, a steamboat line has been per- manently established upon the whole length thus improved, and two steamboats have made biweekly trips during nearly nine months each year, to the great benefit of the neighboring country, otherwise without transportation facilities for its products. The present commerce (includ- ing rafted goods) is rapidly increasing, and is at present about $450,000 per year; showing that each dollar spent on this improvement has been accompanied by the development of $18 in annual commerce. There are three county bridges, without draws, above Snow Hill; their obstruction is not serious at present. The officer in charge recommends that this improvement be com- pleted in accordance with the present proposed and approved project, so as to secure a thoroughly cleared 3-foo navigation over the entire river from its mouth 03 miles upward to Stantonsburg during the nine commercial busy months of the year; at a total expense of $35,000 in addition to the amount available for the fiscal year ending June 30, 1887, this amount to be appropriate: in one sum. Smaller appropria- tions will increase the cost. Further improvement, so as to extend this navigation above Stantons- burg, or so as to make the lower river navigable during the low-water season, is not recommended at present. After the improvement is finished, its proper maintenance may cost .from $1,000 to $3,000 per year. It is estimated that $30,000 can be profitably spent in a single year; 20,000 of this to secure a fairly cleared natural channel for steam navi- gation nine months of the year from Snow Hill 32 miles upward to Stantonsburg, by removing from the river channel the most dangerous ,obstructions, such as sunken logs and snags, and by cutting down and pulling back from the banks the most troublesome leaning trees, and also those which would otherwise soon fall into the river channel; and .$10,000 to dike and dredge the natural channel near the river's mouth so as to keep the water from running off into the adjacent swamps. The extension of the navigation to Stantonsburg will open up the rich- est part of the Contentnea Basin and will greatly increase the river commerce. July 1, 1885, amount available .................. ................ ... .. $1,731 39 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .................... $1,398 67 July 1, 1886, outstanding liabilities .................... ..... 20 41 1, 419 08 July 1, 1886, amount available .--..------......------...... --....--......--.----- 312 31 -.............. Amount appropriated by act approved August 5, 1886-................... 15,000 00 Amount available for fiscal year ending June 30, 1887 ............... 15, 312 31 (Amount (estimated) required for completion of existing project.... ....35, 000 00 Amount that can be profitably expended in fiscal yearending June 30, 1888 20,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 1.) 2. Trent River, North Carolina.-Thisriver, a tributary of the Neuse River, has a total length of about 73 miles, and a drainage area of 657 RIVER AND HARBOR IMPROVEMENTS. 161 square miles. In 1879, at the time when placed under Governmental im- provement, it possessed a 6-foot to 8-foot roughly cleared navigation from its mouth at New Berne up 21 miles to Pollocksville, and a lighter draught navigation 9 miles further to Qhaker Bridge. Above Pollocks- ville the bars, snags, and trees prevented all navigation, except occa- sionally by small: fat-boats during high freshets. Its commerce is esti- mated to have been about $400,000 of goods per year. The original projects of 1879 and 1880, as continued to date, assumed that 6 to 8 feet of water could be carried at all stages of water from its mouth 21 miles to Pollocksville, and proposed to secure a thoroughly cleared 3-foot navigation, with at least 50 feet channel width, at all stages of water, from Pollocksville 22 miles up to Trenton, the practi- cable limit of steamboat navigation, using the balance of the funds to improve the channel from its mouth 30 miles upward to Pollocksville and Quaker Bridge. During the last fiscal year, ending June 30, 1886, while awaiting fur- ther appropriations, $159.50 was spent in caring for the property and records, and in preparing reports and future projects. Up to June 30, 1886, therefore, a total of $41,489.06 has been spent in all upon this improvement, in securing a moderately well cleared 6-foot to 8-foot navigation at all stages (8 to 9 feet at ordinary stages) from New Berne 30 miles up to Quaker Bridge, and thence a thoroughly cleared 3-foot navigation, at least 50 feet wide at all stages, 13 miles further to Trenton, and an excellent turning-basin at Trenton. In con- sequence of this improvement a steamboat navigation has been perma- nently established over the entire river to Trenton, with weekly trips in summer and tri-weekly trips in the busy season of winter. The com- merce is still increasing, and is now about $600,000 (including rafted goods) of transported goods per year, showing that each dollar spent on this improvement has been accompanied by the development of about $5 of annual commerce. The river navigation is not obstructed by bridges without draws. The officer in charge recommends that the present approved and adopted project be completed by thoroughly clearing the present chan- net of its remaining obstructions, at a total cost of $11,000, in addition to the amount available for the year ending June 30, 1887, this amount to be appropriated in one sum within the next year. Smaller appro- priations will increase the cost. After this is done no further improvement is recommended at pres- ent; but the proper maintenance of the improved channel may cost from $1,000 to $2,000 per year. It is estimated that the entire $11,000 can be profitably spent in one year-$8,000 to cut off projecting points at sharp turns of the river, and the remaining $3,000 to clear the entire river thoroughly of all remain- ing obstructions to its free navigation. July 1, 1885, amount available ......-----.....----..... .............--. $670 44 April '23, 1886, amount received from sales to Contentnea Creek---.......... 25 00 695 44 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......................--- .. $158 78 July 1, 1886: outstanding liabilities.......................... 72 -- 159 50 July 1, 1886, amount available--.........-----....---..----....--.------------............--------...... 535 94 Amount appropriated by act approved August 5, 1886......---........----------------.. 3, 500 00 Amount available for fiscal year ending June 30, 1887 ................. 4, 035 94 11 E {Amount 162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (estimated) required for completion of existing project-------$11,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 Submitted in compliance with requirements of section 2 of river and 11,000 00 harbor acts of 1866 and 1867. (See Appendix L 2.) 3. Neuse River, North Carolina.-Thisriver, emptying into Pamplico Sound, has a total length of about 360 miles, and a drainage area of 5,781 square miles (2,506 of which are situated above the mouth of its upper main tributary, the Contentnea). This river, when placed under Governmental improvement in 1878, possessed during nine months of the year a 9-foot depth of channel from its mouth 40 miles up to New Berne; thence a 4-foot depth 50 miles further to Kinston; thence a 3- foot depth 46 miles further to Goldsboro'; and thence a 2-foot depth 62 miles further to Smithfield, this depth being reduced during the low. water season to 8 feet at New Berne, 2 feet at Kinston, and 1 foot at Smithfield. Over the whole 198 miles the river was so blocked by arti- ficial and natural obstructions that navigation was impracticable. Its steamboat navigation was therefore nothing. The projects of 1878, 1880, and 1883, as continued to date, proposed to clear out the obstructions placed in the river during the war of 1861-'65, to remove all sunken logs, snags, and floating obstructions, and to contract she channel-way, so as to assure during the entire year an unobstructed 8-foot navigation 40 miles up to New Berne, and a sim- ilar 4-foot navigation 50 miles further to Kinston, and during nine months of the year a 3-foot navigation 108 miles farther to Smithfield. During the last fiscal year ending June 30, 1886, $9,557.42 was spent in contracting by jetties about 2 miles length of river channel between New Berne and Kinston, in removing the most troublesome obstructions in this same length of river, in caring for property and records, and in preparing reports and future projects. Up to June 30, 1886, therefore, a total of $205,825.72 has been spent in all upon this improvement, giving a moderately well-cleared channel over the entire length of the river, allowing an 8-foot navigation 40 miles to New Berne, and a 2-foot navigation 50 miles further to Kinston all the year; also a 3-foot navigation 46 miles further to Goldsboro' during nine months per year, and 60 miles still further to Smithfield six months per year. In consequence of this two steamboat lines have been permanently established between New Berne and Kinston, and the river commerce has increased from almost nothing up to over $1,000,000 per year, showing that each dollar spent upon this improvement has been accompanied by a development of about $5 of annual commerce. The Atlantic and North Carolina Railroad Drawbridge at Kinston has a draw, but not over the main channel-way; its obstruction is not seri- ous at present. The Wilmington and Weldon Railroad Bridge at Golds- boro' is without a draw, but 17 feet above low water; its obstruction is not serious at present. Higher there are six county bridges without draws; their obstruction is not serious at present. The officer in charge recommends that this improvement be com- pleted in accordance with the present approved and adopted projects, so as to secure a thoroughly cleared 9-foot navigation 40 miles up to New Berne and a similar 4-foot navigation 50 miles further to Kinston during the entire year; and thence a similar 3-foot navigation 108 miles further to Smithfield during nine months of the year; at a total ex- pense of $137,500, in addition to the amount available for the fiscal year ending June 30, 1887, this amount to be appropriated in three yearly installments of $46,000 each; smaller appropriations will increase the RIVER AND HARBOR IMPROVEMENTS. 163 cost. Further improvement, so as to extend the navigation above Smithfield, or so as to increase the depth of water or length of time of such navigation below Smithfield, is not recommended at present. After the improvement is finished its proper maintenance may cost from $2,000 to $6,000 per year. It is estimated that the first installment can be profitably spent in a single year, $30,000 of which is to secure an unobstructed channel of 3 feet depth at low water from New Berne 50 miles upward to Kinston, by com- pleting the present work of contraction of the river channel, and $16,000 towards securing a thoroughly-cleared, natural channel from Kinston, 108 miles upward to Smithfield, by removing from the river channel sunken logs and snags, and by cutting down and pulling back from the banks such trees as overhang the channel, or as might fall into the chan- nel by the caving of banks. The works have given satisfactory re- sults so far as their construction has been carried, but they cannot pro- duce their effect upon the river commerce until they are finished over the entire distance thus to be improved. July 1, 1885, amount available -...------...-.....--..------..---...--......---....---- -------.... $13,731 70 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......................... $9, 166 05 July 1, 1886, outstanding liabilities ........................ 391 37 9, 557 42 July 1, 1886, amount available.....................--------............... 4,174 28 Amount appropriated by act approved August 5, 1886 ................... 22,500 00 tAmount Amount available for fiscal year ending June 30, 1887--.......... ......... (estimated) required for completion of existing project ........ 137,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 Submitted in compliance with requirements of section 2 of river and 26, 674 28 46, 000 00 harbor acts of 1866 and 1867. (See Appendix L 3.) 4. Inland line of navigation,from New Berne to Beaufort, North Car- olina.-The inland line of navigation from New Berne to Beaufort Har- bor, via Clubfoot, Harlowe and Newport rivers, established in about 1826, follows the course of the line now in reconstruction by the New Berne and Beaufort Canal Company. This inland line of navigation, by the way of Clubfoot, Harlowe, and Newport rivers, was recommended in 1883 as conditionally worthy of improvement; and was estimated in 1883 to cost $883,580. This line of navigation possessed then no steam- ers, but one has since been placed upon the route, and is now making regular trips. This line of navigation is of much value as a connecting link between Pamplico Sound and Beaufort Harbor, and completes ex- isting inland navigation from the Chesapeake to Beaufort, N. C. Ten thousand dollars was appropriated in 1882 ($5,000 to be taken from the appropriation for Neuse River, $5,000 from that for Beaufort Harbor) for an inland line of navigation from New Berne to Beaufort Harbor; and it was decided in 1884 that this money was to spent upon the route via Clubfoot, Harlowe, and Newport rivers. The adopted pro- ject of 1884 for the expenditure of this $10,000, as continued to date, proposed to widen and deepen Harlowe Creek so as to secure a through canal, of 5 feet depth at mean low water and of 30 feet bottom width, from the mouth of Harlowe Creek upward 3.25 miles to its head; and to use the remaining funds in similar work upon Clubfoot River. During the last fiscal year ending June 30, 1886, while awaiting the further action of Congress, $131.45 was spent in inspecting the canal 164 REPORT OF TI]HE CIEF OF ENGINEERS, tt. S. ARMY. and creeks, in caring for property and records, and in preparing reports and future projects. Up to June 30, 1886, therefore, a total of $2,205.76 has been spent in all on necessary surveys and in commencing the proposed canal cutting. It was required that the work should be done at once, and by contract. Work was commenced, but on account of unexpected obstacles and the small amount of available funds, the contractor could not afford to build or hire the expensive plant that he would need in order to fulfill his con- tract. Beneficial results have therefore not been as yet obtained. Work was directed to be stopped March, 1885, to await further action of Con- gress. The officer in charge recommends that this improvement be extended in general accord with the projects of 1883 and 1884, over the whole dis- tance through the New Berne and Beaufort Canal, as well as through Clubfoot River and Harlowe Creek, so far as to secure a through chan- nel of 5 feet depth at mean low water, and 30 feet bottom width, from the mouth of Harlowe Creek to the mouth of Clubfoot River, thus com- pleting a 5-foot navigation from New Berne to Beaufort, at a total ex- pense of $75,000, in addition to the $17,794.24 available for the fiscal year ending June 30, 1887, this amount to be appropriated in two yearly installments. Smaller appropriations will increase the cost. The dan- gers of ocean travel around Cape Hatteras and Cape Lookout are so great that some such 5-foot navigation for small vessels appears neces- sary between Pamplico Sound and Beaufort Harbor, and no similar navigation can be secured by any other route, except at greatly increased expense. Further improvement over this route, so as to secure a chan- nel of more than 5 feet depth at low water, is not recommended for the present. After this improvement is completed its proper maintenance may cost from $1,000 to $3,000 per year. July 1, 1885, amount available . ............ .. ...... ... ... .... .... ... $7, 925 69 July 1, 1866, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ----........................ ----- $1 97 July 1, 1886, outstanding liabilities .......................... 129 48 131 45 July 1, 1886, amount available .---....---....-------............................ 7, 794 24 Amount appropriated by act approved August 5, 1886................... 10,000 00 Amount available for fiscal year ending June 30, 1887..................------- --- 17, 794 24 Amount that can be profitably expended in fiscal year ending June 30, 1888 38,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 4.) 5. Harbor at Beaufort, North Carolina.-This harbor, at the eastern terminus of the Atlantic and North Carolina Railroad, is the only one of any importance between Chesapeake Bay and Wilmington, N. C., a distance of over 300 miles. It is especially valuable as the natural out- let to the inland commerce of Northern and Middle North Carolina, and as the natural harbor of refuge to vessels overtaken on this most ex- posed portion of the Atlantic coast. If its channel were marked by range lights, it would be the easiest harbor to enter between the Ches- apeake and Savannah. Beaufort Harbor, before improvement in 1880, possessed a bar entrance of 15.3 feet least depth at mean low water, with an average rise and fall of tide of 3 feet. From the bar it pos- sessed a channel of 25 feet depth upward, 3.7 miles to the Atlantic and RIVER AND HARBOR IMPROVEMENTS. 165 North Carolina Railroad Wharf at Morehead City, and a branch channel of 9 feet deep for six-tenths of a mile up to Bulkhead Channel, and of 2 feet minimum depth six-tenths ot a mile to the wharves of Beaufort City, where coasting vessels had a good wharfage of 7 feet depth and 1,800 feet long. The projects of 1881, 1882, and 1884, as continued to date, proposed to secure this harbor, by stopping further erosion of the sand-banks at Shackleford Point and Fort Macon Point, which limit the width of the harbor entrance, and which had been worn away 500 feet between the years 1864 and 1880, and 900 more between the years 1880 and 1881, and by stopping further deterioration of the bar entrance, which was rapidly shoaling ; and they also proposed afterward to extend the 9-foot depth of water from Bulkhead Channel to Beaufort City, by a cutting 200 feet wide, and thence to dredge a 6-foot channel 100 feet wide to North River and Core Sound for the accommodation of the small craft of the neighboring sound. During the last fiscal year ending June 30, 1886, $2,218.56 was spent in strengthening existing jetties at Shackleford Point, in commencing a new jetty at Fort Macon Point, in rebuilding a small landing wharf, and in completing a survey of the harbor. Further much needed work was stopped for want of funds. Up to June 30, 1886, therefore, a total of $75,000 has been spent in all upon this improvement in successfully stopping the erosion of Shackle- ford Point and Fort Macon Point, in probably arresting the shoaling upon this bar, and in making a careful survey of the present condition of the harbor entrance preparatory to the definite location of further works. No improvement of commerce nor depth of water was thereby expected nor obtained, but the retrograde movement has been in gen- eral arrested, and the old shore line has commenced to reform. The officer in charge recommends that the present approved projects be completed so far as to thoroughly protect Shackleford and Fort Ma- con from further erosion, and to dredge a reduced channel of 100 feet width and 5 feet depth at low water from Bulkhead Channel entirely through to Beaufort City, at an expense of $69,000 in addition to the funds available for the fiscal year ending June 30, 1887; this amount to be appropriated in one sum during the next year. Smaller appro- priations will increase the cost. Further improvement in accord with the original project, so as to secure to Beaufort City a channel of over 5 feet depth at low water from Bulkhead Channel, or of any depth by any other route to North River and Core Sound, is not recommended at present. This improvement once thoroughly completed should be per- manent. July 1, 1885, amount.available ..... ..... ................ ................... $2,218 56 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885- ----.------.....-- ---- ......--------....---....--...........--------.....---.... 2, 218 56 Amount appropriated by act approved August 5, 1886- - -...... - -......--- ... 15, 000 00 ( Amount (estimated) required for completion of existing project.- - -... -.. 69, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 69, 000 00 Submitted in compliance with .requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 5.) 6. New River, North Carolina.- This river, emptying directly into the Atlantic Ocean between Beaufort Harbor and Wilmington, N. C., has a total length of about "52 miles and a drainage area of 492 square miles. Its lower 14 miles, from its mouth to Jacksonsville, forms a fine basin of brackish water of from 500 to 10,000 feet width and of at least 166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5 feet channel depth, with 40,000 acres of oyster farms and with rich agricultural surroundings. When placed under Governmental improve. ment in 1882 it had very poor facilities for transporting its goods to market. Its communication with the ocean was blocked by an oyster- rock barricade, through which there existed only a long and very crooked channel of 50 feet width and 3 feet depth at low water. Its commerce, limited to wagons and small boats, was estimated to be about $400,000 of goods per year. The original project, as continued to date, proposed to secure a 150- foot channel, 5 feet deep at low water, from the upper river to the ocean by dredging. No money had been spent upon this work prior to June, 1885, because the available funds were too small for profitable use under the existing project. During the last year ending June 30, 1886, $9,810.24 was spent in making a new survey and project; in newly locating the line of pro- posed channel and in excavating 34,991 cubic yards of material, thereby replacing the long and crooked channel by a shorter and straight chan- nel of 40 feet bottom width and 3.5 feet least depth at low water. Further work was stopped for want of funds. The officer in charge recommends that the present adopted project be completed so as to secure a channel of from 100 to 150 feet width and 5 feet depth at low water, from the ocean up to the upper river, at a total expense of $20,000, in addition to the amount available for the fiscal year ending June 30, 1887, to be appropriated in a single amount within the next year. Smaller appropriations will increase the cost. Further improvement, so as to give a channel of greater depth or width, is not recommended at present. This improvement, once thoroughly completed, should be permanent. He also estimates that $30,000 can be profitably spent in a single year in completing and extending the above channel of 40 feet width, and in increasing its dimensions to 100 feet width and 5 feet depth at low water. July 1,1885, amount available.......................................... $10, 000 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..---...-----....----...--------........ $9,152 04 July 1, 1886, outstanding liabilities ........................... 658 20 9, 810 24 July 1,1886, amount available ............ :............................ 189 76 Amount appropriated by act approved August 5,1886---------- ................... 10, 000 00 Amount available for fiscal year ending June 30,1887 ............... 10,189 76 ( Amount (estimated) required for completion of existing project........ 20,000 00 J Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 ' Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 6.) 7. Cape Fear River, above Wilmington, North Carolina.-The Cape Fear River, above Wilmington, has a total length of about 400 miles, and a drainage area of 7,167 square miles, of which 5,620 square miles lie above the mouth of its main tributary, the Black River. Before im- provement in 1881, it was navigable during the nine flush-water months of the year from Wilmington 112 miles upward to Fayettville, but the channel for the upper 75 miles was badly obstructed by sunken logs, snags, overhanging trees, and shoals; and for the upper 66 miles was fill of shoals, on which there was not more than 12 to 14 inches of water during the low-water season., At that time the navigation was owned RILER AND HARBOR IMPROVEMENTS. 167 by private parties. Its commerce was estimated to have been about $800,000 of transported goods per year. The original project of 1881-'82, as continued to date, proposed to buy out the private owners of the river for $10,000, then to clear out its natural obstructions, and to further provide a continuous channel over its upper 66 miles by dredging and by artificially contracting its water- way through 32 shoals at least. During the last fiscal year, ending June 30, 1886, $5,516.98 was spent in contracting the river channel by jetties at 4 shoals between Fayette- ville and Elizabethtown, in removing the most troublesome obstruc- tions in this same length of river, in completing maps, in gauging the river at several points, and establishing its longitudinal slope at dead low water, in repairs of plant and care of property. Further work was stopped by want of funds. Up to June 30, 1886, a total of $64,530.81 has been spent in all upon this improvement, giving a moderately well cleared channel over the whole length of river; a moderately good continuous 4-foot channel dur- ing the entire year from Wilmington 44 miles to Kelley's Cove; thence a similar 2-foot channel 26 miles further to Elizabethtown (a place of con- siderable commerce); and thence a similar 1-foot channel 42 miles fur- ther to Fayettville, increased to 5 feet draught from Wilmington to Fayettville during seven months per year. In consequence, three per- manently established steamboat lines have been running over the entire distance with full draught for seven months each year, and with lessened draught the rest of the time. The commerce during those years has in- creased about $200,000 per year, showing that each dollar spent upon this improvement has been accompanied by the development of about $28 of annual commerce. It is recommended that improvement be completed in accordance with the present approved and adopted project, so as to secure a thoroughly cleared 4-foot channel from Wilmington 70 miles to Elizabethtown; thence a similar 3-foot channel 42 miles further to Fayettville during 11 or 12 months of the year; at a total expense of about $200,000, to be ap- propriated in yearly installments of about $30,000, as smaller appropria- tions will increase the cost. The first installment can be profitably spent in a single year; to in- crease the depth of water at the worst shoals by contracting the river channel byjetties; and in removing from the river channel the most troublesome sunken logs and snags and to cut down and pull back from the river banks the most troublesome' leaning trees, as also such as might soon fall into the river channel. After the improvement is completed it may cost from $1,000 to $3,000 for its proper maintenance per year. July 1, 1885, amount available --------------.----.----.----.--------.... $5,986 17 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................ $5, 480 74 July 1, 1886, outstanding liabilities--- ..................... 36 74 5, 516 98 July 1, 1886, amount available .......... ........ ..--.................. . 469 19 Amount appropriated by act approved August 5, 1886................... 11,250 00 Amount available for fiscal year ending June 30, 1887 ................... 11,719 19 Amount (estimated) required for completion of existing project. - 200,000 00 Amount that can be profitably expended in fiscal yearending June 30,1888 30, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 7.) 168 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Cape Fear River below Wilmington, North Carolina.--This river, emptying into the Atlantic Ocean at Cape Fear, has from its mouth up to its headwaters in the mountains a total length of about 426 miles, and a drainage area of 9,115 square miles. The two main branches of the river meet at Wilmington, bringing with them an average fresh- water discharge of 14,000 cubic feet per second. Below Wilmington the river is a tidal basin with about 26 miles length, 350 square miles drainage area, 37 square miles water surface, 3.5 feet rise of tide (2.5 at Wilmington, 4.5 at the ocean), and an average discharge during ebb of 160,000 cubic feet per second, the ocean bar being 2 miles seaward of the river mouth. The Cape Fear River, below Wilmington, before improvement in 1829, had three bar entrances with least depths as fol- lows: About 9 feet at the Baldhead Channel, 9 feet at the Rip Channel, and 110 feet at New Inlet Channel, these bars being, respectively, 9, 6, and 2 miles below the point which was then the head of the river's delta. Prom the head of this delta 20 miles up to Wilmington there were sev- eral shoals with a least depth of 7.5 feet at low water. The original project of 1827 to 1847 proposed to improve the upper 20 miles by dredging and by jetty contraction of the channel. During this time, $203,204.59 were spent in increasing the depth upon the shoals to 9.5 feet at low water, equal to that at the bar entrance. At or about this time, the shore at Fort Caswell, opposite Baldhead Point, was protected by stone jetties. The projects of 1852 to 1857 proposed to deepen the water at the main entrance by jetties at Baldhead Point, and by jetty and dike ob- structions between Zeke's Island and Smith's Island, near New Inlet, and suggested the possible future necessity of closing New Inlet. Dur- ing this time $156,296.26 were spent upon these works, which, never fully completed for want of funds, were moreover nearly destroyed later by the heavy storms of 1857 and 1871. The project of 1870 proposed a crib closure of the space (4,403 feet long) between Smith's and Zeke's islands (finished in 1873), to prevent further widening of New Inlet. The projects of 1870 to 1872 for the proposed complete closure of New Inlet (begun in 1875 and finished in 1881), in order to deepen the water at the main (Baldhead) bar entrance. The projects of 1872 to 1883, as continued to date, proposed the extension of the New Inlet dam 2 miles further down the stream to prevent the further erosion of Smith's Island at the swashes. The project of 1875, as continued to date, proposed the occasional use of dredging upon the outer bar to assist the tidal cur. rents in gradually localizing, straightening, deepening, and fixing the bar entrances. The projects of 1874 to 1881 for the 20 miles above New Inlet, as continued to date, proposed dredging wherever necessary across shoals, so as to secure first a 12-foot channel, 200 feet wide, and then a 16 foot channel, 270 feet wide, at low water over this whole length. During the last fiscal year ending June 30, 1886, $66,052.81 was spent in opening a continuous channel of at least 111 feet width and 16 feet depth at low water from Wilmington to the ocean bar, in making these channels by guide-piles and range-targets, in completing the extension of the New Inlet dam from Zeke's Island southward to Smith's Island, and in raising this extension to mean tide-level, in necessary surveys and in the care of property. Further work was stopped for want of funds. Up to June 30, 1886, therefore, a total of $1,698,411.74 has been spent in all upon the propoked improvement of 1870 to 1882 with great suc- cess, obtaining a 13.5 to 14-foot least depth of water at the main bar RIVER AND HARBOR IMPROVEMENTS. 169 entrance, and completing to partial width the desired 16-foot channel 28 miles further to WAmington. This depth, combined with the aver- age rise of tide (4.5 at the bar and 2.5 at Wilmington), is such that at present vessels loaded to 16 feet draught can readily go from Wilming- ton to the ocean in a single tide any day of the year. The total com- merce, exports and imports, foreign and coastwise, has increased from about $13,000,000 of transported goods in 1870 up to about $17,000,000 in 1886 (all this increase being foreign commerce), showing that each dollar spent upon this improvement has already been accompanied by the de- velopment of about $2.40 of annual (foreign) commerce, although the last increase of 2 feet in draught in the river channel is too recent to have produced its effect on such development. The officer in charge recommends that the above improvements be carried as originally projected by completing the unfinished dike south of Zeke's Island, so as to thoroughly secure Smith's Island from further erosion by the ocean ; and by widening and deepening the existing river channels to their full dimensions of 270 feet width and 16 feet least depth at low water, and by further protecting them against further sub- sequent deterioration by submerged stone dikes where necessary, and by straightening, deepening, and fixing the bar entrance, at a total ex- pense of $245,000 in addition to the amount available for the fiscal year ending June 30, 1887, to be appropriated in one sum during the next fiscal year. Smaller appropriations will increase the cost. So far as can be seen at present, this amount will complete all existing projects for this improvement. After this improvement is finished, its proper maintenance may cost from $5,000 to $15,000 per year for a few years, but the improvement should be fairly permanent. It is estimated that the entire sum can be profitably spent in a single year, in repairs of plant, in the completion of dikes, and in the com- pletion of dredging, so as to secure a channel of 270 feet width and 16 feet depth at low water, from Wilmington 29 miles to the ocean bar, and 14 feet depth at low water over the bar. July 1, 1885, amount available ...........---- ........ ............ ...... $70, 141 07 July 15, 1885, amount received from sales to Beaufort Harbor............ 720 00 70,861 07 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................ $65, 124 33 July 1, 1886, outstanding liabilities ......................... 928 48 66, 052 81 July 1, 1886, amount available . -...-...... .......... ....... ..... ..... . 4, 808 26 Amount appropriated by act approved August 5, 1886.....--...... ........ 157,500 00 Amount available for fiscal year ending June 30, 1887..--. .....----....... 162, 308 26 ( Amount (estimated) required for completion of existing project ...... 245, 000 00 Amount that can be profitably expended in.fiscal year ending June 30,1888 245,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 8.) 9. GreatPee Dee River, South Carolina.--Thisriver, emptying into Win- yaw Bay at Georgetown, S. C., has (including its upper portion, called the Yadkin) a total length of about 500 miles, and a drainage area of 16,329 square miles, of which 9,642 square miles lie above the mouth of the Black, Lynche's, and Little Pee Dee rivers, its main tributaries. At Cheraw, at five-tenths of a foot above low water, the discharge is about 7,000 cubic feet per second. This river, prior to improvement in 1880, was dangerously obstructed with snags and logs everywhere, but was 170 REPORT OF THE CHIEF OF ENGINEERS,-U. S. ARMY. otherwise available for 9-foot boats at ordinary stages of water to Smith's Mills, 67 miles above its mouth; and thence for 3.5-foot draught boats at low water 88 miles further, to Little Bluff, or at high water 183 miles further, from Smith's aills to Cheraw, the present head of steam navi- gation, 250 miles above Georgetown. The commerce of this river is estimated to have then been about $400,000 of transported goods per year. The original project of 1880, as continued to date, proposed to secure a thoroughly cleared 9-foot navigation to Smith's Mills, and a 3.5-foot navigation to Cheraw at all stages of water. During the last fiscal year ending June 30,1886, while awaiting further appropriations, $829.02 was spent in mapping the river, in caring for the property and records, and in preparing reports and future projects. Up to June 30, therefore, a total of $26,919.43 has been spent in all upon this improvement, giving at all ordinary stages of water a well- cleared 9-foot navigation 67 miles upward to Smith's Mills, and a fairly- cleared 3.5-foot navigation at low water, 83 miles further to the railroad station at Pee Dee, or at high water 183 miles further from Smith's Mills to Cheraw. The commerce of the river has thereby increased so as to be at present about $2,000,000 of transported goods per year, showing that each dollar spent upon this improvement has been accompanied by the development of about $59 annual commerce. The Wilmington, Columbia and Augusta Railroad Drawbridge, 5 miles below Little Bluff, is improperly fendered; its obstruction is somewhat dangerous, and should be corrected. The Society Hill Drawbridge near Cheraw is improperly fendered; its obstruction is somewhat dan- gerous, and should be corrected. The officer in charge recommends that this improvement be completed in accordance with the present approved and adopted proect, so as to secure a thoroughly cleared 9-foot navigation 67 miles upward to Smith's Mills, and thence a 3.5-foot navigation 183 miles further to Cheraw at all stages of water, at a total expense of $70,000 in addi- tion to the amount available for the fiscal year ending June 30, 1887, appropriated in two yearly installments of $40,000 andt 30,000 respect- ively. Smaller appropriations will increase the cost. It is estimated that the first installment can be profitably spent re- moving from the river channel the most troublesome sunken logs and snags, and in cutting down and pulling back from the river banks the most troublesome leaning trees, and also such as appear liable to fall into the river channel during the next year. After the appropriation is finished, its proper maintenance may cost from $2,000 to $5,000 per year. July 1, 1885, amount available .......................................... $909 59 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............ --............ $489 30 July 1, 1886, outstanding liabilities.....................-------. --- 339 72 829 02 July 1, 1886, amount available ..-... ............. ......--...........----. 80 57 Amount appropriated by act approved August 5, 1886.................... 20,000 00 Amount available for fiscal year ending June 30, 1887 .................... 20,080 57 Amount that can be profitably expended in fiscal year ending June 30, 1888 40,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 9.) 10. Waccemaw River, South Carolina.--Thisriver, emptying into the Winyaw Bay at Georgetown, has a total length of 244 miles, and a RIVER AND HARBOR IMPROVEMENTS. 171 drainage area of 1,572 square miles of rich agricultural lands. This river, prior to Governmental improvement in 1880, was navigable for 12-foot-draught boats at all stages of water from Georgetown, Winyaw Bay, 26 miles to Bull Creek, and at high water 4 miles further,, to Buck's Lower Mills; thence for 7-foot draught boats at high water 36 miles further to Conway borough; thence it possessed an obstructed channel for 3-foot-draught boats at ordinary water 124 miles to Reeves Ferry, the present head of steam navigation; thence an obstructed channel with 3-foot depth at high water for 54 miles to Lake Waccemaw, which is 244 miles distant from Georgetown. The commerce of this river is es- timated to have then been about $400,000 of transported goods per year. The original project of 1880, as continued to date, proposed to secure a channel 12 feet deep at all stages of water, with 80-foot bottom width from the mouth of the river 66 miles upward to Conwayborough, and afterwards a cleared channel 178 miles farther to Lake Waccemaw. Up to June 30, 1886, a total of $35,367.17 has been spent in all upon this improvement, giving a thoroughly cleared channel, with 100 feet least width and 6.8 feet least depth at high water as far as Conwaybo- rough. The commerce upon this river has been thereby increased to about $1,300,000 per year, showing that each dollar spent on this im- provement has been accompanied by the development of about $25 of annual commerce. The officer in charge recommends that this improvement be com- pleted in accordance with the present approved and adopted project; so far as at present to secure a channel 12 feet deep at mean low water, with 80 feet bottom width, from the mouth of the river 41 miles, up to Bucksville; and thence a channel 10 feet deep at mean low water, with 80 feet bottom width, 25 miles further, to Conwayborough; thence a thoroughly-cleared 3-foot navigation 24 miles further, to Reeves Ferry, throughout the entire year; and thence a thoroughly-cleared natural channel 54 miles further, to Lake Waccemaw, at a total expense of $88,000, in addition to the amount available for the fiscal year ending June 30, 1887; this amount to be appropriated in two yearly install- ments. Smaller appropriations will increase the cost of the work. Further improvement in accord with the original project, so as to secure a 12-foot navigation at all stages of water from Bucksville 25 miles, to Conwayborough, is not recommended at present. After the improvement is finished its proper maintenance may cost from $1,000 to $4,000 per year. It is estimated that the first installment can be profitably spent to secure a 12-foot navigation at high water from the mouth of the river 41 miles, to Bucksville, and a similar 10-foot navigation thence 25 miles upward, to donwayborough; and towards securing a clear 3-foot steam navigation from Conwayborough 24 miles further, to Reeves Ferry. July 1, 1885, amount available...... ......-..- - ...... ......... ... ...... $36 19 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......---.. ....--......----........................ .3 35 July 1, 1886, amount available............................ ............. 32 84 Amount appropriated by act approved August 5, 1886..-- -.............. 15,000 00 Amount available for fiscal year ending June 30, 1887 .................... 15,032 84 (Amount (estimated) required for completion of existing project ........ 88, 000 00 ) Amount that can be profitably expended in fiscal yearending June30,1888 48,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 10.) 172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Harborat Georgetown, South Carolina.-Georgetownis situated at the head of Winyaw Bay, and at the corfluence of the Sampit, Great Pee Dee, and Waccemaw rivers (the latter having conjointly a drainage area of 18,040 square miles), and is the natural harbor and sea-port for all com- merce passing to and from these rivers and their tributaries. It is also a railroad terminus. This harbor prior to improvement in 1880 had an excellent, well-protected anchorage of at least one mile length, 150 feet width, and 15 feet depth. A bar of about 2,850 feet length and with only 9 feet depth of water was the only obstacle to an otherwise good 13-foot navigation from Georgetown 12 miles, to the ocean. The commerce of this harbor is estimated to have then been $2,000,000 of transported goods per year. The original project of 1881, as continued to date, proposed to secure a dredged channel of 200 feet bottom width and 12 feet low-water depth entirely through this bar. No money was spent upon this improvement prior to June 30, 1884, because the available funds were too small to allow of being profitably spent. During the last fiscal year, ending June 30, 1886, $3,552.91 was spent in widening the existing dredged channel, in caring for property and records, and in preparing reports and future projects. Further work was stopped for want of funds. Up to June 30, 1886, therefore, $11,986.04 has been spent in all upon this improvement, giving a through cut entirely across the bar, with 12 feet low-water depth, and with a width varying from 40 to 80 feet. The commerce of the river is now about $3,500,000 of transported goods per year, an increase of $1,500,000 since 1880. The officer in charge recommends that the above improvement be completed in accordance with the present and adopted project, so as to secure a channel of 12 feet depth at mean low water and of about 200 feet bottom width entirely through the bar, at a total expense of $22,000, in addition to the amount available for the fiscal year ending June 30, 1887; this amount to be appropriated in two yearly installments of $15,000 and $7,000, respectively. Smaller appropriations will increase the cost of the work. Further improvement is desirable in order to continue this channel by a similar easy ', well-marked, and well-defined channel entirely through the upper portion of Winyaw Bay. With this object in view, a survey of the entrance to Georgetown Harbor through Winyaw Bay, S. C., is desirable, and is recommended as an extension of the Georgetown Harbor improvement. The channel once thoroughly opened will probably be permanent. By this improvement ocean vessels of 12 feet draught, after once cross- ing Winyaw Bay Bar, can proceed without delay 15 miles further, to their anchorage at Georgetown. It is estimated that the first installment of $15,000 can be profitably spent in a single year in widening the existing narrow channel. July 1, 1885, amount available ......--- -...... .......... ........- --------...... $3, 566 15 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......... .......... $3, 550 19 July 1, 1886, outstanding liabilities .......................... 2 00 3,552 19 July 1, 1886, amount available......................................... 13 96 Amount appropriated by act approved August 5, 1886 .................. 5, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 5,013 96 RIVER AND IIARBOR IMPROVEMENTS. 173 Amount that Amount required expended can be profitably (estimated) in fiscal for completion ofyear ending existing 15,000 June 30, 1888 $22, project........ 000 00 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 11.) 12. Santee River, South Carolina.-This river, formed by the Congaree and Wateree rivers, and emptying into the Atlantic Ocean just south of Winyaw Bay, has, from the sea to its headwaters in the mountains, a total length of about 500 miles and a drainage area of 15,414 square miles. It was formerly navigated by 4-foot draught boats from the sea up to Columbia on the Congaree and Camden on the Wateree. In 1880, the date of commencement of the improvement, this navigation was con- siderably obstructed and blocked at all stages of water by sunken logs, snags, and floating timber. Its bar entrance was narrow, crooked, and shifting, with only about 4 feet depth of water at low tide, and so sit- uated as to be very difficult and expensive to improve. Four steamers and a few small vessels were then running upon portions of this river. Its commerce is estimated to have then been about $600,000, and to now be about $1,400,000 of transported goods per year. The original project of 1880 proposed to provide the river with a good outlet through Mlosquito Creek to Winyaw Bay, by deepening and straightening this creek to 50 feet width and 7 feet depth, and to secure a safe and unobstructed 7-foot navigation in the river itself from its mouth, 154 miles upward, to Wright's Bluff; and thence a similar 5-foot navigation 30 miles further to its head in the Congaree and Wateree rivers. The appropriation of 1881, and since, provided only for work upon the outlet of the river through Mosquito Creek to Winyaw Bay ; and the approved project for 1881 for this expenditure, as continued to date, proposed to secure to the river a straightened canalized outlet through Mosquito Creek 7 miles long, 30 feet wide, and 6 feet deep at mean low water, and to construct one draw-bridge over the creek. During the last fiscal year ending June 30, 1886, $14,993.62 was spent in extending the Mosquito Creek Canal, in building the draw-bridge, and in making necessary surveys, examinations, and reports. The work of dredging was stopped in November for want of funds. Up to June 30, 1886, therefore, $55,346.37 has been spent in all upon this improvement, in cutting 15,610 linear feet of canal 30 feet wide and 5 feet deep, from Santee River along Mosquito Creek toward Winyaw Bay, and in building the proposed draw-bridge. No improvement of commerce has yet been produced, nor was any to be expected there- from until the canal should be finally completed. The Northeastern Railroad Drawbridge, between the mouth of the river and Wright's Bluff, is improperly fendered; the obstruction is somewhat dangerous and should be corrected. The officer in charge recommends that this improvement be completed in accordance with the present approved and adopted project of 1881, so as to secure to the Santee River a straightened canalized outlet through Mosquito Creek 7 miles long, 30 feet wide, and 6 feet deep, at mean low water, at a total expense of $71,000 in addition to the $1,653.63 available June 30, 1886, this amount to be appropriated in two yearly installments of $48,000 and $23,000, respectively; also that this improve- ment be extended in accordance with the proposed original project of 1880, so as to secure a safe and unobstructed 7-foot navigation from the mouth of the Santee River 154 miles upward to Wright's Bluff, and thence a similar 5-foot navigation 30 miles further to its head in 174 REPORT OF THE CHIEF OF ENGINEERS, t. S. ARMY. the Congaree and Wateree rivers, at a total expense of $75,000, to be appropriated in two yearly installments of about $40,000 each. Smaller appropriations will increase the cost of the work. It is estimated that this last recommended improvement would at once (as already shown by past experience on the neighboring Pee Dee River) increase the Santee River commerce from $1,000,000 to $2,000,000 per year. Further im- provement, so as to increase the above widths and depths of either canal or river, is not recommended until commerce shall have shown a further immediate necessity therefor. After this improvement is finished its proper maintenance may cost from $3,000 to $5,000 per year. It is estimated that $48,000 can be profitably spent in a single year in opening the canal to vessels of about 20 feet width and 4 feet draught, and in removing in part from the river channel its sunken logs and snags, and cutting down and pulling back from its banks such trees as overhang the channel or might soon fall into the channel from caving banks. July 1, 1885, amount available ........ ............ ................. $16, 647 05 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .---.....--......-----......---...... $14,557 33 July 1, 1886, outstanding liabilities----....... --.......... .... 436 09 14,993 42 July 1, 1886, amount available.----------...........--..-------...---...------------...----... 1, 653 63 Amount appropriated by act approved August 5, 1886. ..---.- .- . 18, 750 00 Amount available for fiscal year ending June 30, 1887 .................... 20, 403 63 Amount (estimated) required for completion of existing project ...... 71, 000 00 Amount that canbe profitably expended in fiscal year ending June 30,1888 48, 000 00 Submitted in compliance with requirements of section 2 of river and l harbor acts of 1866 and 1867. (See Appendix L 12.) 13. Wateree River, South Carolina.--Thisriver, which unites with the Congaree to form the Santee, has (including its upper portion, called the Catawba) a total length of about 310 miles, and a drainage area of 5,642 square miles. This river, prior to Governmental improvement in 1882, had a low-water depth of from 3 to 4 feet from its mouth in the Santee upward 64 miles to Camden, its practical limit of steam navigation. From its mouth upward 12 miles the river was completely blocked at all stages of water by sunken logs and stumps and by floating obstructions; thence 42 miles to Camden navigation was possible, but dangerous, except during high water. Its commerce was then almost nothing. The original project of 1881-'82, as continued to date, proposed to secure a safe and unobstructed 4-foot navigation over this entire distance at all stages of water. During the last fiscal year ending June 30, 1886, while awaiting further appropriations, $238.46 was spent in mapping the river, in caring for the property and records, and in preparing reports and future projects. Up to June 30, 1886, therefore, a total of $27,965.63 has been spent in all upon giving a thoroughly cleared 4-foot navigation upon this im- provement at all stages of water from the mouth of the river 7 miles up- ward; and thence a roughly cleared 4-foot navigation over the rest of the 57 miles to Camden. In consequence of this improvement a steamboat line would have been permanently established upon the whole length of RIVER AND HARBOR IMPROVEMENTS. 175 the river had it not been prevented by the obstructions offered by two low railroad bridges. This long desired and now possible navigation is obstructed at pres- ent only by the South Carolina Railroad and the Wilmington, Colum- bia and Augusta Railroad, who should either raise or put draw-spans in their two low through-bridges across the river near its mouth. If the railroad obstructions can be removed, it is estimated that the river commerce will increase at once by about $1,000,000 of transported goods per year. It is recommended that this improvement be completed in accordance with the present approved and adopted project, so as to secure a thor- oughly-cleared 4-foot navigation over the entire river at all stages of water, at a total expense of $22,500 in addition to the amount available for the fiscal year ending June 30, 1887; this amount to be appropri- ated in one sum during the next year. Smaller yearly appropriations will increase the cost. Further improvement so as to extend the navi- gation above Camden or to deepen that below Camden is not recom- mended. After the improvement is finished its proper maintenance may cost from $1,000 to $3,000 per year. It is estimated that the appropriation asked can be profitably spent in a single year in removing from the river channel its sunken logs and snags, and in cutting down and pulling back from its banks such trees as overhang the channel or as might soon fall into the river channel from caving banks. July 1, 1885, amount available .......... ...... ...................... $272 83 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....................------------------------- $3 71 July 1, 1886, outstanding liabilities ...... .................... 234 75 _- 238 46 July 1, 1886, amount available............---....-----..... ......---.......... 34 37 Amount appropriated by act approved August 5, 1886 ................... 7,500 00 Amount available for fiscal year ending June 30, 1887................... 7,534 37 TAmount (estimated) required for completion of existing project- Amount that can be profitably expended in fiscal year ending June 30, 1888 .-...-- 22, 500 00 22, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix L 13.) 14. Removing sunken vessels obstructing or endangering navigation.- The wrecks of the brig Clio and steamer North Heath, in the Cape Fear River, below Wilmington, were examined and reported as ob- structing and endangering navigation. After the usual preliminaries, a contract was approved June 23, 1886, for the removal of both these wrecks within the following four months. There were no expenditures upon this work prior to June 30, 1886. The circumstances connected with the removal of these wrecks sug- gest to the officer in charge some modification of the act of June 14, 1880, so as to allow the Secretary of War some discretion as to whether the wreck after removal may not in certain cases become the property of the contractor. Such a modification in the act might result in econ- omy to the Government. (See Appendix L 14.) 176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS ON THE COAST OF SOUTH CAROLINA AND GEORGIA, AND PART OF THE ATLANTIC COAST OF FLORIDA. Officer in charge, Col. Q. A. Gillmnore, Corps of Engineers, having under his immediate orders First Lieuts. F. V. Abbot and O. M. Carter, Corps of Engineers. 1. Charleston Harbor, South Carolina.-The works of improvement now in progress of construction comprise two jetties, composed of rip- rap stone resting on a broad foundation mattress of logs and brush, with a mattress hearting wherever deemed expedient and advantageous. The two jetties spring, respectively, from Sullivan's and Morris isl- ands, 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 object 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 usually not exceeded 11J feet. A greater navigable depth than 21 feet at mean low water can be obtained by increasing the length of the jetties and building them higher. Previous to the adoption of this project in 1878 there had been ex- pended in improving this harbor since the close of the civil war, from 1871 to 1878, the sum of $93,700 in taking up the wrecks of fourteen iron-clads and wooden vessels, and for other purposes. The estimated cost of the project is $3,000,000. The following work on jetties is reported to have been done during the past fiscal year: North Jetty.-A second course of log-and-brush mattresses, 55 feet wide and covered with about 12 inches of rip-rap stone, was laid over the bottom course of the jetty, extending 2,030 feet seaward from a point 11,090 feet from the shore end on Sullivan's Island, measured along the axis of the work. A pile of riprap stone, nominally 5 feet high at the ridge line, with natural side slopes, was deposited upon work previously laid, beginning at a point 9,193 feet from shore and carried seaward for a continuous length of 4,485 feet. The outer end of this pile of rock work reaches a point about 560 feet from the present seaward end of the bottom course of the north jetty. South Jetty.-The foundation course of this jetty was extended seaward 43 feet by laying a log-and-brush mattress of that length and of 108 feet width. A third course of mattresses, 44 feet wide, was placed upon that section of second-course work which had been laid about two and a half years ago where the jetty crosses the deep pocket east of the existing main ship-channel. This third course commences at a point 7,986 feet from the shore end of the work on Morris Island and extends 1,206 feet seaward. A ridge of riprap work, triangular in cross-section, and av- eraging 4.6 feet in height, was deposited upon the existing work, begin- ing at the inner end of the third course just mentioned and extending 6,038 feet seaward. During the past fiscal year 18,289 square yards of log-and-brush mattresses and 15,341 cubic yards of riprap stone were put in the work on the two jetties, and the sum of $97,212.92 was ex- pended. Previous to July 1, 1885, the total expenditures amounted to $1,197,732.08. On June 30, 1886, the seaward end of the north jetty reached a point 14,327 feet from the shore of Sullivan's Island, measured along the axis of the work, and 1,200 feet within the outer 18-foot curve of the bar, RIVER AND HARBOR IMPROVEMENTS. 177 taken on the prolongation of the axis of the jetty. By a similar way of measurement, the outer end of the south jetty was 16,440 feet from the shore of Morris Island, and 2,500 feet from the outer 18-foot curve of the bar. Dredging between the jetties was carried on during the first six months of the past fiscal year; 76,620 cubic yards of material were re- moved during that time. It appears from the report of the engineer officer in charge that the average height now attained by the north jetty is 4.95 feet, while the height required under the project is 10.66 feet. The contraction of the water-way is at present 464 per cent. of what it should be. The mean height of the south jetty on June 30, 1886, was 5.95 feet; ultimate height required, 11.23 feet; the contraction of the water-way at the same time was 53 per cent. of what is required by the project. These results show that a considerable amount of addi- tional work is needed to develop scouring currents of sufficient strength between the jetties to produce and maintain the new channel. Both jetties were generally in good order at the end of the fiscal year, with some unimportant exceptions. For a short length the apron of the north jetty at Drunken Dick Shoal has settled somewhat, but other- wise sand had freely accumulated over the work in that section. Near the outer end of the north jetty the apron seems to be a good deal broken up, probably by the action of the waves. Considerable scour- ing has taken place on the south side of the south jetty where it crosses the deepest of the Morris Island ship-channel, but the work does not seem to have settled in consequence. Some settling has occurred at and near the outer end of this jetty. The ridges of riprap stone placed over portions of both jetties have been lowered by the action of the waves and the stone spread out over the mattress work below. No material changes of the bar between the jetties are reported. Jim Ev- an's Shoal is about in the same condition as last year, but has moved slightly seaward. The area of Swash Reef, between the 9-foot curves, has diminished one-half during the year. Some deepening has been produced by dredging, but the form of the cut dredged has been oblit- erated by the shifting sand. Pumpkin Hill Channel, for many years the channel of entrance across the bar, has fallen into disuse towards the end of the fiscal year, and a more southerly channel located practi- cally in the prolongation of the axis of the main ship-channel has taken its place. The sea-beach of Sullivan's Island east of Bowman's Jetty has changed but little, but to the west of that work washing has continued. The same is reported of the northern end of Morris Island, and some lower- ing of the beach has taken place in the vicinity of the south jetty. The two spur-jetties built in 1884 for the protection of a part of the shore of Mount Pleasant, are stated to be in good condition and col- lecting sand at their inner ends, but caving of the bluff continues at other points of the shore-line. The progressive widening of Hog Island Channel at its upper end, about which the engineer officer in charge made some remarks in his last annual report, is again referred to in his present report, and he re- peats his opinion that works should be built to prevent further enlarge- ment. With the first money that becomes available the north and south jet- ties will be raised to higher levels, and dredging will be resumed if the funds at disposal shall be sufficient for that purpose. The appropriations made by Congress for this improvement to the 12 a 178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. end of the past fiscal year aggregate $1,295,000. The total expendi- tures were $1,294,945. July 1, 1885, amount available ------------------------........--....--.. $97, 267 92 July 1,1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ................... $97,156 73 July 1, 1886, outstanding liabilities ........................ 56 19 97,212 92 July 1, 1886, amount available.................... .......... ..------------------.... 5 00 Amount appropriated by act approved August 5, 1886 .................. 187 500 00 Amount available for fiscal year ending June 30, 1887----..............-------------- 187,555 00 (Amount (estimated.) required for completion of existing project-...... 1, 525, 000 00 S IAmount that can be profitably expended in fiscal year ending June 30, 1888----------------- -- -------------------------......................... 750,000 00 I Submitted in compliance with requirements of section 2 of river and . harbor acts of 1866 and 1867. (See Appendix M 1.) 2. Wappoo Cut, South Carolina.-Three appropriations, aggregating $23,000, have thus far been made by Congress for improving Wappoo Cut. The last of these appropriations, amounting to $3,000, was made by act approved July 5, 1884. Wappoo Cut is a narrow, tortuous, tidal stream, separating James Island from the mainland and connecting Stono and Ashley rivers. The project of improvement submitted by the Engineer officer in charge contemplates the establishment of a straighter channel, 6 feet by 90 feet, low-water dimensions, at an estimated cost of $34,000. In its unimproved condition, only 2 to 4 feet could be carried over the prin- cipal shoals at mean low water. The plan of improvement comprised dredging at the entrance from Ashley and Stono rivers and through a portion of 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 rivers. The first two appropriations, aggregating $20,000, were expended in improving the westerly section of Wappoo Cut, known as Elliott's Cut; in making a solid cut through the marsh of the neck of the bend known as Devil's Elbow, and in deepening the crooked channel between these places. Some dredging was done on the bar at the entrance from Ashley River. A dam was built across the tidal branch named Pompey's Cut, and a number of snags and overhanging trees were removed. The expenditures for these works to June 30, 1885, were $19,972.16. During the last fiscal year some dredging was done in the bends be- tween Elliott's Cut and the cut at the bend of Devil's Elbow, where the channel had sloughed to from 44 to 54 feet; 15,050 cubic yards of material was removed. At the end of the fiscal year the improved reaches of the cut are re- ported to be in a satisfactory condition, and to have a practicable mean low-water depth of 54 to 6 feet, with the exception of a small bar at the Stono River entrance. The engineer officer in charge expresses the opinion that the small amounts of the appropriations and the long in- tervals of time between them will cause an increase of the total cost of the improvement. When additional funds shall be provided, the bar at the mouth of Elliott's Cut will be removed, and such other work done as a re-exam- ination of the several reaches of Wappoo Cut may show to be most im- portant, RIVER AND HARBOR IMPROVEMENTS. 179 The total amount expended to June 30, 1886, is $22,968.40. July 1, 18r5, amount available .......................... ....-..--.....- -----. $3, 027 84 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185--- ..................... .. ...... --...... 2, 996 24 July 1, 1886, amount available..................---------------.......--....---------............ 31 60 Amount appropriated by act approved August 5, 1886 .---.................-----. 5,000 00 Amount available for fiscal year ending June 30, 1887 .--................. ----. 5,031 60 Amount (estimated) required for completion of existing project-...---..... - 10,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 2.) 3. Ashley River, South Carolina.-Thisriver is about 40 miles in length, and runs in a generally southeasterly direction. At its mouth the city of Charleston occupies the left bank. Three appropriations have been made by Congress for improving this river in the years of 1880, 1881, and 1884, respectively, and aggregating $4,500. The plan of improvement comprised- 1. The removal of a shoal at a place known as Accabee, about 8 miles above the city of Charleston, where, according to a survey made in 1873, there was then only 9 feet of water at 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. It was proposed to increase the draught of water over these shoals by dredging to a depth of from 10 to 11 feet at mean low tide. The cost of the project was es- timated at $5,000. The first two appropriations, amounting to $2,500, were expended in dredging a channel through the shallow crossing near the Wando Works, of over 1,000 feet length, 100 feet depth, and an improved low-water depth of 11 feet. During the past fiscal year dredging was done at a shoal near the Stono Phosphate Works, about 9 miles from Charleston. The channel averaged here about 9 feet at mean low tide; a clear cut was made, securing 11 feet depth upon a width of 210 feet, removing 8,567 cubic yards of material. It is stated that in June, 1886, both the old cut and the new one were in good condition. The Engineer officer in charge expresses doubts, however, that the depths established in Ashley River can be maintained sojely by the scouring power of the currents, and expects that dredging will be needed from time to time, unless works of contraction are constructed. The total amount expended to June 30, 1886, was $4,457.26. July 1, 1885, amount available ............ ......---...---..----........... $2, 054 57 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......--.......... ... __...........-....-----....---.... 2, 011 83 July 1, 1886, amount available............-- ...........----. ...-----..-......----- 42 74 Amount appropriated by act approved August 5, 1886 ................... 1,000 00 Amount available for fiscal year ending June 30, 1887 ................... 1, 042 74 SAmount (estimated) required for completion of existing project .... Submitted in compliance with requirements of section 2 of river and .... 1, 000 00 harbor acts of 1866 and 1867. (See Appendix M 3.) 4. Edisto River, South Carolina.-Two appropriations have been made by Congress for improving Edisto River, aggregating $13,000. The 180) REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. last appropriation, amounting to $5,000, was made by the act approved July 5, 1884. The Edisto is one of the principal rivers in South Carolina. It is formed by the junction of the North and South forks, which unite in the southern part of Orangeburg County. The South Fork, commonly known as the South Edisto, is the main river. The obstructions to navigation consist of numerous bends, logs, snags, overhanging trees, and piles; also of shoals, generally of sand, but in some places of hard clay. The plan of improvement contemplates the establishment of a safe navigation channel at all seasons of the year for light-draught steam- boats from the sea to the junction of the North and South forks, a dis- tance of 183 miles, and from that point to Guinguard's Landing, 77 miles higher up, for rafts and flat-boats. The plan embraces enlarging all the new channels now in progress of formation, cutting off bends, shutting off lateral arms of the river, removing shoals, snags, logs, piles, and other obstructions, and building a deflecting jetty. The cost of the project is estimated at $33,385. No operations were carried on during the past fiscal year owing to lack of funds. Prior to July 1, 1885, a large number of snags, logs, overhanging trees, and piles were removed from the reaches extending from the mouth of the Edisto to Kennedy's Bridge, a distance of 130 miles by 1 river. A narrow cut-off known as the Suck," 50 miles above Jackson- boro', through the neck of a long bend, was widened and deepened and made the regular channel of the river. Many outlets, feeding adjoining swamps, and incipient cut-offs were closed, and the river banks trimmed at numerous places. The cost of these works to June 30, 1885, was $12,629.86. It seems that the raft navigation of the Edisto, on the reaches where operations were carried on, has been substantially benefited. Lumber- men state that their products can now more economically be brought from mill to market, as trips can be made in much shorter time and with less risk; which saving is to a large extent attributed to the improve- ments made by Government. The Engineer officer in charge recommends that the necessary appro- priations be made to complete the improvement according to the ap- proved project. The total expenditures to June 30, 1886, were $12,719.33. July 1, 1885, amount available ......-----................------------....-----....----... ---------.... $370 14 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................................ 89 47 July 1, 1886, amount available ..................................----..... 20 67 Amount appropriated by act approved August 5, 1886....------------.............. 3, 000 00 Amount available for fiscal year ending June 30, 1887...--...---...-------------- 3,280 67 f Amount (estimated) required for completion of existing project -.....-. Amount that canbe profitably expended in fiscal year ending June 30,1888 17, 385 00 10,000 00 Submitted in complianube with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 4.) 5. Salkiehatchie River, South Carolina.-Theappropriations heretofore made and expended on this improvement aggregate $8,000. The Salkiehatchie, known as the Big Salkiehatchie, to distinguish it from its principal tributary, the Little Salkiebatchie, rises in Aiken RIVER AND HARBOR IMPROVEMENTS. 181 County, S. C., and flows into the Atlantic Ocean. The two rivers unite about 80 miles from the sea-coast. The lower part of the river is known as the Combahee. Above a point named Hickory Hill, about 44 miles from the sea-coast, the river is obstructed in many places by piles, logs, and sand-shoals. The prqject of improvement contemplates the establishment of a con- tinuous channel, suitable for fkst-boats and rafts, from a point 5 miles above Toby's Bluff down to Hickory Hill, a distance of about 77 miles by river. The work comprises the removal of logs, shoals, and piles, and cut- ting a navigable channel through two places known as Murdoc Sand Drags and Weekly Sand Drags, where the river at present is divided into numerous small streamlets unfit for any kind of navigation. The cost of the project was estimated at $18,000. No work was done on the river during the last fiscal year, as no funds were available. Previously the United States snag-boat Toccoa cleared the 12-mile reach, from the Charleston and Savannah Railroad Bridge down to Hick- ory Hill, from piles and other obstructions. Between 11,000 and 12,000 snags, logs, and trees were removed from several reaches of the river above the bridge as far as Braxton's Ford, a total length of 80 miles; over one hundred outlets were closed; many projecting points were cut off, and the channel straightened. The Engineer officer in charge reports that raft navigation on the Salkiehatchie has been materially benefited by the work done by the Government, and that thereby the cost of rafting timber has been re- duced from 33 to 50 per cent. from former rates. He further states that the reaches where improvements have been effected have remained in the same condition substantially in which they were when work was suspended in May, 1885. It seems desirable that the necessary funds be provided by Congress to finish the upper section of the river in conformity with the project. The sum of $10,000 is required for the purpose. The total expendi- tures to June 30, 1886, were $7,924.17. July 1, 1885, amount available...........- . .. ..----... ... .............. $141 10 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........------..---- ..............-....----- ........--..--....---- 65 27 July 1, 1886, amount available ........--- ......... ..... ................ 75 83 Amount appropriated by act approved August 5, 1886 ................... 2, 000 00 Amount available for fiscal year ending June 30,1887 .............--- ... 2, 075 83 Amount (estimated) required for completion of existing project-------- 8, 000 00 Amount that can be profitably expended in fiscal yearending June 30, 1.888 8, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 5.) 6. Savannah Harbor and River, Georgia.-Duringa part of the past fiscal year operations were carried on in conformity to the enlarged pro- ject of January 16, 1882. This plan contemplates the establishment of a channel from Tybee Roads to the city of Savannah, 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 preference to the south channel, from the head of Elba Island to the head of Long Island, closing with dams 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 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 excessive and navigation poor; constructing a low jetty or training-wall from some point on either Jones or Turtle Island, in a southerly direction to the Red Light Bea- con, and protecting Saint Michael's Channel below that beacon by a similar wall or by some other device. Works of shore protection will be built and dredging done wherever deemed necessary. The estimated cost of the improvement according to the plan submitted January 16, 1882, is $730,000. The following is a summary of the work done previous to July 1, 1885: The Cross-Tides Dam had been built up to the level of mean high water, and at places where it had settled its base was protected by an apron of log mattress and stone. A portion of the old King's Island jetty had been removed; three wing-dams for reducing the width of the water-way were constructed opposite the lower part of the city, and a fourth lower down, near the lower end of Fig Island; a training-wall was built extending 6,000 feet down-stream from the lower end of Fig Island, with its crest from 3 to 5 feet above mean low water, and eleven short spurs added to the wall on its channel side; a sumerged dam was built across the South Channel, near the head of Elba Island; two side channels northwest and southeast of Barnwell Island, above Elba Island, and three side channels below that island were closed by dams; a wing- dam was constructed to improve the channel at "The Obstructions" between Barnwell Island No. 3 and the head of Elba Island; three pairs of wing-dams were built to regulate and improve the channel at the " Upper Fats"; one pair of wing-dams was completed and a single one about two thirds finished at the "Lower Flats" or "Cabbage Tree Crossing"; a fifth pair was built lower down to improve the shallow passage at "Long Island Crossing", and a dam was commenced at the mouth of the river, designed to improve the ship-channel northwest of Fort Pulaski, near the Oyster Bed Beacon. The channel was dredged at numerous points of the river from the Cross-Tides Dam to Tybee Roads, an aggregate of 1,667,233 cubic yards df material having been removed. The following work was done during the past fiscal year: Cross-Tides Dam, the central portion of which had been washed down to the level of low water, was again raised to the required height, and other subsequent damages were repaired as far as practible. The closing- dams at Philbrick's Cut and Big Gap, below Elba Island, which had practically settled, were again raised to the level of high water. The crest of the Fig Island Jetty was brought up to a uniform height of about 5 feet above mean low water. Three wing-dams at the Upper Flats, and the two at Long Island Crossing, all of which had settled at a number of places, were repaired; 38,474 cubic yards of material were removed from the channels at Garden Bank, " The Wrecks," "The Obstructions," and Upper and Lower Flats, by dredging. The Engineer officer in charge states that other breaks have occurred in Cross Tides Dam, by which for a length of about 300 feet the crest has been more or less lowered, and that these damages, to a considerable extent, are caused by fishermen and others who are interested in keep- RIVER AND HARBOR IMPROVEMENTS. 183 ing a passage open across the dam for their boats. The cyclone which visited the South Atlantic coast in August, 1885, caused more or less damage to the Fig Island Jetty, to the wing-dams at the Lower Flats and Long Island Crossing, and to the unfinished dam at Oyster Bed Shoal. Otherwise the works are in good condition. The river is reported to be in excellent condition; the draught of vessels that can enter and leave the port is increasing; in one instance last year a vessel drawing 204 feet was brought in, which had never before been accomplished. As a matter of fact a permanent increase of draught of from 3 to 3.1 feet has been produced in the navigable channel within the past five or six years, as a result of the operations carried on during that period for the improve- ment of the river. In view of this fact, the Engineer officer in charge recommends that a liberal appropriation be made by Congress for completing the work of improvement. The total estimated cost of the work is $1,212,000. The total appropriations made since 1874 up to June 30, 1885, were $882,000; the expenditures to June 30, 1886, were $879,056.10. July 1, 1885, amount available--..-------..---.....--.............--------------------.............. $50,385 60 July 1, 1886, amount expeniled during fiscal year, exclusive of liabilities outstanding July 1,1885...... ............ $47, 168 21 July 1, 1886, outstanding liabilities .......................... 273 49 47,441 70 July 1, 1886, amount available.----.............-------------........---------.............------------ 2, 943 90 Amount appropriated by act approved August 5, 1886----------------- ................... 150,000 00 Amount available for fiscal year ending June 30, 1887 .................. 152, 943 90 Amount (estimated) required for completion of existing project.--.--180, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 180, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867 (See Appendix M 6.) 7. Savannah River, Georgia.-Three appropriations, aggregating $55,- 000, have been made by Congress for improving Savannah River be- tween the cities of Augusta and Savannah since the present plan of improvement was adopted. On this section of the river navigation was seriously obstructed at several places during the dry season by ex- tensive shoals or sand-bars, with only 2 or 3 feet of water over them, and at numerous other points by snags, floating and overhanging trees, and piles. The plan of improvement contemplates the creation of a low-river chan- nel of 5 feet depth over all shoals of less depth, and clearing the river of other obstructions to navigation. For these purposes wing-dams were to be built for narrowing the river where the widths are excessive; deposits of silt to be promoted along the banks by light hurdle-works; caving banks revetted where necessary; projecting points to be cut away; snags and other obstructions to be removed, and dredging to be done where necessary to assist the formation of a low-river channel. The cost of the project is estimated at $91,000. No work was done during the past fiscal year, owing to want of funds. The following operations have thus far been carried on: A suitable snag-boat was constructed and put to work in removing obstructions from near Augusta down to Saxon's Landing, 142 miles from that city. Large numbers of snags, piles, stumps, and leaning trees were taken 184 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. out, and the wrecks of several flat-boats removed. The channel at Gardner's Bar and Course's Bar, just below the city, was improved by wing-dams constructed from the bank opposite the city, and the caving banks on the city side were strengthened. Wing-dams were also built at Sand-Bar-Ferry Bar, 4 miles above the city, and at Blue House Bar, 2 miles lower down. The Engineer officer in charge was unable to report upon the present condition of the works, as during the latter part of the fiscal year the high stage of the river prevented an examination. It is stated, however, that no complaints have been received relative to the navigation at the improved reaches during low-river stages. Several bars remain to be improved, and numerous other obstructions have yet to be removed. It is recommended by the Engineer officer in charge that any funds that may be made available be applied to the construction of wing-dams at points lower down the river where required, and to resume the work of removing snags and other obstructions from the channel-way. The total expenditures from the beginning of operations to June 30, 1886, were $57,264.85. July 1, 1885, amount available.------..---------------.....................------------------............ $514 17 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...---..-----------.........................---........... 279 02 July 1, 1886, amount available ................ ...... ..... . ..... ......... 235 15 Amount appropriated by act approved August 5, 1886 ..................... 15, 000 00 Amount available for fiscal year ending June 30, 1887 ..................... 15, 235 15 (Amount (estimated) required for completion of existing project........ 21,000 00 Amount that can besprofitably expended in fiscal year ending June 30, 1888 21,000 00 harbor acts of 1866 and 1867. (See Appendix M 7.) 8. Savannah River above Augusta, Georgia.-No operations were car- ried on during the past fiscal year, as no appropriation for continuing the work had been made, and nothing has been done since August, 1883. Three appropriations, aggregating $39,000, have been made by Con- gress for improving this portion of the Savannah River, which amount has been expended, with the exception of a small balance still on hand, for work done in conformity to the first of two projects submitted by the Engineer officer in charge under date of February 8, 1879, which con- templates the improvement of the river for pole-boats only from the city of Augusta up to Trotter's Shoals, a distance of 64 miles. The cost of the project was estimated at $45,000. The obstruction to pole-boat nav- igation consisted chiefly in rock ledges running across the channel, bowlders of various sizes, and shoals of gravel. On many shoals there is but 1 to 2 feet of water during low-river stages. The project is designed to create a clear channel of 30 feet width and 3 feet depth at low water. At numerous points the channel-way was improved, especially in the lower reaches. From the canal lock, 7 miles above the city of Augusta, to Barkdale Ferry, a distance of 50 miles, a channel was established through the obstructions 20 feet wide and 24 feet deep at summer low water. For this purpose a large quantity of ledge-rock, with some bowlders and gravel, had to be removed and a on.siderable number of wing-dams built, RIVER AND HARBOR IMPROVEMENTS. 185 The total expenditures to June 30, 1886, were $38,177.29. July 1, 1885, amount available.. .... ......................... ...... $877 06 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .-..........-...... ...-...... -.... ........- . 54 35 July 1, 1886, amount available ................-------------------------..--........---.---------...... 822 71 Amount (estimated) required for completion of existing project.----...... 6,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 8.) 9. Saint Augustine Creek (Thunderbolt River), Georgia.-No work has been done here since September, 1880, and no appropriation is asked for. July 1, 1885, amount available.. ........... ............ ...... ...... $3, 417 66 July 1, 1886, amount available..................... ................. 3, 417 66 (See Appendix M 9.) 10. Romerly Marsh, Georgia.-Two appropriations aggregating $20,000 have been made by Congress for improving Romerly Marsh. The act by which the first of these appropriations was provided directed that the improvement be carried on " by the route designated in the survey of the engineers as route numbered four." The water-route through Romerly Mars. forms part of the inland passage between the Savannah River, Georg.- and Fernandina, Fla. The marsh is situated between Wassaw Sound U. 'he north and Ossa- baw Sound on the south. The route lately used was )bjectionable from its excessive crookedness and deficiency in depth. Vessels drawing 5 feet of water could not pass through on less than half-tide. In his report of an examination of Romerly Marsh, the Engineer offi- cer in charge described four ditfferent routes that might be" adopted i" preference to the existing passage. Either one of the lines suggest( was designed and recommended to receive a low-water depth of not I , than 7 feet and a bottom width of 48 feet. Route number 4, named in the act, is the most easterly one of ti je examined, and nearest to the ocean. By this route Dead Man's F m- mock Creek, which flows through the marsh and empties into Wa aw Sound, is to be connected by a solid cut of about 1,160 yards 1 ,gth with Wassaw Creek, which flows into Odingsell River near the point where the latter discharges into Ossabaw Sound. The cost of estab- lishing route number 4 was estimated at $38,720. This estimate has been exceeded, owing chiefly to repeated stoppage of operations from lack of funds, which made it necessary to do part of the work over again. Prior to July 1, 1885, the cut had been opened for a length of 1,720 feet, beginning at Dead Man's Hammock Creek or at the northerly end. This cut was 40 to 50 feet wide at the bottom, and had 7 feet depth at mean low water. The material removed amounted to 101,100 cubic yards. The total expenditures to June 30, 1885, including the sum of $5,000 contributed by the Georgia and Florida Steamboat Company, were $21,156.63. During the past fiscal year the cut was completed and a channel of 50 feet bottom width and 7 feet depth at low water was obtained through the marsh and through the shallow water south of it until sufficiently deep water in Wassaw Creek was reached. The total length of solid marsh cut was 3,547 feet; 110,163 cubic yards of material were removed during the year. 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total cost of the completed work is $46,712.57. As the appropriations made by Government amounted to only $20,000, this improvement could not have been finished if funds had not been supplied by the Inland Steamboat Company and other parties who were interested in its speedy completion. The money thus pro- vided was expended under the supervision of the Engineer officer in charge, under conditions approved by the Secretary of War. It appears from a recent examination of the work that for all prac- tical purposes the new route is in a condition which is in accordance with the project. For reasons stated in his report the Engineer officer in charge recom- mends that the private parties who during the past fiscal year supplied the funds necessary for completing the work be reimbursed by Govern- ment. July 1, 1885, amount available . ..... ....... ................ ....... .. . $3, 843 37 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...............--------.........-- $3, 346 70 July 1, 1886, outstanding liabilities ...---------.....---............. 100 47 3, 447 17 July 1, 1886, amount available .......................................... 396 20 Amount appropriated by act approved August 5, 1886...... ...... ........ 17,475 00 Amount available for fiscal year ending June 30, 1887.--.......----...--........- 17,871 20 Amount (estimated) required to pay for completion of existing project. 5, 625 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 10.) 11. Altamaha River, Georgia.-Three appropriations, aggregating $35,000, have thus far been made by Congress for the improvement of Altamaha River. The Altamaha is the most important river lying entirely within the State of Georgia. It is formed by the confluence of the Oconee and Ocmulgee. Its length is 155 miles. It has a southeasterly course, and empties into the Atlantic Ocean through Altamaha Sound below the town of Darien. It has been badly obstructed by rock ledges, sand- bars, and snags; and the plan of improvement provides for their re- moval, so as to secure a navigable low-river channel 80 feet wide and 3 feet deep, at a cost roughly estimated at $60,000. The engineer offi- cer in charge states that this estimate will be exceeded by $15,000 in order to provide for wing-dams and training-walls, not included in the original estimate, at some points where sand-bars exist. The first expenditure, prior to July 1, 1885, was incurred in paying part of the expenses of building and equipping a suitable snag-boat; the entire first appropriation-$5,000-was applied to that purpose Since then this boat has removed nearly one thousand snags, logs, overhang- ing trees, and piles. An improved channel of 100 feet width and 4 feet depth at summer low water was opened through the rock-bars at Town Bluff and Piney Bluff, 18 and 19J miles, respectively, below thejunction of the Oconee and the Ocmulgee. The shallow crossing at Beard's Bluff Bar, 63 miles below the junction, was improved by a training-wall 1,750 feet in length, with two short spurs on the channel side, built to re- duce the excessive width of the river at this point. The caving bluffy bank was protected by a fascine revetment. The expenditures to June 30, 1885, aggregated $32,085.34. RIVER AND HARBOR IMPROVEMENTS. 187 All that could be done during the last fiscal year, with the small amount of funds on hand at its beginning, consisted in completing the work at Beard's Bluff Bar. Four spur-jetties were added to the train- ing-wall, and the revetment on the opposite bank was finished. The total expenditures to June 30, 1886, were $34,458.13. At the close of the last fiscal year the channel was in good condition at the reaches where improvements had been made, except that some bowlders have been found that interfere with navigation at Town Bluff and Piney Bluff. These will have to be removed, and other reaches require improvement, as provided for in the existing project, before a clear channel can be secured through the entire length of the Altamaha. The Engineer officer in charge names in his report a number of points on the river where work should be done as soon as an additional appro- priation is made, and recommends that Congress should provide funds to complete the improvement of Altamaha River, and to commence that of Darien Harbor and Bar. ......----.... $2, 914 66 July 1, 1885, amount available.--..........................------------------ July 1, 1886, amount expended during fiscal year exclusive of liabilities outstanding July 1, 1885--------..........---...----.......---------. $2, 332 79 July 1, 1886, outstanding liabilities .................... .... 40 00 2, 372 79 July 1, 1886, amount available .......--------------..................-------......--......--.... 541 87 Amount appropriated by act approved August 5, 1886---...-------........--.....------- 20, 000 00 Amount available for fiscal year ending June 30, 1887....................----20,541 87 (Amount (estimated) required for completion of existing project........- 20, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 11.) 12. Brunswick Harbor, Georgia.-Operationsfor improving Brunswick Harbor, in general accordance with a project submitted by the Engineer officer in charge on April 29, 1876, modified in his annual report, dated July 22, 1880, have intermittently been carried on from May, 1880, to May, 1885, by means of five successive appropriations aggregating $70,000. That project comprises the construction of a jetty starting from the northeasterly end of Buzzard Island, and located approximately parallel to and 1,000 feet distant from the established pier-head line on the oppo- site shore, for the purpose of contracting the water-way and concen- trating the current upon a shoal about 1 mile below the town of Bruns- wick. The bottom being hard and tough, expensive dredging has been necessary. The object of these works was to establish and permanently main- tain a channel not less than 15 feet deep at mean low tide over the shoal on which heretofore the navigable low-water depth was only 9 feet. The cost of the project was estimated at $73,187. This estimate did not include works that might eventually be needed at the upper end of East River, a loop of the main stream on which Brunswick is situated. An appropriation of $10,000 was made for this locality in 1836, and expended in dredging on the shoal referred to. The Engineer officer in charge states in his annual report that the existing project must be modified, or rather enlarged, in order perma- nently to secure the lowering of the refractory shoal in Brunswick River (East River) to a minimum low-water depth of 15 feet. His report 188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. gives the outlines of the enlarged plan, which embraces the existing project, and provides in addition for a low dam across Turtle River, at the upper end of Buzzard Island, and dredging in that vicinity; short spur-jetties in the lower part of Brunswick River; raising the existing jetty to a higher level, and additional dredging on the shoal in that river. The cost of the enlarged plan is estimated at from $190,000 to $200,000, inclusive of the appropriations heretofore made for Brunswick Harbor. No work was done during the last fiscal year, there being no funds available. The following is a summary of the work thus far accomplished. The main line of the jetty was laid to a length of 4,199 feet, reaching the outer 18-foot low-water curve of the main stream, or Turtle River. At the upper end the jetty is connected with the shore of Buzzard Island by a spur or return face 310 feet in length. This spur and the adjoining 780 feet length of jetty are formed of palmetto cribs attached to platforms of round logs, and filled with brush and material obtained by dredging, and topped off with riprap stone. The outward portion of the jetty, a length of 3,419 feet, is composed of log mattresses, double-raft style, covered with brush and riprap stone. The top of the return face has been raised by means of log mattresses and stone, resting upon the crib-work below, to the height of from 2 to 3 feet above low water, and an apron of mattresses and stone protects the base of the return face and the adjacent portion of the jetty from scour. On the main line the ridge of stone-covering upon the crib-work is a few feet below the level of low water; that of the mattresses further down reaches up to that level, except at the outer end, where it is lower. The material removed by dredging aggregated 80,502 cubic yards; the dredging operations were carried on upon lines about parallel to the jetty and 720 feet from it. Three cuts were made through the shoal to a low-water depth of 15 feet, each cut being from 4,400 to 4,800 feet in length and from 20 to 25 feet in width. A fourth cut is about 1,500 feet long and 12 feet deep at low water. The channel thus obtained by dredging has shoaled more or less during the last three years, showing that additional works are needed to control and strengthen the ebb-currents. The jetty work is in good order. The total expenditures to June 30, 1886, were $69,871.81. With any funds that may become available it is proposed to raise the existing jetty to a higher level and begin the work of improvement at the upper end of Buzzard Islad, in conformity to the enlarged project submitted by the Engineer officer in charge. July 1, 1885, amount available.................. ...... .................. $387 43 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 . ............ .......... $125 47 July 1, 1886, outstanding liabilities............................. 133 77 259 24 S July 1, 1886, amount available.............--------------............................- 128 19 Amount appropriated by act approved August 5, 1886................... 22,500 00 Amount available for fiscal year ending June 30, 1887 ......---.......... 22,628 19 r Amount (estimated) required for completion of existing project........ 97, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 75, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 166 and 1867. (See Appendix M 12.) RIVER AND HARBOR. IMPROVEMENTS. 189 13. Entrance to Cumberland Sound, Georgia and Florida.-Four ap- propriations, aggregating $255,000, have thus far been made by Con- gress for the improvement of the entrance to Cumberland Sound, in conformity to the plan 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 riprap stone, resting on a broad foundation-mattress of logs, or logs and brush, starting respectively from the opposite shores of the entrance and ex- tending 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. Heretofore the depth on the bar has varied from 11 to 12. feet at mean low tide, with exceptional depths 1 foot greater. No work has been done on the jetties during the last fiscal year from want of funds. The following is a summary of the work done to the present time: The foundation-course of the north jetty, consisting of a log-and-brush mattress overlaid with riprap stone, has reached a point 7,372 feet from the shore of Cumberland Island. Its width varies from 25 to 52 feet, and its thickness through log and brush from 19 to 22 inches. A sec- ond course of mattresses, of similar thickness, from 20 to 25 feet width, covered with riprap stone, and of an aggregate length of 1,490 feet, was laid upon the foundation-course along the deeper portions of Cum- berland Channel. Foundation-mattresses for two spurs were also laid here on the south side of the jetty. The bottom course of the south jetty has reached a point 7,667 feet from its shore end on Amelia Island. From that point for a length of 4,160 feet the widths of mattresses vary from 40 to 87 feet; further out to the seaward end the mattresses have a uniform width of 100 feet. An aggregate sum of $251,301.69 had been expended upon the work here described to June 30, 1885. Two surveys of the bar were made during the past fiscal year, the first in July and August, 1885, and the second in June, 1886. It appears that the jetty work is in good condition, except that exposed logs are worm-eaten. The shore lines near either jetty are advancing seaward. The local deepening where the north jetty crosses Cumberland Channel is still increasing and seemsto call for preventive measures. The inner 18-foot low-water curve has during the last three years advanced about 1,650 feet toward the crest of the bar, extending about one-fourth of a mile in advance of the present outer end of the south jetty. Depths have generally increased on the bar. The Engineer officer in charge calls attention to the fact that the northern marginal 12-foot curve of Amelia Basin has pushed out at a certain point from 1,200 to 1,500 feet northward, indicating that a new northward channel may break out here that might ultimately take the place of Cumberland Channel un- less prevented by an early extension of the north jetty. The sailing line over the bar has of late years approached the south jetty, from which it is now about 600 feet distant. The least available low-water depth in the bar channel is reported to be at present 14 feet. The sum of $2,933.67 was expended during the last fiscal year for making surveys and examinations, care and preservation of plant, &c. 190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The Engineer officer in charge concludes that the extension of both jetties should be proceeded with vigorously to promote the development of the favorable changes that have occurred on the bar. Any funds that may be provided he recommends to expend for such extension of the jetties, for raising them to a higher level, and for taking the neces- sary precautionary measures where local deepening has occurred in Cumberland Channel. The total expenditures to June 30, 1886, were $254,235.36. July 1, 1885, amount available........ ............................... $3, 698 31 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......----.............. $2, 566 69 July 1, 1886, outstanding liabilities...---. ...... ........--. 366 98 2,933 67 July 1, 1886, amount available....... ............ .................... 764 64 Amount appropriated by act approved August 5, 1886................. 112,500 00 Amonut available for fiscal year ending June 30, 1887.... .......... 113, 264 64 (Amount (estimated) required for completion of existing project...... 1,693, 523 00 J Amount that can be profitably expended in fiscal year ending June . 30, 1888..........--.......... .........--..... ...... ..................----- 500,000 00 SSubmitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix M 13.) 14. Insidepassagebetween Fernandinaand Saint John's River, Florida.-- Nothing has been done for improving this route since the last suspen- sion of operations, on December 1, 1880. The work has not been resumed for the reason given by the Engineer officer in charge that there seemed to be not only no urgent need for its continuance, but no prospect of securing any permanent improvement from the expenditure of small ap- propriations. July 1, 1885, amount available .---.. --.... ... ...---..........---.......... ....-- $4, 434 45 July 1, 1886, amount available .-.. ----. .--.--.. .--..----. . . 4, 434 45 (See Appendix M 14.) IMPROVEM ENT OF RIVERS AND HARBORS IN THE STATE OF FLORIDA. Officers in charge, Capt. William T. Rossell, Corps of Engineers, to April 26, 1886, since which date Lieut. William M. Black, Corps of En- gineers. 1. Saint John's River, Florida.-Operationsfor the improvement of the channel over the bar at the mouth of this river were carried on from July 1 to September 23, 1885, in conformity with the plan submitted by the Engineer officer in charge June 30, 1879. The plan consists essentially in the construction of two low jetties starting, respectively, from the opposite shores of the entrance and so directed that the outer ends on the bar will be approximately parallel and 1,600 or 1,800 feet apart. By means of these works it is expected to maintain a practicable low-river depth of 15 feet upon the bar, where previously the navigable low-water depth had not usually exceeded 6 to 7 feet. Prior to July 1, 1885, the .south jetty had a total length of 6,715.4 feet. It consisted for the greater part of this length of but one course of mattresses, covered with from 12 to 15 inches of stone. Along one portion of the jetty seven additional courses of mattresses had to be added. To deflect the rapid current formed along the jetty eight low RIVER AND HARBOR IMPROVEMENTS. 191 spur jetties of two courses of mattresses covered with sone were con- structed, four on each side of the main jetty and opposite to each other. The jetty as first constructed proved too narrow and had to be widened. Accordingly, in all of the later foundation mattresses placed the width was increased to from 110 to 120 feet. The north jetty had a total length of 2,617.5 feet, and was composed of a single course of mattresses, covered with from 9 inches to 12 inches of stone. On July 1, 1885, a 6-foot channel 400 feet wide had formed across the bar between the ends of the jetties. During the past fiscal year work was continued until September 23; 28.93 cubic yards of stone were placed on the south jetty. The north jetty was extended. At the close of the fiscal year 1885-'86, the total length of the south jetty was 6,715.4 feet. The north jetty had a total length of 4,330.7 feet. The total appropriations to date amount to $525,000; the total expend- itures to $523,065.72. A channel 400 feet wide, 8 feet deep, with a mid-channel depth of 8.8 feet at mean low water, has opened across the bar between the jetties. This has been the ship entrance since March, 1886. With the balance available and the appropriation asked for it is pro- posed to continue operations under the approved project. July 1, 1885, amount available ......--- ....---...... ......-- .....--.......... $30, 925 95 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..---..---------- ---. $28, 339 33 July 1, 1886, outstanding liabilities........ .............. ' 652 34 28, 991 67 July 1, 1886, amount available---- ------..........................................----------------------- 1,934 28 Amount appropriated by act approved August 5, 1886... ............... 150,000 00 Amount available for fiscal year ending June 30, 1887.................... 151,934 28 Amount (estimated) required for completion of existing project-------... 631,409 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 300,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 1. 2. Upper Saint John's River, Florida.-By the river and harbor act of July 5, 1884, the sum of $5,000 was appropriated for improving the Upper Saint John's River, Florida, this being the first appropriation made for this work. The part of the Saint John's River referred to in the act extends from Lake Monroe to the head of Lake George, a distance of 45 miles. The stream has sufficient depth for the class of vessels adapted to navigate the Upper Saint John's, but is very crooked. The Engineer officer then in charge-October 5, 1883-recommended to confine the work of improvement to the most prominent bends, es- tablishing a straighter channel by suitable cut-offs, to be made 6 feet deep at low-river stage, and 100 feet wide at the bottom. Two estimates were submitted, one for straight cut-offs, at a cost of $43,000, and one for curved cut-offs, at a cost of $38,800. The work consists chiefly in dredging, but some light closure dams and some grubbing will also be required. The work was advertised, but no bids were received, on account of the small sum appropriated, and operations have been deferred until further appropriations are made. 192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The balance available and the appropriation asked for are to be used in accordance with the approved project. July 1, 1885, amount available ......------.....-- -----.................. ...... $4, 979 21 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--............. .-.................. ....... ...... 4 05 .....------......----. --........---....----....--.....--. July 1, 1886, amount available------ 4,975 16 IAmount (estimated) required for completion of existing project.---..-----. 3:3, 800 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 2.) 3. Volusia Bar, Florida.-Operationshave been carried on here at in- tervals since December, 1880, in conformity to the project submitted July 16, 1879, and revised in 1882 and 1883. The plan of improvement comprises the construction of two converg- ing brush-and-stone jetties, with a view to establishing and maintain- ing a channel 6 feet deep over this bar, where the minimum low-water depth had been from 31 to 4 feet. The estimated cost of the revised project was $25,000. The west jetty now is 2,206 feet long. It is generally formed of a single course of brush mattresses from 6 to 12 feet wide covered with broken stone. At its outer end there is a second course 6 feet wide and 159 feet long. The east jetty ib 3,459 feet long. Its construction is similar to that of the west jetty. The second course of mattress at its outer end is 247 feet long. At their shore ends the jetties are 2,400 feet apart. On the bar the jetties are 240 feet apart, and parallel. Clusters of piles se- curely fastened with chains were driven in two rows, 100 feet apart, parallel to the west jetty. The appropriations for this improvement have aggregated $17,500. The total expenditures to June 30, 1885, were $17,337.51, and have re- sulted in forming and maintaining a channel between the jetties having a least depth of 54 feet and a width of about 70 feet. No operations were carried on here during the past fiscal year, owing to a lack of funds. An examination made in June, 1886, showed the channel as above; 121 out of the 158 piles driven are still standing. The balance available is to be used in accordance with the project. ......---.... - July 1, 1885, amount available.....--- -- -.... - ..----. ...--..--....--- $162 49 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............... .... $2 75 July 1, 1886, outstanding liabilities.... ............. .... .... 12 00 14 75 July 1, 1886, amount available........ ........ .... ............ .... .... 147 74 Amount appropriated by act approved August 5, 1886................... 7,500 00 Amount available for fiscal year ending June 30, 1887... ............. 7, 647 74 (See Appendix N 3.) 4. Tampa Bay, Florida.--Theharbor of Tampa, at the head of this bay, was separated from deep water by a flat 2 miles wide. Through this was a narrow channel with an available depth of about 5 feet, formed by the waters of the HIillsborough River. The present project was adopted in 1880, and has for its object the formation of a 9-foot channel from the 9-foot curve in the bay to the wharves of Tampa, in Hillsborough River, 150 feet wide through the bay and 200 feet wide in the river, atan estimated cost of $97,000. RIVER AND HARBOR IMPROVEMENTS. 193 Up to June 30, 1885, $47,801.50 had been expended, resulting in a somewhat narrow 9-foot channel from the mouth of the river to deep water in the bay. This was obstructed by several shoals, having only 71 feet of water. Work was continued from the beginning of the fiscal year to August 15, under a contract for dredging and rock excavation, and was then stopped by the near exhaustion of the appropriation. When work ceased there was a 9-foot channel 4,793 feet long and from 45 to 150 feet wide from deep water in the river toward the bay. An examina- tion made in May, 1886, showed its center line but little changed. To complete the present project, the original estimate must be in- creased on account of extra labor due to the deterioration of the dredged cut in the intervals between appropriations. Without auxiliary works there is but little hope of permanency in the dredged channel. July 1, 1885, amount available .... ....----..........--........-- ----- $12, 198 50 ......----..... July 1, 1886, amount expended during fiscal year, exclusive of liabilities - --------- outstanding July 1, 1885.....-------------......................................... 11,368 04 July 1, 1886, amount available ......-- ........................- ....--... 830 46 Amount appropriated by act approved August 5, 1886...............-.... 10, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 10, 830 46 ( Amount (estimated) required for completion of existing project ........ 63, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 25,000 00 Submitted in compliance with requirements of section 2 of river and . harbor acts of 1866 and 1867. (See Appendix N 4.) 5. Apalachicola Bay, Florida.-Thepresent 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. Before the improvement was begun the channel had an available depth of 3- feet. The amount expended to June 30, 1885, is $54,284.37, and has re- sulted in giving a channel of 60 feet in width and 6.5 feet depth through the bar. The results have not been satisfactory. In previous reports doubts have been expressed as to the permanency of the dredged channel un- less it could be fully cut through at one time. The limited appropria- tions hereto fore made have not permitted this to be done. It is believed that the desired channel cannot be maintained without the aid of aux- iliary works. On account of the continued shoaling of the dredged channel the es- timate for the original project must be increased by $23,000. No appropriation having been made, and the balance available hav- ing been small, no work was done during the past fiscal year. The balance available and appropriation asked for are to be expended in accordance with the approved project. July 1, 1885, amount available ...-................. .......----...... $715 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...--. . . . . .. . .. .. ...... 18 90 July 1, 1886, amount available.....................---- - ................. 696 73 Amount appropriated by act approved August 5, 1886 ................... 12, 000 00 Amount available for fiscal year ending June 30, 1887--... .......... 12, 696 73 13 v 194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (Amount (estimated) required for completion of existing project....-------.... $56, 696 73 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 5.) 6. Suwanee River, Florida.-Thepresent project for the improvement of this river was adopted in 1880. Its object is to make a channel 150 feet wide and 5 feet deep at mean low water from the Gulf through the east and west passes into the river and as far up as Roland's Bluff. From there to Ellaville the channel is to be 60 feet wide and 4 feet deep.. Before the improvement there was a depth of 3 feet on the bar and of 1 feet in the river above Roland's Bluff. Above its mouth the river is much obstructed with snags and overhanging trees. The amount expended up to June 30, 1885, is $15,683.76, and has given a dredged channel 4,429 feet long, 60 feet wide, and 5 feet deep from the river partly across the bar at the east pass. During the past fiscal year operations were continued there. Four thousand five hundred and eighty-two cubic yards of material were dredged, increasing the length of channel to 5,835 feet. To complete this channel an additional distance of 9,765 feet must be dredged, where there is an average depth of 3) feet. The balance available and the appropriation asked for will be ap- plied to continuing work under the present project. $2, 316 24 July 1, 1885, amount available------...... ......-....--............-----------..-------. July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......... ..................--- 2,256 24 ................---- July 1, 1886, amount available ..................-............ ...... ...... 60 00 Amount appropriated by act approved August 5, 1886................... 5,000 DO Amount available for fiscal year ending June 30. 1887 .... ........... 5,060 00 SAmount (estimated) required for completion of existing project ........ 32,158 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and Sharbor acts of 1866 and 1867. (See Appendix N 6.) 7. Key West Harbor, Florida.-The present project for the improve- ment of this harbor was adopted in 1882, the object being to afford a channel of entrance from the Gulf of Mexico into the northwest chan- nel to Key West, so as to give a depth of 17 feet at mean low water. The principal object to be gained by this improvement is in the great saving in distance for all vessels plying between Key West and the Gulf ports. The amount expended to June 30, 1885, is $25,000, and has resulted in cutting a channel entirely through the bar 60 feet in width at the bottom and 65 feet at the top, with a depth of 15 feet at mean low water. From the soundings taken on the mail steamer using this channel it is believed that this cut has filled and that there now exists a channel- way with only an available depth of 11 feet at mean low water. Amount appropriated by act approved August 5, 1886 ................... $2,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 7.) RIVER AND HARBOR IMPROVEMENTS. 195 8. Pease Creek, Florida.-The project for the improvement of this stream, adopted in 1881, is to improve it for high-water navigation by the removal of snags, overhanging trees, and loose rocks from the channel from its mouth up to Fort Meade. The amount expended to June 30, 1885, is $10,453.18, and has resulted in the improvement of about 64 .miles of the river from its mouth up- stream. During the past fiscal year nothing has been done except caring for the public property, the small balance available rendering any work im- possible. Before the improvement the stream was of generally sufficient width and depth, but was much obstructed. The balance available is to be applied to the care and preservation of the public property, and to the continuation of the work under the approved project. July 1, 1885, amount available ....----.......... .....--.$546 82 --.........-..-- July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885_. ..-............ .. $32 75 July 1, 1886, outstanding liabilities............ ....... ..... 30 00 --- 62 75 July 1, 1886, amount available.............-----------------. .--...--..........----. 484 07 Amount appropriated by act approved August 5, 1886..................... 5,000 00 5, 484 07 Amount available for fiscal year ending June 30, 1887....----..-----.----............ (See Appendix N 8.) 9. Harbor at Cedar Keys, Florida.-The present project for the im- provement of this harbor was adopted in 1884. It consists in cutting a channel, by dredging and rock excavation, 200 feet wide and 104 feet deep at mean low water, through the Middle Ground. By act approved July 5, 1884, an appropriation of $5,000 was made to carry on this work, the only appropriation under this project. Under a former project a cut 114 feet deep was made through the Middle Ground. This is gradually shoaling. No work was done on the present project prior to June 30, 1885. Since then dredging and rock excavation were carried on in the shoal near Buoy No. 12; 370 cubic yards of sand and 615 cubic yards of rock were removed, making a channel 11 feet deep and from 30 to 60 feet wide almost through the shoal when the appropriation was exhausted. This cut has retained its depth. The appropriation asked for is to be used in accordance with the present project. July 1, 1885, amount available ........---------------------...........----------- $4, 802 55 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-------....-......-...... ---.......... .................... 4, 802 55 Amount appropriated by act approved August 5, 1886 .................. 7, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 9.) 10. Manatee River, Florida.--Thepresent project for the improvement of this river was adopted in 1882, the object being to afford a channel of entrance from Tampa Bay into Manatee River, so as to give a depth of 13 feet at mean low water from Tampa Bay up the river to Shaw's 196 REPORT OF TIE CHIEF OF ENGINEERS, U. S. ARMY. and McNiel's points. The least depth on the bar at the river before the improvement was 8 feet at mean low water, not sufficient for the class of vessels engaged in the commerce between the river and outside )ports. The amount expended to June 30, 1885, is $12,000, and has re- sulted in securing a channel 2,150 feet in length, 1,750 feet of which has a depth of 12 feet and a width of 60 feet, and 400 feet has a depth of 11) feet and width of 35 feet through the bar at the entrance of the river from Tampa Bay. There being no funds available, no work has been done during the past fiscal year. The appropriation asked for is to be applied to continuing the im- provement in accordance with the project, extending, widening, and deepening the cut by dredging. Amount appropriated by act approved August 5, 1886................... $8, 000 00 Amount (estimated) required for completion of existing project........ 50, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 8,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1886 and 1867. (See Appendix N 10.) 11. Caloosahatchie River, Florida.-The present project for the im- provement of this river was adopted in 1882, the object being to so improve the river from the bar at the mouth up to Fort Meyers as to accommodate vessels of 6 feet draught. The amount expended up to June 30, 1885,is $5,544.71, and has re- sulted in improving the bar at the mouth of the river, giving a channel depth of 9 feet at mean low water, where there was only 5J feet before. During the past fiscal year dredging was continued in the vicinity of Jew Fish Bayou. At the close of operations there was a clear channel of the required width and depth from the mouth to Fort Meyers. No further appropriation is needed. The balance available will be used in maintaining and caring for the work. July 1, 1885, amount available ....---....-----...-- ..----- ....--.......... --...... $4, 455 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--..........--------..----..........---.................... 3,911 88 July 1, 1886, amount available .............. ....--- ---- ---- --....--.... ....... ---. 543 41 Amount appropriated by act approved August 5, 1886 - ..... ........... 4,000 CO Amount available for fiscal year ending June 30, 1887 ................... 4,543 41 (See Appendix N 11.) 12. Appalachicola 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 100 feet navigable width its whole length, avoiding the worst portions 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, but the portion through Moccasin Slough was narrow, crooked, and difficult. The amount expended to June 30, 1886, is $39,383.22, and has re- sulted in the complete execution of the project, and, in addition, the opening of Chipola Cut-off to White's Bluff, a distance of 9 miles, the widening of the canal at Moccasin Slough, and the removal from the river of the yearly accumulation of snags, logs, and sunken timber. During the past fiscal year operations were limited to clearing about one mile of the channel above Moccasin Slough. RIVER AND HARBOR IMPROVEMENTS. 197 The amount available and the appropriation asked for are to be ap- plied to maintaining the improvement as completed. July 1, 1885, amount available.....-----...... ...... ..........----....----......---.... --- $2, 255 49 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885. - .......-------..------.....--...---. $2, 072 81 July 1, 1886, outstanding liabilities..- ---............ ....... 65 90 2,138 71 July 1, 1886, amount available...------ ................ ..-----............ 116 78 Amount appropriated by act approved August 5, 1886--..........-----..-----......... 1,000 00 Amount available for fiscal year ending June 30, 1887.................... 1,116 78 SAmount (estimated) required for preservation of improvement annually. Amount that can be profitably expended i n fiscal year endingJune 30,1888 2,000 00 2,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 12.) 13. Withlacoochee River, Florida.-Theproject for this improvement, adopted in 1881, is to improve the river by the removal of snags, loose rocks, and overhanging trees, and by deepening a bar at the mouth of the river and some of the worst shoals, so as to enable boats drawing two feet of water to navigate the river during about half the year. The amount expended to June 30,1885, is $10,071.20, and has resulted in improving the river from its mouth to Lake Panasofkee. In many places, however, along the route the width and depth are insufficient (be- ing 20 feet and 2 feet respectively) and must be increased. No work was done during the past fiscal year beyond caring for the public property. The balance available and the appropriation asked for are to be ex- pended in accordance with the project. July 1, 1885, amount available-----.... ---.................. ................. $428 80 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--- ........---............ ....-------......---.. -....--......-- 272 00 July 1, 1886, amount available........................................._ -----. 156 80 Amount appropriated by act approved August 5, 1886..................... 3, COO 00 Amount available for fiscal year ending June 30, 1887....................- 3, 156 80 Amount (estimated) required for completion of existing project-..... 10,400 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10,400 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix N 13.) 14. Removing sunken vessels or craft obstructing or endangering naviga- tion.- Wreck of the steamer Dictator.--A contract, approved December 8, 1885, was made for the removal of this wreck from the harbor at Tampa, Fla. After some work had been done the contractors disagreed and the contract had to be annulled. Proposals for its removal were again asked for, and a contract is now being made with the lowest bidders. Removal of sunken scow from harborat Tampa, Florida.-Publicnotice, according to law, was given to persons interested in this boat. No an- swer having been received, a contract for its removal was duly entered into. The work was reported finished on May 17, 1886. (See Appendix N 14.) 198 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF CERTAIN RIVERS IN THE STATES OF GEORGIA, FLORIDA, AND ALABAMIA---IPROVEMENT OF THE HARBOR OF PEN- SACOLA. Officer in charge, Capt. R. L. Hoxie, Corps of Engineers. 1. Ocnulgee iver, Georgia.-The present plan of improvementis based upon an examination made in 1875, when the obstructions were found to be snags, sand and gravel bars, rock reefs, overhanging trees, and submerged rafts, in a shifting and tortuous channel, with a varying depth of from 22 inches to 4 feet at low water. The project for the improvement of the river contemplates the removal of these obstruc- tions. The expenditure up to June 30, 1886, of $57,000 has resulted in se- curing a good navigable channel at low water between Hawkinsville and the junction of the Oconee, while many of the most serious obstruc- tions have been removed. During the past fiscal year very little work could be done with the small amount of money available. A number of obstructions were re- moved from the channel, and at the close of the season it was found that the working plant was worn out. It was condemned and sold at public action. The appropriation available and that herein asked for can be profita- bly expended in continuing the removal of obstructions from the river channel. July 1, 1885, amount available ....---.................................... $2,376 61 July. 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--------......---......-------......--- ......---......-------- ----- 2, 376 61 ......---......-------.... Amount appropriated by act approved August 5, 1886................... 7,500 00 IAmount (estimated) required for completion of existing project....... Amount that canbe profitably expended in fiscal year ending June 30,1888 48, 000 00 15, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 1.) 2. Oconee River, Georgia.-Thisriver rises in Northeast Georgia, flows past Milledgeville and Dublin, and joins the Ocmulgee in the southern part of the State, forming the Altamaha.' The State of Georgia has ex- pended about $35,000 for its improvement. The first examination made by authority of the United States was in 1874, and a plan of improve- ment was subsequently adopted which contemplated the removal of ob- structions from the channel, and cutting through rock-reefs where necessary, in order to secure a depth of about 3 feet at low water from the mouth of the river to Milledgeville, Ga. The result of the work done up to June 30, 1886, has been to enable steamboats navigating this river to run on a stage of water 4 feet lower than that at which naviga- tion was possible before improvement. The amount expended up to June 30, 1886, is $23,499.22. During the past fiscal year no work was done owing to the exhaustion of the appropriation for this improvement. At the close of the season it was found that the working plant was completely worn out; it was therefore condemned and sold at public auction. The appropriation available, and that herein asked for can be profit- ably expended in continuing the removal of obstructions from the river channel. RIVER AND HARBOR IMPROVEMENTS. 199 July 1, 1885, amount available .... ..--.........--......---.............. -- $352 22 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----------... ------.................. ----..---..--------...... -----...-.. ---- 351 44 ------..----..--.... ---...-----.... July 1, 1886, amount available ....----....----....------....--..... 78 Amount appropriated by act approved August 5, 1886 ................ 9,000 00 Amount available for fiscal year ending June 30, 1887 ......-----------......---........ ----- , 000 78 Amount that can be profitably expended in fiscal year ending June 30,1888 17, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 2.) 3. 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 modi- fication, to improve for high-water navigation that portion of the river between Albany and Montezuma, about 100 miles above. The channel before the improvement was commenced was only navigable at low water from its mouth up to Bainbridge, and even that portion was nar- row, crooked, and dangerous. The expenditure up to June 30, 1886, of $94,919.87, has resulted in obtaining a completed high-water channel from its mouth up to Albany; a completed low-water channel of the projected depth from its mouth up to Tea Cup Shoal, about 19 miles below Albany, also a partially completed high-water channel over that portion of the river between Albany and Montezuma. During the past fiscal year, a small hand-power snag-boat was kept at work between Montezuma and Warwick removing logs and cutting overhanging trees; and a number of drilling-scows on the reefs below Albany were engaged in effecting the removal of 5,477 cubic yards of rock and 440 snags and overhanging trees. The amount available and the appropriation asked for are to be ap- plied to continuing the removal of obstructions from the channel of the river. July 1, 1885, amount available----.... .....---- --- . ___ .........-- -.... $14, 449 27 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $12, 339 38 July 1, 1886, outstanding liabilities ......----------........------------..----.... 163 00 12, 502 38 July 1, 1886, amount available --------.........---..----------------------......................-----... 1,946 89 Amount appropriated by act approved August 5, 1886 ---------.......----..-----....... 20,000 00 Amount available for fiscal year ending June 30, 1887........---------..--...--..------- 21,946 89 TAmount (estimated) required for completion of existing project -------- 83, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 40, 000 00 SSubmitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 3.) 4. Oostenaula and Coosawatlee rivers, Georgia.-Thesestreams are trib- utaries of the Coosa in Northwestern Georgia. Examinations were made in 1872 and 1874, and the improvements then projected have been prac- tically finished. No work has been done since August, 18S1. The ex- penditure up to June 30, 1886, of $24,858.14 has resulted in removing th) most dangerous channel obstructions and in reducing the gravel 200 REPORT OF THE CIIEF OF ENGINEERS, U. S. AlMkV. bars. Good channels were obtained for about nine months in the year, that on the Oostenaula having a depth of 3 feet, and on the Coosawattee a depth of 2 feet of water. No commercial necessity exists for any fur- ther appropriations for these rivers at present. July 1, 1885, amount available.................. ............ ............ $, 163 71 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1. 1885.............. . .. $20 00 July 1, 1886, outstanding liabilities ........................--------------------------.. 21 85 41 85 July 1, 1886, amount available .......................................... 1,121 66 (See Appendix O 4.) 5. Coosa River, Georgia and Alabama.---A plan was adopted in 1875 to provide a channel, not less than 80 feet wide and 3 feet deep at low water, between Rome and Greensport, and the improvement of the shoals and reefs below Greensport by channel excavation and locks and dams. The expenditure up to June 30, 1886, of $417,896.06 has resulted in securing a fair navigable channel from Rome to Greensport. During the past fiscal year, with the limited appropriation available, the work of quarrying and dressing stone for the locks and dams at Ten Island Shoals was continued. The funds available and the appropriation asked for can be profitably expended in continuing the construction of locks and dams below Greens- port and the removal of obstructions from the river channel. July 1, 1885, amount available ................... - -.................. $21,862 12 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................ $21, 058 18 July 1, 1886, outstanding liabilities .......................... 1,254 41 22, 312 59 Amount appropriated by act approved August 5, 1886 ................... 45,000 00 Amount (estimated) required for completion of existing project... . 96, 968 00 Amount that can be profitably expended in fiscal year ending June 30,1888- 97,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 5.) 6. Chattahoochee River, Georgia and Alabama.-The present plan of improvement (adopted in 1873) contemplates a low-water channel, 4 feet in depth and 100 feet in width, from Columbus, Ga., to Chatta- hoochee, Fla., a distance of 223 miles, by the removal of snags and other obstructions from the channel, overhanging trees from the banks; by cutting a channel through the rock shoals, and deepening sand-bars by scour. The expenditure up to the present time of $188,857.40 has resulted in securing a fair, navigable channel between Chattahoochee and Eu- faula at all seasons of the year, and between Eufaula and Columbus at all times except during the prevalence of extreme low water. During the past fiscal year the principal work done has been the ex- cavation of a channel through a portion of Uchee Shoals, removing 4,473 cubic yards of rock. A new steam snag-boat has been completed and equipped for work on this river. The amount available and the appropriation asked for are to be ap- plied to continuing the removal of obstructions from the river channel. RIVER AND HARBOR IMPROVEMENTS. 201 July 1, 188i5, amount available ......................................... $30,755 65 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ---------------------........................ $16, 594 08 July 1, 1886, outstanding liabilities ... ..... .............. 5, 095 87 21,689 95 July 1, 1886, amount available............ ........................ .... 9, 065 70 Amount appropriated by act approved August 5, 1886................... 20,000 00 Amount avilable for fiscal year ending June 30, 1887.................... 29, 065 70 (Amount (estimated) required for completion of existing project ....... 162,228 69 Amount that can be profitably expended in fiscal yearending June 30, 1888 40, 000 00 5 Submitted in compliance with requirements of section 2 of river and Sharboracts of 1866 and 1867. (See Appendix O 6.) 7. Alabama River, Alabama.-The plan of improvement for the Ala- bama River, adopted in 1876, contemplates a channel, 200 feet in width and 4 feet in depth at low water, from its mouth, 50 miles above Mobile, Ala., to Wetumpka, Ala., a distance of 323 miles. Before the improve- ment was commenced the channel had a least depth of about 2 feet on some of the shoals, and was badly obstructed by snags and overhang-, ing trees. The expenditure up to June 30, 1886, of $129,714.12 has resulted in rendering that part of the river below Montgomery easy of navigation during ordinary low water. During the past fiscal year the snag-boat belonging to this improve- ment was kept at work, while the appropriation held out, in removing snags and other obstructions from the channel, and at one point on the .river works of contraction were put in for deepening the channel. The amount available and the appropriation asked for are to be applied to continuing the work of improvement in accordance with the adopted plan, and maintaining the work already done. July 1, 1885, amount available .......---_--- ____ . ........ ....------ $6, 003 76 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $5, 717 88 July 1, 1886, outstanding liabilities .......................... 65 75 5,783 63 July 1, 1886, amount available .---.......----..----........................... 220 13 Amount appropriated by act approved August 5, 1886............ ........ 15, 000 00 Amount available for fiscal year ending June 30, 1887.......-- --..........-----. 15,220 13 (Amount (estimated) required for completion of existing project........ 84,741 00 Amount that can be profitably expended in fiscal year ending June 30,1888 40,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 7.) 8. Tallapoosa River, Alabama.-The plan of improvement adopted pursuant to an examination and partial survey of this river, made by an act of Congress approved June 14, 1880, contemplates obtaining a navigable channel from the mouth of the river to the foot of Tallas- see Reefs, 2 miles below the town of Tallassee, a distance of 48 miles, with a least depth of 3 feet and width of 60 feet at low water. This is to be accomplished by the removal of snags, logs, &c., from the chan- nel ; cutting overhanging trees from the banks; cutting the prescribed channel through the rock-reefs, and the removal of bars by works of contraction. 202 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditure up to June 30, 1886, of $23,441.46 has resulted in the partial improvement of the channel in the lower portion of this river, but the work has not progressed sufficiently to affect navigation. During the past fiscal year about 12 miles of this river was cleared of snags, logs, and overhanging trees. The amount available and the appropriation asked for are to be ap- plied to continuing the work of improvement of the river in accordance with the approved plan ; removing obstructions from the channel, blast- ing through rock-reefs, and deepening the channel over movable bars by works of contraction. July 1, 1885, amount available ........................................ $7, 098 80 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....................... $5, 522 26 July 1, 1886, outstanding liabilities.................-------------........ 45 00 5, 567 26 July 1, 1886, amount available-.......................................... 1,531 54 Amount appropriated by act approved August 5, 1886................... 7, 500 00 Amount available for fiscal year ending June 30, 1887........ ............ 9, 031 54 SAmount (estimated) required for continuing existing project .. .......... Amount that can be profitably expended in fiscal year ending June 30, 1888 15, 000 00 15, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 8). 9. CahabaRiver, Alabama.-The plan of improvement adopted in 1883 contemplates a channel 60 feet in width and 3 feet in depth at low water from its mouth to the town of Centreville, a distance of 88 miles, by the removal of all obstructions from the channel, cutting through rock reefs, scouring bars, and cutting overhanging trees. The expenditure up to June 30,1886, of $28,989.79, has resulted in the partial improvement of the river from its mouth to Centreville, adapting it to high-water navigation. This is within a distance of 21 miles of Cane Creek, which is near the Cahaba coal fields. For this section of the river, lock and dam navigation is proposed. During the past fiscal year about 19± miles of the river was cleared of snags, logs, and overhanging trees. The funds available and the appropriation asked for are to be applied to continuing the work of improvement, in accordance with the ap- proved plan; removing obstructions from the channel, blasting through rock-reefs, and deepening the channel over movable bars by works of contraction. July 1, 1885, amount available ....................._$5, ................... 197 97 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...-........... .... .... $4, 187 76 July 1, 1886, outstanding liabilities...... .................... 49 50 4,237 26 July 1, 1886, amount available.-_- .... .................................. 960 71 Amount appropriated by act approved August 5, 1886 ................... 7, 500 00 Amount available for fiscal year ending June 30, 1887 .--.....-- ..-...... 8,460 71 Amount (estimated) required for conmpletion of existing project------- 157,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 30, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 9.) RIVER AND HARBOR IMPROVEMENTS. 203 10. Conecuh-Escarbia River, Florida and Alabama.-The plan of improvement for this river, adopted pursuant to partial examinations and surveys made in 1878-'79, contemplates the removal of snags and sunken logs and other obstructions from the channel, closing cut-offs, and cutting through rock-shoals from the mouth of the river, in Pensa- cola Bay, to Indian Creek, a distance of 273 miles, for the purpose of facilitating the movement of logs and rafts down the river, affording at the same time facilities for steamboat navigation. The expenditure up to June 30, 1886, of $38,953.64, has resulted in dredging a channel through the bar at the mouth of the river, and in the removal of obstructions to navigation, so that at the present time the river is navigable at ordinary stages for steamboats drawing 5J feet of water from Ferry Pass to Skinner's Landing, a distance of 17 miles, and for boats drawing 3 feet to the Alabama State line. During the past fiscal year about 11,000 logs, snags, and overhang- ing trees were removed from this river, together with a small amount of rock from the channel. The amount available and the appropriation asked for are to be ap- plied to the continuation of the work of river improvement in accord- ance with the approved plan; removing obstructions from the channel, blasting through rock-reefs, and deepening the channel over movable bars by works of contraction. July 1, 1885, amount available ...... ...... ...... .......... --.... ....... $9, 296 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..----. --......---......--------.. $8,195 87 July 1, 1886, outstanding liabilities----.---..----..........--------------........ 34 50 8,230 37 July 1, 1886, amount available---....-----...---..--......----............. ....--.... 1,065 85 Amount appropriated by act approved August 5, 1886..--..-........... 12, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 13, 065 85 SAmount (estimated) - required for completion of existing project ........ 35, 376 00 Amount that can be profitably expended in fiscal yearending June 30, 1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and L harbor acts of 1866 and 1867. (See Appendix O 10.) 11. Choctawhatchee River, Florida and Alabama.-The present plan of improvement was adopted in 1872 and modified in 1880, pursuant to an examination made under the act of March 3, 1879, and contemplates the improvement of the river from its mouth to Newton, a distance of 252 miles, so as to obtain a low-water navigable channel. The expenditure up to June 30, 1886, of $71,645.95 has resulted in giving 41 feet of water in the channel, except during low water, as far as Jones' old ferry, 27 miles above Geneva, and 2 feet of water in the channel as far as Pates Creek at a medium stage of water. During high water, 5 feet can be carried to this point. During the past fiscal year, 8,787 snags, logs, and overhanging trees were removed from the river. The funds remaining on hand and the appropriation asked for are to be applied to the further improvement of the river in accordance with the approved plan; removing obstructions from the channel, blasting through rock-reefs, and deepening the channel over movable bars by works of contraction. 204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available ......................................... $10, 094 45 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-- -.-- .............. .. $9, 740 40 July 1, 1886, outstanding liabilities--.......................... 45 00 9,785 40 July 1, 1886, amount available .............. .. .........-............. 309 05 Amount appropriated by act approved August 5, 1886..-.......... ...--. 15, 000 00 Amount available for fiscal year ending June 30, 1887................... 15, 309 05 Amount (estimated) required for completion of existing project--.......35,832 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix O 11.) 12. Lagrange Bayou, Florida.-Theplan of improvement adopted was made pursuant to an examination of this bayou in 1881, under an act of Congress approved March 3, 1881, and contemplates the deepening of the channel through the bayou so as to admit the passage of vessels drawing 4- feet at mean low water, the work to be done by dredging. Up to June 30, 1886, there has been expended on this work the sum of $2,000, allotted from the appropriation of $20,000 made by an act approved August 2, 1882, for the improvement of the Choctawhatchee River, Florida, the two improvements being closely related. The result has been to secure a channel 5 feet in depth at mean low water. The appropriation asked for is to be applied to the widening of the channel and removing the remaining obstructions. Amount appropriated by act approved August 5, 1886.. .................. $2, 000 00 SAmount (estimated) required for completion of existing project........ - Amountthat can be profitably expended in fiscal year ending June 30, 1888 3,000 00 3,000 00 Submitted in compliance with requirements of section 2 of river and" harbor acts of 1866 and 1867. (See Appendix O 12.) 13. Harbor at Pensacola, Florida.-Theplan of improvement adopted in 1881 contemplates dredging a channel 300 feet wide and 24 feet deep at mean low water across the inner bar, for the temporary relief of the navigation of this harbor, and the preservation of the site of old Fort McRee by the construction of suitable works of shore protection, with a view to retaining this position for defensive purposes, and preventing further changes in the tidal currents through the continued abrasion of the shore at this point. The expenditure up to June 30, 1886, of $192,223.99 resulted in ob- taining a channel 120 feet in width and 24 feet in depth at mean low water across the shoal inside the bar, and in stopping the abrasion of the shore line at Fort McRee; but this channel was not maintained by the tidal currents, and on June 30, 1886, was 23 feet in depth at mean low water, a gain of 3.6 feet over the depth existing when the work was commenced. An annual outlay will be necessary to maintain this dredged channel until the permanent improvement of this harbor shall have been au- thorized by Congress. The works of shore protection at the site of Fort McRee have been successful in stopping abrasion of the beach, advanc- ing it 250 feet on the south side of the south jetty at this point, and ad- vancing the 12, 18, and 24 foot curves of the western channel slopes fronting the shore-line at the same place. RIVER AND HARBOR IMPROVEMENTS. 205 During the past fiscal year works of shore protection at the site of Fort McRee were maintained by frequent repairs, and about 55,000 cubic yards of sand was dredged from the inner bar. The amount available and the appropriation asked for will be ex- pended in the completion of the works of shore protection, and of the dredging of the inner bar. July 1, 1885, amount available...--.----...---------.........-- ..--..--....--........---..----..--- $31, 800 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $29,024 28 July 1, 1886, outstanding liabilities------......-----.----...........-----........ 330 00 29,354 28 July 1, 1886, amount available.......----..............-----..........-----........... 2,446 01 Amount appropriated by act approved August 5, 1886........-- ......... 20,000 00 Amount available for fiscal year ending June 30, 1887 ................... 22, 446 01 Amount (estimated) required for completion of existing project--------........ 20,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix 0 13.) IMPROVEMENT OF THE HARBOR OF MOBILE: OF WARRIOR, TOMBIGBEE, AND BLACK WARRIER RIVERS, ALABAMA, AND OF CERTAIN RIVERS IN MISSISSIPPI-IMPROVEMENT OF CHANNEL TO BILOXI BAY. Officer in charge, Maj. A. N.Damrell, Corps of Engineers. 1. Miobile 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 Choctaw Pass Bar, with not more than 13 feet at the shoalest part, and was obtained by dredging under previous appropriations, from 1870 to 1878, inclusive, amounting to $401,000. The amount expended to June 30, 1885, is $584,159.39, and resulted in obtaining a channel with a minimum width of 125 feet and a maxi- mum width of 200 feet, a minimum depth of 161 feet, and a maximum depth of 23 feet, from the 17-foot curve in Mobile River to the curve of same depth in the lower bay, a length of 26.33 miles. The amount expended during the fiscal year ending June 30, 1886, is $74,927.83, and has resulted in increasing the minimum width of the above channel from 125 to 140 feet, its maximum width from 200 to 300 feet, and minimum depth from 161 to 174 feet. The amount available and the appropriation asked for are to be ap- plied to widening and deepening the channel, and it is expected the combined amounts will complete the project. July 1, 1885, amount available ............. ..................$75, 840 61 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........... ............................. 74,927 83 July 1, 1886, amount available ..--..................................... 912 78 Amount appropriated by act approved August 5, 1886 .................. 90, 000 00 Amount available for fiscal year ending June 30, 1887 ...... ........... 90, 912 78 Amount that can be profitably expended in fiscal year ending June 30, 1888 80,000 00 Submitted in comp)liance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 1.) 206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Warrior and 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 obtain a channel 4 feet deep and 80 feet wide at ordinary low water from its junction with the Tombigbee up to Tuscaloosa. The channel at that time was not navigable at low water and was much obstructed at a medium stage. The amount expended to June 30, 1885, was about (exact $90,806.57 figures cannot be given for the years 1875 to 1882, inclusive; the ap- propriation was made for the Warrior and Tombigbee jointly, without any specified allotment for each, and therefore no separate account was kept), and resulted in obtaining a channel safely and easily navigable at a stage of water fully 3 feet lower than was formerly practicable, en- abling boats of 3 feet draught to run when the water was 1 foot above ordinary low water. The amount expended during the fiscal year ending June 30, 1886, is $6,316.84, arid resulted in removing snags from 38 miles of the river and the partial improvement of one of the bars. The amount available and the appropriation asked for are to be ex- pended in continuing the improvement according to project adopted, and will probably complete it. July 1, 1885, amount available................... ................ .... $6, 831 81 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...... ...... ........ ...... ...... .... ...... 6, 316 84 July 1, 1886, amount available................--....... ................... 514 97 Amount appropriated by act approved August 5, 1886 .................. 18, 750 00 Amount available for fiscal year ending June 30, 1887.......... .......... 19,264 97 (Amount (estimated) required for completion of existing project........ 34,714 62 Amount that can be profitably expended in fiscal year ending June 30,1888 35, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 2.) (b) Tombigbee River, from Fulton to Vienna.-The project for the im- provement of the river between Columbus and Fulton was adopted in 1873, the object being to give good high-water navigation throughout by the removal of snags and overhanging trees. The channel before improvement was not navigable at all from Ful- ton down to Cotton Gin Port. From Cotton Gin Port down to Aber- deen, about 35 miles, it was navigable for small barges carrying about 125 bales of cotton. From Aberdeen to Columbus, about 65 miles, nav- igation was difficult when the river was 12 feet above ordinary low water. The project for the improvement of the portion of the river between Columbus and Vienna was adopted in 1879, the object being to afford a channel of navigable width 3 feet deep during ordinary low water. Before the improvement was commenced the channel was much ob- structed by snags and overhanging trees, and there was only 1 foot of water on some of the bars during ordinary low water. The amount expended to June 30, 1885, was $68,138.04, about (exact figures cannot be given for the reason mentioned in statement for War- rior River), and resulted in completion of the improvement projected for that section of the river from Fulton down to Columbus, and in giving such a channel from Columbus down to Vienna that navigation was possible on a 2-foot rise for boats drawing 3 feet, and the accom- plishment of over one-half of the work projected. RIVER AND HARBOR IMPROVEMENTS. 207 The amount expended during the fiscal year ending June 30, 1886, is $3,788.98, and resulted in preservation of the improvement already ob- tained above Columbus and in the removal of snags and overhanging trees from Vienna up to within 5 miles of Pikerville, a distance of 38 miles, principally preservation of improvement already obtained. The amount available and appropriation asked for are to be expended in continuing the improvement as projected, and it is expected will com- plete it. July 1, 1885, amount available.-----..... ......--...--..--.... .....-- ......-- ....----- $3, 912 01 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185.---....--......------..-------......-------.......--..... ------.......... 3,788 98 July 1, 1886, amount available......----------.. ....---..---------....--.--.....----............-------- 123 03 Amount appropriated by act approved August 5, 1886........-.... - .... 7, 500 00 Amount available for fiscal year ending June 30, 1887..--...------------.............. 7, 623 03 Amount (estimated) required for completion of existing project ........ 6, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 6, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 2.) (c) Tombigbee River below Vienna.--The project for the improvement of this portion of the river was adopted in 1879, the object being to afford a channel of navigable width and 4 feet deep at ordinary low water from the mouth up to Demopolis and 3 feet deep from Demopo- lis up to Vienna. Before the improvement was commenced the river was navigable from the mouth up to Bladen Springs, 143 miles above Mobile, during the entire year, but was obstructed by snags. From Bladen Springs up to Demopolis, 243 miles above Mobile, navigation was suspended about two months yearly during low water. From Demopolis up to Vienna the channel was much obstructed by snags and overhanging trees, and the water was so shoal on the bars that navigation was only attempted on a considerable rise. A railroad bridge at Jones's Bluff also gave considerable trouble. The amount expended to June 30, 1885, was about $92,253.40 (exact figures cannot be given for reason given in report for Warrior River), and resulted in obtaining an unobstructed channel with 3 feet depth of water from the mouth up to Tompkins's Bluff, 197 miles above Mo- bile, with 2 feet depth up to Kirkpatricks, 260 miles above Mobile, and 1 foot depth (all at ordinary low water) up to Vienna. The amount expended during the fiscal year ending June 30, 1886, is $2,341.47, and resulted in removing the logs and other obstructions that had accumulated during the last two years from Vienna 250 miles down stream, in preservation of improvement already obtained. The amount available and the appropriation asked for are to be ex- pended in continuing the improvement according to the project adopted, and will probably complete the improvement. July 1, 1885, amount available ............----- -.-- -----........ --. $3, 058 17 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885----....----....-----...............---- -------- ....----....------......------....--.... ---- 2,341 47 July 1, 1886, amount available .--.......-----....---......---------------..................--------------. 716 70 Amount appropriated by act approved August 5, 1886-- ................. 11, 250 00 Amount available for fiscal year ending June 30, 1887 ................... 11,966 70 208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project-........ $12, 888 38 Amount that can be profitably expended in fiscal year ending June 30,1888 12,900 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 2.) 3. Black Warrior River, from Tuscaloosa to Daniels Creek, Alabama.- The present project for the improvement of this section of the river was adopted in 1886, the object being to afford a water-way for the transpor- tation of coal in barges from the Warrior coal-fields to the Gulf of Mexico. The present natural channel is only navigable during very high water, and is even then extremely dangerous. The amount expended to June 30, 1885, was $2,978, and resulted in the completion of a survey for preparation of a project with plans and estimates. The amount expended during fiscal year ending June 30, 1886, is $919.96, and has resulted in the adoption of a project and preparation of plans and estimates. The amount available and appropriation asked for is to be applied to construction of locks and dams in accordance with the adopted project. ....---.... July 1, 1885, amount available.----....-- ...---.. ---- -....-......---....-....---...... $47, 022 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885................------ ..---- ---- -- -- -- -......................... -- 919 96 July 1, 1886, amount available......---------............----.................... 46, 102 04 Amount appropriated by act approved Angust 5, 1886---....------......--------........ 56, 250 00 Amount available for fiscal year ending June 30, 1887..................---------------.. 102, 352 04 Amount (estimated) required for completion of existing project.. ..- 463, 854 00 Amount that can be probtably expended in fiscal year ending June 30,1888 200, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 3.) 4. Old Town Creek, G Mississippi.-The project for this improvement, adopted in 1883, is to improve this stream for high-water navigation by the removal of logs, snags, and overhanging trees from its mouth to City Point, a distance of 30 miles. The amount expended to June 30, 1886, is $3,000, and has resulted in obtaining, by the removal of overhan ging timber from the banks, logs and stumps from the bed of the river, a fair high-water channel from its mouth up to Camargo, 16 miles. No work was done and no expenditure made during the fiscal year ending June 30, 1886. The appropriation asked for is to be applied to continuing the im- provement according to the approved plan by removing obstructions to high water navigation, working up stream toward City Point. Amount (estimated) required for completion of existing project-..-- $7, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 7,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 4.) 5. Noxubee River, Mississippi.-The present project for the improve- ment of this river was adopted in 1880, the object being to afford a channel for small river steamers from its mouth up to Macon, Miss., of navigable width and depth during about nine months of the year, or when the water is above the ordinary low-water stage. The amount expended to June 30, 1885, was $34,114.60, and resulted in obtaining a channel partially improved, which has been used by steam- RIVER AND HARBOR IMPROVEMENTS. 209 boats the entire distance from the mouth of the river up to Macon, and a wholly improved channel (according to project) from Macon to a point 28 miles below, and from the mouth to a point 12 miles above, giving a river 40 miles wholly and 514 miles partially improved. The amount expended during the fiscal year ending June 30, 1886, is $3,222.89, and has resulted in wholly improving 15 miles of the river, so that there is now 55. miles of the river wholly improved and 36 miles partially improved. The amount available and the appropriation asked for is to be applied to continuing the improvement in accordance with the project adopted, and it is thought this amount will complete the improvement. July 1, 1885, amount available......---- ---......--....-..................... $3, 385 40 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ---------------... ------------------.............................. 3,222 89 July 1, 1886, amount available .....-- ...--...... -...... --.... ......... 162 51 Amount appropriated by act approved August 5, 1886 ---...--................ 7,500 00 Amount available for fiscal year ending June 30, 1887 .................... 7,662 51 Amount that can be profitably expended in fiscal year ending June 30, 1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 5.) 6. PascagoulaRiver, Mississippi.-The present project for the improve- ment 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, overhanging trees, &c. The channel before the commencement of the improvement had a depth of not more than 3 feet at mean low water at its shoalest place. The amount expended to June 30, 1885, was $58,430.84, and resulted in securing a channel 180 to 190 feet wide and 74 feet deep at mean low water from Mississippi Sound into Pascagoula River, and the thorough improvement of the river above for 501 miles, and partially for 49 miles 'further up. The amount expended during the fiscal year ending June 30, 1886; is $455.79, for watching and care of property, &c. July 1, 1885, amount available;--..........---............................ $569 16 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....... ................. ................... 455 79 July 1, 1886, amount available ----........... --......--....--...........--------......-- 113 37 Amount appropriated by act approved August 5, 1886------................ 20,000 00 Amount available for fiscal year ending June 30, 1887 ................... 20,113 37 (See Appendix P 6.) -7. Harbor at Biloxi Bay, Mississippi.-The amount appropriated by the river and harbor act of August 5, 1886, together with the money on hand heretofore appropriated, is directed by the act to be applied to deepening the channel from Mississippi Sound to the wharves at Biloxi. July 1, 1885, amount available ...................------.----.......... $4, 988 55 July 1, 1886, amount available ........... ................ .... ...... 4, 988 56 Amount appropriated by act approved August 5, 1886 ................... 12, 500 00 Amount available for fiscal year ending June 30, 1887 .................... 17,488 55 14 E 210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SAmount (estimated) required for completion of proposed project ... $37, 500 00 Amount that canbe profitably expended in fiscal year ending June 30,1888 37,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 7.) 8. Horn Island Pass, Mississippi.-No project has been adopted foi the improvement of this locality, the amount appropriated being deemed insufficient for an economical prosecution of the work. It is possible that the increase in depth through this pass from natural causes will do away with the necessity for any expenditure to obtain the improvement desired. The river and harbor act of August 5, 1886, directs that the balance on hand for this improvement be applied to the improvement of Pasca- goula River. July 1, 1885, amount available..........-................................ $5, 000 00 July 1, 1886, amount available---...---....----------..............---........--....... 5, 000 00 (See Appendix P 8.) 9. Pearl River, Mississippi, below Jackson.--The present project for the improvement of this portion of the river was adopted in 1880, the object being to obtain a channel 5 feet deep at ordinary low water, and of navigable width from the mouth of the river up to Jackson. Before the improvement the river was not navigable at all at low water, and was difficult at high water. The amount expended on the work to June 30, 1885, was $71,619.99, and resulted in considerable but incomplete improvement of the river for high-water navigation from Jackson to Poitevant's Bluff, a distance of 295 miles. The amount expended during the fiscal year ending June 30, 1886, is $8,378.56, and resulted in considerable but incomplete improvement of that part of East Pearl River situated between the head of West Pearl River and the lower end of Home's Bayou, a distance of 20 miles. Nothing has been done towards the improvement of the river below Home's Bayou to the mouth, about 20 miles. The amount available and the appropriation asked for is to be ex- pended in continuing the improvement, and will probably so improve the worst portions of this section, and the bar at the mouth of the river, as to meet the present demands of the commerce of the river. July 1, 1885, amount available ........ $8, 380 01 ..................................... July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......................... .............. . 8, 378 56 July 1, 1886, amount available............................... ............ ... 1 45 Amount appropriated by act approved August 5, 1886 ........... ... .... 13,125 00 Amount available for fiscal year ending June 30, 1887 ...................... 13,126 45 SAmount (estimated) required for completion of proposed modification of existing project_.............. .... ...................... .......... . 70,000 "00 Amount that can be profitably expended in fiscal year ending June 30, 1888. 30, 000 00 | Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 9.) 10. PearlRiver, Mississippi, from Jackson to Carthage.-The present project for the improvement of this portion of the river was adopted in 1880, the object being to obtain a channel 5 feet deep and of navigable width throughout. Before the improvement was commenced navigation was difficult even during high water on account of snags and overhanging trees. RIVER AND HARBOR IMPROVEMENTS. 211 The amount expended to June 30, 1885, was $18,447.60, and resulted in a material improvement of this section of the river. The amount expended during the fiscal year ending June 30, 1886, is $52.40, and was expended in the care and preservation of the plant and property. Boats of 3 feet draught of water can navigate the river from Carthage down, 12 miles, on a stage of 4 feet above low water, and the remaining distance to Jackson, 93 miles, on a rise of 6 feet. The amount available, and the appropriation asked for, is to be ap- plied to a continuation of the improvement according to the project, and will probably.obtain a channel that can be navigated on a stage con- siderably lower than at present. July 1, 1885, amount available--.................. ......-- ........---...--......---- $52 40 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885---- -------------------------------------.............................................. 52 40 Amount appropriated by act approved August 5, 1886----................... ---------- 2,250 00 .... Amount (estimated) required for completion of existing project-------- 29, 000 00 Amount that can be profitably expended in fiscal yearending June 30,1888 5,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 10.) 11. Pearl River, Mississippi, between Edinburg and Carthage.--Tlhe project for the improvement of this portion of the river was adopted in 1884, the object being to obtain a good high-water channel throughout for the use of steamers during six or eight months of the year. Before the improvement was commenced navigation was only possi- ble during very high water, and was even then troublesome. The amount expended to June 30, 1885, was $2,110.39, and resulted in such an improvement of over two-thirds of the distance as to permit of the passage off steamboats of 3 feet draught, with comparative ease and safety, on a rise of 6 feet above ordinary low water. The amount expended during the fiscal year ending June 30, 1886, is $389.61, and resulted in the improvement of the remaining one-third of the whole distance, so that boats of 3; feet draught can navigate the river between Edinburg and Carthage, with comparative safety, on a rise of 6 feet above ordinary low water. The amount available and the appropriation asked for is to be ap. plied to continuing the improvement as projected, and it is thought that the amount will complete the work. July 1, 1885, amount available.......................................... $389 61 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.....------ ....-----------..---...-..--..-.. ........----.......-.....---. 389 06 July 1, 1886, amount available, -... ...... ...... ............... ----...... 55 Amount appropriated by act approved August 5, 1886 ................... 2,250 00 Amount available for fiscal year ending June 30, 1887................... 2,250 55 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix P 11.) EXAMINATIONS AND SURVEYS FOR IMPROVEMENT, TO COMPLY WITH REQUIREMENTS OF THE RIVER AND HARBOR ACT OF JULY 5, 1884. Major Damrell was charged with and completed the following, it ap- pearing, after preliminary examinations, that the localities were worthy of improvement by the General Government: 1. PascagoulaRiver, Mississippi, from the mills at Moss Point down 212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. to the anchorage in the bay, with a view to securing a uniform depth of 12 feet water. Report transmitted to Congress and printed as House Ex. Doc. No. 83, Forty-ninth Congress, first session. (See also Appendix P 12.) 2. Wacissa River, Florida.--Report transmitted to Congress and printed as House Ex. Doc. No. 82, Forty-ninth Congress, first session. (See also Appendix P 13.) INSPECTION OF THE IMPROVEMENT AT THE SOUTH PASS OF THE MISSISSIPPI RIVER. Inspecting officer, Maj. W. H. Heuer, Corps of Engineers. The inspecting officer in his annual report states that the full depths and widths of channels required by law have been maintained through- out the fiscal year ending June 30, 1886, except for seventeen days dur. ing January and February, when there was a deficiency in depth or width in the channel between the jetties. No dredging has been done on any part of the work since February, 1883. The channel from the main river into the Gulf is in better condition, as regards width, depth, and navigability, than at the end of the pre- vious fiscal year. A complete survey of South Pass shows a channel having in the pass a least depth of 29.8 feet and the 26-foot channel was 300 feet wide. In the jetties the average increase in depth of water during the year, as compared with the year previous, was about 5 feet. Beyond the jetties the channel is 31.2 feet deep. The 26-foot channel is 260 feet wide; the 30-foot channel is 190 feet wide. In the fan-shaped area beyond the jetties the scour and fill nearly balanced each other. The diagrams accompanying report show nearly all the scour to the eastward, and all of the deposit or fill to the west- ward of the ends of the jetties. Attention is especially invited to that part of the report wherein Con- gress requires an inspecting officer "' to report the depth .of water and width of channel secured and maintained from time to time in said channel, together with such other information as the Secretary of War may direct." The funds for this examination were exhausted at the end of Novem- ber, 1885, the employes were seven months without pay, and continued work, voluntarily relieving the Government from any obligation unless Congress should appropriate funds for this purpose. The inspecting officer recommends that as the law requires these examinations and surveys, provision for making them in the way of an appropriation should be made an independent measure and not part of the river and harbor bill as heretofore. July 1, 1885, amount available............-------------------------............----.---------...... $3,849 44 Amount appropriated by act applroved May 26, 1886, to supply deficiency in amount required for expenditure to June 30, 1886-....-------------......-.... 6,492 00 10,341 44 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..---------...................... $9,119 92 July 1, 1886, outstanding liabilities.... -...... -------.... ----..--..--.... 49 02 9,168 94 July 1, 1886, amount available ..................... ....... 1, 172 50 Amount appropriated by act approved August 5, 1886................... 10,000 00 Amount available for fiscal year ending June 30, 1887 ........... ,,... 11, 172 50 RIVE R AND HAR13OR IMPROVEMENTS. 213 Amount that can be profitably expended in fiscal year ending June 30,1888 $16, 870 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Q.) IMPROVEMENT OF VARIOUS WATER-COURSES IN THE STATE OF LOU- ISIANA-IMPROVEMENT OF SABINE PASS AND OF SABINE AND NECHES RIVERS, TEXAS. Officer in charge, Maj. W. H. Heuer, Corps of Engineers, with Lieut. O. T. Crosby, Corps of Engineers, under his immediate orders. 1. Amite River, Louisiana.-Beforeimprovement the river was much obstructed by snags, sunken logs, and trees standing in the river. It was used, however, by a small steamer and some sailing vessels. In 1880 a project was made to improve the river by removing all obstruc- tions and dredging above the Bayou Manchac as far as the appropria- tion would permit and get 5 feet depth of water. With the appropria- tion of $8,000, made in 1880, 40 miles of river improvement was done by contract; this proved very unsatisfactory, and was of but little bene- fit to navigation. In 1881 $5,000 was appropriated to continue the work. That under the first contract having been accepted in 1883, the project of improvement was modified so as to improve the river below Bayou Manchac by means of hired labor and Government plant. With this money about 8 miles of river was properly improved, the other 8 miles below this not yet having been touched. The original estimated cost of 'the work was $23,760, of which $13,000 has been appropriated and $12,878.01 spent. To clear out the balance of the lower part of the river, as well as re- move all other obstructions as far up as the mouth of the Cornite, be- yond which it is thought inadvisable to improve the river, will cost $8,205. The improvement has been beneficial to navigation, but it is not known that freight rates have been reduced, nor that commerce has been bene- fited to any extent by the money thus far spent. No money has been spent during the past year except to care for the plant. The estimated amount required for completion of approved project, if appropriated, can be all expended in the fiscal year, and will be used in clearing out the stream, as indicated. The improvement will not be permanent, as obstructions will re-form. ...................- July 1, 1885, amount available-- .--------------. $121 99 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .--............................................. 120 00 July 1, 1886, amount available................. ........................ 1 99 Amount appropriated by act approved August 5, 1886................... , 000 00 Amount available for fiscal year ending June 30, 1887 .............. .. .... 2, 001 99 Amount that can be profitably expended in fiscal year ending June 30,1888 6, 000 00 Submitted in compliance with requirements of section '2 of river and harbor acts of 1866 and 1867. (See Appendix R 1.) 2. Tangipahoa River, Louisiana.-Beforeimprovement the river was obstructed by snags, logs, rafts, standing and overhanging trees. The project adopted in 1880 was to remove these obstructions as far up as Connor's Bridge, 53 miles above its mouth, and get all depth possible without dredging. The river was neavigable for 34 miles of this distance for vessels of very light draught. 214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Congress has appropriated for the improvement of this river $11,000, and with this amount 41 miles of river were improved by contract work, which has been far from satisfactory. The upper 7 miles of river worked over is now nearly as much ob- structed as it was before work was commenced. Total expended to June 30, 1884, $6,186.02. During the fiscal year ending June 30, 1885, the Government plant, with hired labor, was sent to continue this work, and did effective work between Lanier's Bridge and the mouth. The upper 12 miles of the river has not been touched, and it seems useless to undertake to carry the improvement any further up-stream, as there does not seem to be any increase of commerce, and the obstructions form nearly as fast as they are removed. The original estimated cost of the improvement was $10,700, of which $9,000 have been appropriated and $9,000 spent. Lumber and saw-logs are the principal products carried on the river. Should any further appropriations be made the money can be used in removing obstructions in the lower part of the river as they may form, but no recommendation for appropriation is made. No work has been done during the past fiscal year, no appropriation having been made since that of July 5, 1884. The river is not susceptible of permanent improvement. Amount (estimated) required for completion of existing project ......... $1, 700 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 2.) 3. Tclefuncte River, Louisiana.-The river is navigable for steamers drawing 5 feet to Old Landing, about 10 or 12 miles above its mouth, and then for lighter draught schooners to Covington, about 2 miles fur- ther up on the Bogue Falia. The bar at the mouth of the river had a depth of 4J feet on it at the lowest stage of the water. The project for the improvement of the river was made in 1880, and contemplated the removal of overhanging trees, logs, &c., in channel and the dredging of the bar at its mouth. The obstructions, such as overhanging trees, logs in bed, &c., were removed, but the bar at the mouth was not dredged, as it would be likely to re-form. To prevent this, or retard its re-formation, the officer in charge in 1884 recommended the building of a breakwater extending into the lake for 2,500 feet and then dredging a channel through the bar. With the two appropriations of $1,500 each, made in 1881 and 1882, the obstructions below Covington were removed ; part of the unexpended balance was used for the construction of the breakwater extending 820 feet into the lake. The original estimated cost of improving the river was $5,460, but this did not include the building of any breakwater across the bar. The project as modified in 1884 is estimated to cost $20,400. This has not yet received the sanction of Congress. At the close of the fiscal year ending June 30, 1885, $3,000 had been expended on this improvement, at which time the navigation had been improved for schooners to Covington in consequence of removal of snags and overhanging trees, and it is thought that the breakwater has retarded the drift of sand on the bar at the river's mouth. For the year ending June 30, 188, $19,000 can be expended in comleting the work of improvement, and, if appropriated, it is proposed to extend the RIVER AND HARBOR IMPROVEMENTS. 215 breakwater, dredge the bar, and remove any other obstructions that may have re-formed in the river since it was cleaned out. The benefit to commerce is local. It is not known that there has been any increase to commerce in consequence of improvements thus far made. Should the improvements be made as contemplated, the mouth of the river would then become an excellent harbor of refuge for small vessels navigating the lake. The report of 1884 gives commercial statistics of this river at $106,500, consisting of brick, sand, charcoal, wool, cotton, lumber, hides, beef, sugar, and molasses. Amount (estimated) rAquired for completion of existing project ....... $19, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 3.) 4. Tickfaw River, Louisiana.--The natural channel was much ob- structed by snags and overhanging trees. The original project was adopted in 1881, the object being to obtain a channel of navigable width and depth for a distance of 26 miles up-stream. The amount expended to the close of the fiscal year ending June 30, 1883, is $2,004.64. The river was then navigable for 18 miles for vessels drawing 4 feet. The amount expended during the fiscal year ending June 30, 1884, is $1,955.14, for part payment of plant for Amite, Tickfaw, and Tchefuncte rivers, and for work resulting in the removal of all obstructions for a distance of 20 miles from the mouth, 18 miles of which have been pre-. viously worked over by contract. The amount that can be profitably expended during the fiscal year ending June 30, 1888, is $4,230, to be expended in carrying on the ex- isting project, which will result in increasing the navigable length of the river. No work was done during the past fiscal year. July 1, 1885, amount available---------------------------------------.......................................... $33 72 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...--.---...----------------..---..---....................-----------------. 30 00 July 1, 1886, amoupt available--------------.........-----..........----..........--------............ 3 72 Amount appropriated by act approved August 5, 1886................ --... 2, 000 00 Amount available for fiscal year ending June 30, 1887 ................... 2, 003 72 Amount (estimated) required for completion of existing project--------4,230 00 Amount that can be profitably expended in fiscal year ending June 30,1888 4, 000 00 Submitted in corqpliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 4.) 5. Bayou Teche, Louisiana.-The upper portion of this bayou from New Iberia to its head (80 miles), and especially from Saint Martinsville to its head (50 miles), was much obstructed by logs, trees, and snags. Below New Iberia considerable trouble was given by logs and snags. The project for its improvement contemplated the removal of these ob- structions and the making of slackwater navigation by locks and dams. The original estimated cost was $135,625. Investigations as to cost of lock-construction, made in the light of recent work in other sections of the country, and made in much more detail than those first attempted, show that this estimate is much too small. (For full report of this mat- ter, see Appendix R 5.) The lowest safe estimate is $175,000 for a lock and movable dam, to be placed about 60 miles below the head, and to 216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. carry slackwater navigation to within about 20 miles. To this must be added the amount necessary for clearing the bayou of obstructions, which has now been appropriated, or at least very nearly this amount. The appropriations aggregate $32,500. With this, obstructions have been thoroughly removed from Franklin, near the mouth, to Leonville, 13 miles below the head, a total distance of about 100 miles, except for a few miles, from which only the most dangerous could be taken on ac- count of approaching high water, and surveys have been made sufficient for presenting a plan of improvement. The funds on hand will proba- bly suffice to carry the work to the head of the bayou, should that prove desirable, and to rectify any omission that work at comparatively high stages may have caused. Of the sum expended, nearly $6,000 covers a contract completed in June, 1881, under which work was done and ac- cepted by an assistant engineer at such high stage as to be valueless. The effective work has been done during the last two fiscal years, and much benefit to navigation has resulted, but there has been little, if any, extension of commerce. The, officer in charge, therefore, recom- mends that no large appropriation be made until it be seen whether the interests of commerce demand more than has been secured. As soon as the stage of water permits, further work thay be prosecuted in the way of removal of obstructions until all has been done in this line that seems necessary. The winter and spring months of 1886-'87 will dem- onstrate whether any considerable use will be made of the improve- men t. This matter will be watched and reported upon, probably in time for Congressional action upon appropriations for 1887-'88. The railroad touching at numerous points on the bayou, in connection with its steamboats as feeders from the plantations to the railway sta- tions, offers the short route to market for the products of the bayou and controls and carries nearly all the business of this section of the country. July 1, 1885, amount available - - -.......... ....... ...... .... .... .... $18, 005 90 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ..........---.......------ ....----............- ........ 10, 687 97 July 1, 1886, amount available ......................................... 7, 317 93 (See Appendix R 5.) 6. Connecting Bayou Teche with GrandLake at Charenton,Louisiana.- The original project was adopted in 1880, the object being to connect Bayou Teche with Grand Lake at Charenton by the construction of a canal a little over a mile long, 50 feet wide, and 5 feet deep, with a lock at one end, estimated to cost $75,000. This was modified by further study and examination, and it was found to cost no more to dig a canal 100 feet wide of same depth, on which no lock would be necessary. The latter is the more desirable project. The amount expended to date is $2,899.95, which was for examinations, sur- veys, and engineering and office expenses. The officer in charge states that the work, if constructed, will be of local benefit only, will save 75 or 80 miles of transportation in logs and rafts, and that no advantage can be derived even by these until the completion of the canal. He therefore suggests that the work be not commenced until the amount necessary for its completion, viz, $75,000, is available. No appropriation has been made by Congress since March 3, 1881. July 1, 1885, amount available ....................................... $22, 100 05 July 1, 1886, amount available........... .......... ,. ... .. 22,100 05 RIVER AND HARBOR IMPROVEMENTS. 217 Amount (estimated) required for completion of existing project.------. $53,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 6.) 7. Bayou Black, Louisiana.-An examination of this bayou was pro- vided for by act of Congress 1880, a report of which, with plan and esti- mate, was published in the Report of the Chief of Engineers for 1881. In his report of 1881 Major Howell recommended the dredging of a channel 50 feet wide by 6 feet in depth from Tigerville to Houma, a dis- tance of 24 miles and 4,000 feet, the estimated cost being $47,520. No level-line having been run, the depth of cut necessary to go 6 feet be- low tide-level was not known. An appropriation of $10,000 was made March 3, 1881. Authority was received for the transfer of dredge ma- chinery from the charge of Major Mansfield to Major Howell. This ma- chinery was put into a hull, the cost being borne by the appropria- tions for Bayous Black and Terrebonne and that part charged to Bayou Black was $4,708. A second appropriation of $10,000 was made Au- gust 2, 1882. A line of levels run in 1883-'84 showed the bottom of the bayou at Houma to be 51 feet above tide-level, this rise of 5J feet occurring in the last 12 miles counted toward Houma. In his report of an examina- tion of this bayou, made in April, 1885, by the officer in charge, he says " that there is no channel nor scarcely any water for the 14 or 15 miles of cut yet unopened; the bed of the bayou is filled with mud and ob- structions, and that, owing to the softness of the mud, it may be neces- sary to build a timber revetment for a considerable portion of the route, to prevent the mud from running back into the cut." The dredge-boat began work May 7, 1883, at Tigerville, and worked almost continuously until April 25, 1885, when it was stopped by the officer in charge on account of the smallness of the unexpended appro- priation. The original estimate for completing this improvement was $47,520. Of this amount nearly $25,000 has been expended, of which about $4,500 was used in part payment for the building of a dredge-boat. This would leave $20,000 expended in actual dredging of about 10 miles of bayou and between 14 and 15 miles yet to be dredged. The average quantity of material to be removed in each mile of cutting is estimated to be nearly double what it was in the preceding 10 miles already opened, and therefore is estimated to cost nearly twice as much, or $4,000 per mile. As there are yet 14 miles of cut to be made, the esti- mate for completing this cut should be fourteen times $4,000, equal to $56,000. This together with the $25,000 expended would be $81,000, an excess of $33,480 over the original estimate. It is barely possible that this estimate may be too great. But when the sunken imbedded logs, stumps, and roots thrown up by the dredge all along the embankment are seen, no prudent engineer would submit a smaller one. Nor is it likely that any contractor would make a contract to do the work re- quired even on this estimate. Moreover, in pushing the work to advan- tage, the engineer in charge of this improvement has never estimated less than $10,000 to be necessary for any one year's work. On July 5, 1884, Congress appropriated $5,000. Such an amount enables a dredge and crew to work five or six months, then the funds become exhausted, and the balance of the year the dredge is laid up, and is deteriorating for want of use in charge of a watchman, at considerable expense. The products of adjacent plantations seem to vary in value, and ag- gregate from $300,000 to $500,000 per year, and consist ordinarily of 218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. about 7,000 hogsheads of sugar, 14,000 barrels of molasses, together with corn, rice, and other products. The freight on these at present is expensive, but the improvement of the bayou by inducing competition will possibly cause a reduction of freight charges and also an increase of the products. The improvement at best is simply a local one, and only benefits the people living on or near the bayou, and can in no wise be considered a public necessity. But as it has been begun by author- ity of Congress, and $25,000 has been expended on it, if the work were now stopped the greater portion of this money would be wasted. It is therefore assumed that the work will be continued to completion, and, in this event, that no less than $10,000 should be appropriated for the fiscal year ending June 30, 1888. The dredge-boat belonging to this and the Bayou Terrebonne im- provement was during the last fiscal year hired to a contractor for Government work on Red River. The sum of $2,330, received for hire, was applied to the Bayou Black appropriation, and almost en- tirely expended in repairing the dredge, which is now in fair condition. July 1, 1885, amount available ...... ...... ............ ............. $427 68 December 5 to 12, 1885, amount received for rent of dredge-boat ......... 2, 330 00 2,757 68 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............ .. _........................ 2, 325 87 July 1, 1886, amount available ...... ...... ............................ 431 81 Amount (estimated) required for completion of existing project-....... 56,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 7.) 8. Bayou Courtableau, Louisiana.-Examinationwas made in 1879. Estimated cost of improvement for bayou between Port Barre and At- chafalaya was $40,000. The act of June 14, 1880, appropriated $7,500 to commence improve- ment, the project for which was to close some run-out bayous, with a view to confine the water in the Courtableau, and cause its current to wash out Little Devil Bar at its mouth. After this was accomplished, then to make slackwater navigation by means of locks and movable dams to Port Barre and above. In 1883 this estimate was increased by $38,500, and provided for a masonry lock instead of a timber lock. This estimate, in so far as it applies to lock construction, is now known to be far too small. Careful estimates since made for Bayou Teche, when the conditions are similar to those existing on Bayou Courtableau, place the cost of one 10-foot lift-lock with movable dam at $175,000. In 1882 some of the run-out bayous were closed by slashing trees, and one dam was built on the Big Fordoche; also one in the Little Fordoche. These cut the bar down 3 feet in two days. Sickness and high water materially interfered with properly pushing the work. In 1884 it was reported that the Little Fordoche dam had been cut by swampers and Little Devil Bar had shoaled 4 feet in vertical height. During the past fiscal year the dams across the two Fordoche bayous were rebuilt. The work proved difficult and costly on account of an unexpected rise of the water and sickness of the workmen. The bar has now moved quite above Little Fordoche, which, when the dams were built, was at its head, and that part of Little Fordoche which is RIVER AND HARBOR IMPROVEMENTS. 219 above the dam is iow probably filled with sand. The high stage of the water at present prevents an examination. Work was stopped during November, 1885; a considerable bill of lumber bought for the construction of another dam was stored and the quarter-boat laid up, funds having run too low to begin another-a third dam. In consequence of great floods in the Atchafalaya country, the other bayous running from the Courtableau have increased in size and will cost more to close than the original estimate. The bayous must all be closed before any good results can be ex- pected on Little Devil Bar and before any work should be attempted on the locks and dams. The estimate for closing these bayous is $16,000. July 1, 1885, amount available--.......... ---........ ................- $3, 892 10 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................................... .... 3,553 25 July 1, 1886, amount available ---..--------------...................--................. 338 85 Amount appropriated by act approved August 5, 1886 ................... 5, 000 00 Amount available for fiscal year ending June 30, 1887......-......-....... 5, 338 85 SAmount (Amount (estimated) required for completion of existing project ........ that can be profitably expended in fiscal year ending June 30, 1888 11, 000 00 Submitted in compliance with requirements of section 2 of river and 11,000 00 harbor acts of 1866 and 1867. (See Appendix R 8.) 9. Bayou Terrebonne, Louisiana.-The natural low-water channel was much obstructed by shoals and sunken logs. The original project was adopted in 1880, the object being to obtain a depth of 4 feet with navi- gable width from Houma down to Gulf. The bayou is navigable for vessels of 5 feet draught as far as the improvement has been carried. Above that it is navigable to Houma, a distance of about 10, miles, for vessels of very light draught. No work has been done during past fiscal year. Freight rates have been reported considerably cheapened by the improvement. The amount available and the appropriation asked for the next fiscal year will be applied to the continuation of the work towards Houma, and it is estimated will complete it to that point. Amount appropriated by act approved August 5, 1886----.---....----------.............. $10, 000 00 Amount (estimated) required for completion ofexisting project.----.- 3, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 3, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 9.) 10. Bayou La ourche, Louisiana.--The natural channel was much ob- structed by snags, overhanging trees, shoals, and wrecks. The original project, adopted in 1879, had for its object the removal of these obstruc- tions. The amount expended on this work up to end of fiscal year ending June 30, 1884, was $24,998.24. The amount expended during fiscal year ending June 30, 1885, was $3,756.21, for care of property, gauge-reading, and continuing improvement. Much relief has been given to commerce by removal of snags, &c. No permanent relief for the difficulties of low water over numerous shoals can be had save by some rather costly improvement, such as that by movable dams and locks. During the past fiscal year surveys were completed and plans and estimates submitted. The plan preferred by the engineer in charge is that for the canalizing the bayou, connecting it with the Mississippi 220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by a lock at its head. This improvement is estimated as costing $450,- 000, with $31,000 annual expense of maintenance; this including $22,- 500 interest on original cost, $450,000, at 5 per cent. The saving in freight obtainable by having steamboat navigation all the year round is estimated at $19,000. No indirect and indefinite benefits are here considered. Congress has not yet considered the advisability of under- taking this improvement. July 1, 1885, amount available ................ ....................... $1, 244 55 July 1, 1866, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....... ......... .. .............. ......- -.. .. 989 94 July 1, 1886, amount available ......................................... 254 61 (See Appendix R 10.) 11. Calcasieu River, Louisiana.--The project made for the improve- ment in 1880 was to improve the river above the town of Lake Charles to Philip's Bluff by removing logs, snags, &c., at an estimated cost of $10,080, and then to dredge the bar at foot of Calcasieu Lake, at an es- timated cost of $15,000 additional, making a total of $25,080. In March, 1881, Congress appropriated $3,000 for improving this river from Philip's Bluff to its mouth; in August, 1882, appropriated $7,000 for improving Calcasieu River (no locality mentioned); and in July, 1884, appropriated $6,500 more without mentioning any locality. Subsequent information was obtained showing that it was of far more importance to Government and all concerned to have the river improved below Lake Charles than above it, because the obstructions below interfered seriously with navigation, while those above did not. These obstructions below were a bar where the river enters Calcasien Lake, and another much more serious one where the lake and Calcasieu Pass join, and finally the outer bar at the junction of the pass with the Gulf of Mexico. This second bar, that at the junction of the pass and lake, has been twice dredged through, under appropriations for improv- ing Calcasieu Pass, but has again refilled. The estimated cost to cut a channel through this bar is $15,000, but it has not yet been decided that any money appropriated for Calcasieu River can be applied to re- moving this bar at the foot of Calcasieu Lake. Until $15,000 becomes available for dredging a channel through this bar, it is useless to commence the work, and pending a decision from Congress as to whether this money can be used on this bar or other money becomes available, no work can be done. No part of this money has been spent as yet, except a small amount for the examination and surveys made. NOTE.--The river and harbor act of August 5, 1886, directs that the money on hand heretofore appropriated for the improvement of Calca- sieu River can be expended on Calcasieu Pass. July 1, 1885,, amount available ........... ........ .... ........... .......... $16,255 46 July 1, 1886, amount available ................ ....- ....- ... ....-- .. 16,255 46 (See Appendix.R 11.) 12. Caleasieu Pass, Louisiana.-In 1874 a cut was dredged through the bar at the junction of the pass and Calcasieu Lake. This cut was 6,300 feet long, 60 feet wide, and 6 feet deep. The channel refilled in 1881-'82, was redredged by contract work to a depth of 8 feet by 7,500 feet long by 70 feet wide, and at a cost of $10,444. Information obtained in the fiscal year ending June 30, 1885, shows this cut to have again refilled to its original condition, about 3~ feet of depth. RIVER AND HARBOR IMPROVEMENTS. 221 In making these two dredged channels in 1874 and 1882 a demand was urgent to get immediate relief, and dredging was undoubtedly the quick- est way to produce such results. As the appropriations were small, the cuts were made on the shortest line across the bar, which would require the least amount of excavation. The currents and seas passing from the lake into the pass, which were due generally to the prevailing winds in that particular section, did not, as a rule, follow the line of the cut, but moved diagonally across it, and to this, in a great measure, added to the small number of steamers plying through the cut, must be attrib- uted the rapid refilling. It is possible that by changing the direction of any new cut to be made across the bar, so that the axis of the cut shall be in prolongation of the axis of the upper end of the pass, it may refill less rapidly than those formerly made; but a cut on this line will necessitate the removal of about 95,000 cubic yards of material, as com- pared with 75,000 on the old line. At all events, with the funds avail- able ($2,925) nothing toward making a channel over the bar can be done. unless the appropriation for the Calcasieu River, viz, $16,255.46, can be applied to this locality, and pending a decision on this point the work is practically tied up. If the Calcasieu River fund can be used for this purpose, then it is probable that a channel can be recut through the bar, and after this question has been decided it will be proper to make a determination of the best line to select for improvement. It is thought that no improvement on this bar will be permanent. It is useless to make improvements elsewhere on this river until a channel is obtained over this bar. To dredge an effective channel 100 feet wide, 8 feet deep, over the bar will cost $16,500. The commerce of the pass is about the same as that of the river, and estimated at $528,000 per year. (See preceding note.) July 1, 1885, amount available......-......-............- -...... $2,95 25 .....------.--..---.... July 1, 1886, amount available--..---.....-----..........----.-----..------------------................. 2, 95 25 (See Appendix R 12.) 13. Sabine Pass, Texas.-Surveys made in 1853, 1872, 1873, 1881, and 1882 showed about 61 feet of water over the bar at mean low tide. In 1876 and 1881 channels were dredged over the bar, but refilled. In 1882 a project was made for getting deeper water over this bar by means of two jetties, each about 4 miles long, extending from shore to beyond the outer crest of the bar. The improvement was estimated to cost $3,177,606. In August, 1882, Congress appropriated $150,000 for this work. This and an unexpended balance from former appropriations made $300,000 with which to start the work. Contracts were made, and in 1883 a little over 3 miles of foundation of west jetty was laid and miles of 1- this jetty near shore were completed. In July, 1884, Congress appropriated $200,000 for continuing the work. Work was continued by contract, and by June 30, 1885, 10,200 feet of the foundation of east jetty was laid, and 8,825 feet of this was built up to the level of mean high water. During the past fiscal year work was continued until August 26, 1885, as far as the funds would permit. At this date the condition of the work was as follows: East jetty foundation was 11,190 feet long. Ten thousand eight hun- dred and forty feet of this was built up nearly to the level of mean high tide. 222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The west jetty foundation was laid for a length of 16,074 feet, and 9,710 feet of this was raised above the level of mean high water. Surveys made early in1886 and one in June, 1886, show that the depth of water on the bar has increased to 8 feet at mean low water. A cyclone struck this work in June and destroyed about 6,000 feet of the top work of the jetties. The estimated damage to the work is about $23,000. The officer in charge now reports the work as producing results in increasing the depth of water on the bar. If the portion of the jetties near the crest of the bar could be raised to or above the level of mean high water, and this is prevented in consequence of the want of funds, it is probable that very much better results would speedily be obtained. The injury to both jetties in the late cyclone may possibly also retard or prevent a further increase in depth on the bar, unless the injury can be repaired by further appropriation from Congress. If this work is to be continued to completion, then, in an engineering point of view, the best results can be obtained by the expenditure of $1,000,000 per year. The commerce of Sabine Pass is very little, and depends entirely on the completion of the work. July 1, 1885, amount available .... .... .... .... ............-......... . $107, 902 46 July 1, 1886, amount expended during fiscal year, exclusive of liabili- ties outstanding July 1,1885.... ....-----.. ....-....- .. .... 105, 256 10 July 1, 1886, amount available ........................................ 2, 646 36 Amount appropriated by act approved August 5, 1886 ................. 198,750 00 Amount available for fiscal year ending June 30, 1887................. 201,396 36 (Amount (estimated) required for completion of existing project ...... 2, 298, 604 00 I Amount that can be profitably expended in fiscal year ending June 30,1888----......---- ----------------------- . -----................ 500, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix R 13.) 14. Sabine River, Louisiana and Texas.-At the commencement of the improvement of the river there was a depth of 3) feet on the bar at its mouth, and also above the town of Orange. Logs, snags, &c., above here interfered with navigation. In 1880 a channel 6 feet deep, 70 to 100 feet wide, was dredged through the bar. In 1881 several small cuts to avoid bends obstructed with logs were made above Orange. No work has been done since that date to June 30, 1885. Sixteen thousand five hundred dollars have been spent on the improvement of the river. The dredged channel over the bar is somewhat obstructed by logs, but the depth is sufficient for present demands of navigation and com- merce. No material increase of commerce or navigation has resulted from the improvement made. No work was done during the fiscal year ending June 30, 1886, and no appropriation is asked for the next fiscal year. This river is not susceptible of permanent improvement. July 1, 1885, amount available............................................ $4,546 56 July 1, 1886, amount available .........------------------..............---------- 4,546 56 (See Appendix R 14.) 15. Neches River, Texas.-Before improvement of this river the bar at its mouth had 3 feet depth of water, and between Yellow Bluff and Bevilport navigation was interfered with by snags and fallen trees. RIVER AND HARBOR IMPROVEMENTS. 223 In 1879 a channel was dredged at the mouth of the river 5 feet deep and from 30 to 60 feet in width. In 1881 obstructions between Yellow Bluff and Bevilport were removed; $20,892.43 was expended in this im- provement to June 30, 1881. During the past fiscal year the bar at mouth of river has been again surveyed, and shows a least depth of 3J feet. To again deepen this channel to 5 feet would require the re- moval of 56,590 cubic yards of material, at an estimated cost of $16,977. Conditionof the improvement.--The depth of water on the bar at present seems to be ample to accommodate the limited commerce passing over it. Only one steamer uses it, and that only in doing Government work at Sabine Pass. Sail-vessels cannot use the river below Beaumont without tow-boats, and there are no tow-boats in this stretch of river. This river is not susceptible to permanent improvement, and until commerce increases it is not deemed advisable at present to expend more money upon it. No appropriation is asked for the next fiscal year. July 1, 1285, amount available-.- ..... .. ..... .------ $11,667 84 July 1, 1886, amount available .. .....-.... 11, 667 84 (See Appendix R 15.) 16. Removal of sunken vessels or craft obstructing or endangering navi- gation.-Removal of wreck in harbor of New Orleans, Louisiana.-After due advertisement a contract was made in 1884 for the removal of the wrecks of the steamships Gresham, Ailsa, and General Grant. The work was satisfactorily completed in December, 1885. Amount expended during fiscal year ending June 30, 1886, $28,117. (See Appendix R 16.) IMPROVEMENT OF RIVERS AND HARBORS IN THE STATE OF TEXAS. Officer in charge, Major S. M. Mansfield, Corps of Engineers. 1. Entrance to Galveston Harbor, Texas.-The report of the Board of Engineers for Fortifications and for River and Harbor Improvements, mentioned in the last annual report, is appended to the report of the officer in charge, and will be found in Appendix S 1, herewith. The Board estimates the amount required to carry completed jetties to the crest of the bar, with a view to obtaining a depth of 16 to 20 feet for navigation, at $3,000,000; to extend the jetties to the 30-foot curve, to obtain a 25 or 30 foot channel, $4,000,000 additional; total estimated to complete improvement, $7,000,000, providing the money is freely supplied. The plan is in continuance of the project of 1880, and is designed to concentrate the outfiowing currents upon a certain extent of bar to effect its removal and increase the depth of bar channel. The amount expended prior to June 30, 1885, was $1,576,337.12 (in- cluding $100,000 of Galveston City funds), and was applied to works of improvement under the projects of 1874 and 1880. The amount expended during fiscal year 1885-'86, $1,565.90, was ap- plied to the examination, &c., of south jetty, required by the Board of Engineers. The estimated amount required for the entire and permanent comple- tion of the work of improvement, in accordance with the project of 1886, is $6,700,000. One million dollars can be profitably expended in the fiscal year end- ing June 30, 1888, in jetty construction. 224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available. -----............ - ---...................... $1, 662 88 July 1, 1886, amount expended during fiscal year, exclusive of ..... $1, 565 90 liabilities outstanding July 1, 1885 .............---------------------.... July 1, 1886, outstanding liabilities ......................... 84 78 -, 650 68 July 1, 1886, amount available---........ -----...... .................... . 12 20 Amount appropriated by act approved August 5, 1886 ................. 300, 000 00 Amount available for fiscal year ending June 30, 1887 ................. 300,012 20 Amount (estimated) required for completion of existing project...... 6, 700, 000 00 Amoun; that can be profitably expended in fiscal year ending June 30, 1888-----.....-------..........----....------....----...----.........------.......-----....--.....--------- 1,000, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 1.) 2. Ship-channel in Galveston Bay, Texas.-The project of 1871 (modi- fied in 1877) proposed the deepening and widening of the channel from the head of Bolivar Channel to the cut through Morgan's Point, to afford a channel of 12 feet depth at mean low tide, with a width at bottom of 100 feet. The natural channel had a depth of not more than 7 feet in the shoalest places. The amount expended to June 30, 1886, $286,629.50, secured a navi- gable channel from the Gulf entrance to Morgan's Cut of 8.9 feet at mean low tide. No work has been done since 1883, owing to the reserving of funds for Congressional action at first, and then afterwards and to the present time because of the provision in act of July 5, 1884, that the money in hand should not be expended until the Secretary of War be satisfied that the Buffalo Bayou Ship-Channel Company has relinquished or abandoned to the United States forever all its franchises and any and all right to collect or impose tolls or charges from any part of said ship- channel or Buffalo Bayou. July 1, 1885, amount available ................ .......... ........... *$159, 870 50 July 1, 1886, amount available.......... ...... .......... : --........... 159, 870 50 (See Appendix S 2.) 3. Trinity River, Texas.-The project of 1871 (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. At the mouth of the river the natural channel was shoal (41 feet) and extremely narrow across the bar. The amount expended to and including June 30, 1886, $34,188.35, gained a channel of entrance to the river by Middle Pass of 6 feet depth, and opened the river to Liberty for vessels of 5-feet draught. The im- provement is, however, only temporary. The balance of the estimate, $14,541, is required to continue work, dredging, &c., as found necessary. The work is not susceptible of permanent completion. July 1, 1885, amount available ..........----------.............. ....-- --.............. $506 50 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...................... ...............--- ........ 194 85 July 1, 1886, amount available ............................... ...... 311 65 Amount (estimated) required for completion of existing project ........ 14,541 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 3.) *The river and harbor act of August 5, 1886, directs that the balance on hand from the money heretofore appropriated shall be expended in the Bompletion of this chan- ael in accordance with the plans heretofore adopted, RIVER AND HARBOR IMPROVEMENTS. 225 4. Buffalo Bayou, Texas.-The project of 1880 proposed the opening up of the channel between Simm's and White Oak bayous for commer- cial purposes. The original channel-way below Houston in 1880 was navigable for vessels drawing 6 feet of water. The approved project carried an estimate of $385,299.75 for a chan- nel 12 feet deep and 100 feet wide, clear of all obstructions to naviga- tion between the points above named. The amount expended to June 30, 1886, $99,566.25, resulted in de- veloping an improved channel in the bayou to an extent much appre- ciated by the commerce thereon. The work done was that of deepening and widening the shoalest and narrowest places and clearing the stream of stumps, sunken logs, &c. One hundred thousand dollars can be profitably expended in the fiscal year ending June 30,1888, in enlarging the present channel, to the advantage of commercial interests. July 1, 1885, amount available......----.......... .......................... $4, 477 87 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.... ...... ...... . ..... ........ ............. 4,044 12 July 1, 1886, amount available .................... ..................... 433 75 Amount appropriated by act approved August 5, 1886 ................. 18, 750 00 Amount available for fiscal year ending June 30, 1887 .................. 19,183 75 Amount that can be profitably expended in fiscal year ending June 30, 1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 4.) 5. Channel over bar at mouth of Brazos River, Texas.-The project of 1880 has for its object the maintenance of a good navigable channel across the bar; the natural channel afforded a depth of not over 8 feet, being subject to changes due to winds, tide, and stages of water in the river. The amount expended to June 30, 1886, $139,783.47, has been applied to constructing jetties. The resulting effect of the work has been the holding of a channel across the bar sufficient in every way for the re- quirements of the port's navigation and commerce. The work in place is not sufficient in extent to realize permanent results so far. One hun. dred thousand dollars can be profitably expended in the fiscal year end- ing June 30, 1888, in continuing jetty construction. July 1, 1885, amount available..-..----....-... .....--- ................... $345 53 July 1, 1886, amount expended during fiscal year, exclusive of liabilities ............------------...........---------------..........---------- outstanding July 1, 1885------ 129 00 July 1, 1886, amount available-...... . --............................. 216 53 Amount appropriated by act approved August 5, 1886 ................... 18, 750 00 Amount available for fiscal year ending June 30, 1887 ............... 18, 966 53 Amount (estimated) required for completion of existing project........ 364,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 Submitted in compliance with requirements of section 2 of river and 000 00 90, harbor acts of 1866 and 1867. (See Appendix S 5.) 6. Pass Cavallo Inlet to MlatagordaBay, Texas.-The project of 1879 proposes the obtaining of a channel of 12 feet depth across the bar, and the protection of the head of Matagorda Island. The amount expended to June 30, 1886, $287,965.12, has been applied to constructing a jetty on the south side of the pass entrance, and has 15 E 226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. resulted in making a marked improvement in depth,of channel across the bar, and giving the channel permanency of position in a direction more suitable for navigation. One hundred thousand dollars can be profitably expended in the fiscal year ending June 30, 1888, in continuing jetty construction, extending and raising the south jetty in accordance with approved plan. July 1, 1885, amount available .---....---............------------------...........----...--.....-----.... $22, 183 05 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............. ................................ 20,148 17 July 1, 1886, amount available ...... -..---.----..... ...--..-..-...---..------........ 2, 034 88 Amount appropriated by act approved August 5, 1886 ...............------- ... 37, 500 00 Amount available for fiscal year ending June 30, 1887 .................- . 39,534 88 Amount (estimated) required for completion of existing project.----.-- 711,780 00 Amount that can be profitably expended in fiscal year ending June 30,1888 100, 000 00 Submitted in comnpliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 6.) 7. Aransas Pass and Bay up to Rockport and Corpus Christi, Texas.- The project of 1879 has for its object the maintenance of a 12-foot chan- nel, at mean low water, over the bar, and the protection of the head of Mustang Island up to and beyond Turtle Cove. The amount expended to June 30, 1886, $386,939.03 (including $9,938.93 of the fund subscribed by private parties), has been applied to protecting by groins the head of Mustang Island up to and above Turtle Cove, in conjunction with a brush and stone revetment along the channel-face of the island, and the partial construction of a jetty on the south side of the channel. The effect of this work has resulted in a per- manent channel across the bar, wherein is afforded a depth of 11 feet for navigation and commerce. During 1880, in an ever-shifting channel, there was a depth available across this bar of but 5 to 51 feet. This just prior to beginning of work here by the Government. The officer in charge renews his recommendation for sufficient funds to continue the improvements so as to accommodate shipping up to the wharves at Rockport and Corpus Christi at an early date. He estimates that $600,000 can be very profitably expended in the fiscal year ending June 30, 1888, in constructing jetty at the pass and improving interior channels. -- July 1, 1885, amount available............. ......---...-------- . ----. ....---- $6, 913 11 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...... ...... .... ...... ...... .. .... 3, 913 21 July 1, 1886, amount available ....................................... 2, 999 90 Amount appropriated by act approved August 5,1886.................... 101,250 00 Amount available for fiscal year ending June 30, 1887 .................... 104,249 90 SAmount (estimated) required for completion of existing project----- ......--. 719,472 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 7.) 8. lHarbor at Brazos Santiago, Texas.-The project of 1881 (only partly adopted) proposed the deepening of the channel across the bar and the maintenance of a suitable harbor inside the pass. The depth of water over the bar, maintained by natural causes alone, was 7) feet. The amount expended to June 30, 1886, $184,148.72, has been applied to constructing a jetty on the south side of the entrance channel, and RIVER AND HARBOR IMPROVEMENTS. 227 has resulted in maintaining a better channel than that afforded by nat- ural causes alone. One hundred thousand dollars can be profitably expended in the fiscal year ending June 30, 1888, in constructing the works originally esti- mated for. July 1, 1885, amount available...... .................................... $851 28 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.---....--...-----------................................ 515 00 July 1, 1886, amount available-.... ............ .......- ....... ....... . 336 28 Amount appropriated by act approved August 5, 1886................---. 37,500 00 Amount available for fiscal year ending June 30, 1887.. ...........----.. 37,836 28 (Amount (estimated) required for completion of existing project-.... 455, 500 00 Amount that can be profitably expendedin fiscal year ending June 30,1888 100, 000 00 Submitted in comprliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix S 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, 1886, is $16,996.46. The results attained have not been commensurate with the expenditure, and it has been considered best not to attempt to control the Rio Grande at this point by artificial 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, 1885, amount available ...................... ................ $1, 003 54 July 1, 1886, amount available....... ................................ 1,003 54 (See Appendix S 9.) IMPROVEMENT OF RED RIVER AND OF CERTAIN RIVERS IN THE STATES OF LOUISIANA, MISSISSIPPI, AND TENNESSEE, TRIBUTARY TO THE MISSISSIPPI--WATER-GAUGES ON THE MISSISSIPPI AND PRINCIPAL TRIBUTARIES. Officer in charge, Capt. Eric Bergland, Corps of Engineers. 1. Red River, Louisiana and Arkansas.-The present improvement of the river was begun in 18?2. At that time navigation above Shreve- port, La., was almost impossible, on account of the great raft. Low- water navigation between Shreveport and Grand Ecore, La., was seri- ously affected by the gradual enlargement of the Tone's Bayou outlet, which depleted the main channel of the river below without giving another navigable route. The entire river from Fulton, Ark., to its mouth, was greatly obstructed by snags, logs, wrecks, leaning trees, and similar obstructions; and the navigable channel at Alexandria was insufficient for the demands of commerce. The project has contemplated removal of the great raft, the closure of Tone's Bayou, the removal of snags and other obstructions, the opening of a channel through the falls at Alexandria, and deepening the water over shoal places. The work from 1872 to the end of the fiscal year 1884-'85 had greatly benefited navigation and commerce. The great raft had been removed 228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and about 150 miles of river above Shreveport opened to navigation. By means of snag-boats and shore-parties numerous obstructions were removed, the raft kept from re-forming, and the river kept open from Fulton, Ark., to its mouth, being navigable between those points almost the entire year. Several ineffectual attempts bad been made to close Tone's Bayou, but nothing has been done since early in 1882, when the dam then in process of construction was destroyed. The work of exca- vation at the falls of Alexandria was let by contract October 14, 1882, but had progressed slowly up to this time. The work of protecting the harbor at Alexandria, by means of a wing-dam and training-wall, was well under way when stopped by high water in December, 1884. During the fiscal year, the channel excavation through the upper falls at Alexandria was resumed by the contractor August 20, and con- tinued until November 25, when, the cut being practically completed, the contract was closed, a total of 7,630; cubic yards of rock having been removed by the contractor. Many boats have passed through the cutat low stages of water, since work was discontinued, without experi- encing any difficulty or meeting any obstructions. The rock and debris excavated at the upper falls were deposited in the dam at the lower falls, which sufficed to close the c.hannel along the west shore and has changed the direction of the current from the west to the east shore; resulting in an almost total cessation of erosion of the west bank and the removal of the extensive sand-bar along the east bank. The work for the protection of Alexandria Harbor was completed according to the project, as far as the funds available would permit-the training- wall being somewhat shorter than projected, because the site had scoured out to a greater depth than when the estimates were submitted. This work, in connection with the dam at the lower falls, has been of some benefit to the river bank at Alexandria; but little caving having taken place during the fiscal year, which little was due to a stratum of quick- sand causing a sloughing of the bank when the water falls. No work has been done for the general improvement of the river, as the balance available was not sufficient. The amount expended to June 30, 1886, is $725,049.10. The amount estimated for can be profitably expended in continuing the removal of obstructions by snag-boats and shore-parties, completing the improvement at the falls at Alexandria, and extending the work for the protection of the harbor at Alexandria. It is of great importance that the survey of Red River, from Fulton, Ark., to the mouth, be made, the estimate cost of which is $45,000. This survey, which was included in the examinations and surveys provided for in river and harbor act of August 2, 1882, but not undertaken for want of funds, would be of the utmost importance in determining fu- ture methods of improving the river. No estimate for the permanent improvement of the river can be pre- sented, as new obstructions are continually added by caving banks, &c., and each flood brings down large quantities of drift from the upper river, the removal of which requires that the work be carried on from year to year in order to keep the river open to navigation. July 1, 1885, amount available..... . ... ........ ."...... $12, 972 33 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................... .......... 11, 021 43 July 1, 1886, amount available .................... .................... 1,950 90 Amount appropriated by act approved August 5, 1886.. -............. 75,000 00 Amount available for fiscal year ending June 30, 1887................. 76,950 90 RIVER AND HARBOR IMPROVEMENTS. 229 Amount that can be profitably expended in fiscal year ending June 30,1888$100,000 00 Submitted in compliance with requirements of section 2 of river and harbor actsof 1866 and 1867. (See Appendix T 1.) 2. Survey of Bayou Pierre, Louisiana.-Thiswas directed by river and harbor act of July 5, 1884, the object being to ascertain the advisabil- ity and cost of opening a navigable channel from Red River through Tone's Bayou and Bayou Pierre, to the point where the waters of the latter again join Red River. The survey was begun in October, 1884, but owing to several unfore- seen circumstances, which combined to make the cost exceed the orig. inal estimates, the amount appropriated was not sufficient for its com- pletion. It is about two-thirds completed, and the remaining field work can probably be accomplished in about six weeks. No estimate of the cost of opening the Bayou Pierre route to navigation can be submitted until the completion of this survey. It is of great importance that the survey be completed as contem- plated, in order that the question of advisability and cost of opening this route to navigation may be definitely settled. The cost of com- pleting the survey is estimated at $5,000. July 1, 1885, amount available ...... ........................ ........... . 663 85 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1685 ................................... .. ... .. 525 80 July 1, 1886, amount available . ......... ....... .. ............ ......... 138 05 NOTE.--The river and harbor act of August 5, 1886, appropriates for the completion of this survey. (See Appendix T 2.) 3. Cypress Bayou, Texas and Louisiana.--This improvement included the whole navigable channel from Shreveport, La., to Jefferson, Tex., via Sodo and Fairy lakes and Cypress Bayou. The first project consisted in cutting and dredging a good high-water channel from Jefferson, Tex., to Red River, and was completed in 1880. The second project contemplated constructing a dam across the lake at Albany Point, and making a cut through to Red River, at an esti- mated cost of $372,580, recommending that the funds be made availa- ble in one appropriation to successfully execute the work. No funds have been appropriated for this project. The river and harbor act of July 5, 1884, directed a resurvey, to as. certain if the improvement could not be made upon some other plan than the above. With the small balance available only an examination could be made, and the report thereon recommended that the improvement be confined to strengthening and marking the present channel, cutting stumps therefrom, and reopening the cuts by dredging, which it is be- lieved will secure safe navigation to Jefferson during seven or eight months of the year. The cost of this improvement is estimated at $18,000. In order to complete the work according to the above project it is im- portant that the whole amount be made available in one appropriation. The amount expended to June 30, 1886, is $94,000. July 1, 1885, amount available. ........................--------------------....... $31 15 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...---........................--....- ......... 31 15 Amount appropriated by act approved August 5, 1886.................... 18,000 00 (See Appendix T 3.) 230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Cane River, Louisiana.-The only appropriation for this work was made by river and harbor act of July 5, 1884 ($2,500). The amount expended to June 30, 1886, was $2,425.31, and has resulted in freeing the channel of obstructions to a great extent, increased the depth of water during the navigable season, and enabled steamboats to make quicker trips. No work was done during the year. This stream being an arm or high-water channel of Red River, ex- tending from a point 2 miles below Grand Ecore, where it leaves the main stream, to Colfax, La., where it re-enters, it is recommended that appropriations for future improvement be included in those for Red River, in which case necessary work can be done when and where the interests of navigation may require it. July 1, 1885, amount available ......................................... $149 69 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....................... ................... 75 00 July 1, 1886, amount available........ ................................. 74 69 (See Appendix T 4.) 5. Loggy Bayou, Lake Bistenau, and the Dorcheat, Louisiana.-The only appropriation for this improvement ($5,000) was made by river and harbor act approved July 5, 1884. The amount expended to June 30, 1886, was $4,908.21, which was applied to the removal of snags, logs, stumps, leaning trees, and brush obstructing navigation; and sign- boards, indicating the cleared channel were set up in Lake Bistenau. This work gave increased facilities for navigation, and the navigable depth in many places was increased fully 3 feet. No work was done during the year. The commerce of these streams has been greatly diminished by rail- road connection with the principal shipping point, and it is doubtful whether the great expenditure necessary to lengthen the navigable season would be justified, hence no appropriation is asked for the next fiscal year. July 1, 1885, amount available. ............. ................ ........ .... $431 79 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....-- - - -.......................... ... 340 00 July 1, 1886, amount available..... -----------. .. ... ... 91 79 (See Appendix T 5.) 6. Ouachita and Black rivers, Arkansas and Louisiana.-The improve- ment of Ouachita River was begun in 187i. Black River, being the con- necting link between Ouachita and Red rivers, was added under the same head of appropriation by the river and harbor act of 1884. The original project contemplated the construction of a series of locks in the Ouachita River for slackwater navigation, but, on account of the great cost and doubtful utility of the work, was abandoned in 1874, and the present project adopted. This contemplates the removal of wrecks, logs, snags, leaning trees, &c., obstructing navigation, and the improve- ment of shoal places between Camden, Ark., and the mouth of Black River. The amount expended under present project to June 30, 1886, includ- ing cost of iron-hull snag-boat and outfit, was $176,320.07, which has greatly benefited navigation by the removal of obstructions, and an in- creased depth of from 12 inches to over 3 feet has been gained at some of the shoal places. Previous to improvement boats plied between New Orleans and Camden about half the year. These boats now run to RIVER AND HARBOR IMPROVEMENTS. 231 Camden from seven to eight months in the year, and the smaller ones ascend the river as high as Monroe, La., during the entire year. No work was done during the fiscal year ending June 30, 1886. The amount asked for the fiscal year ending June 30, 1888, can be profitably expended in continuing the removal of obstructions from the channel and banks of the streams, and building and repairing wing. dams where necessary. No estimate for permanent improvement can be submitted, as the ob- structions are continually forming and require removal from time to time. July 1, 1885, amount available....................................... $1, 190 81 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................ .......--. .....----- 1, 098 75 July 1, 1886, amount available--..---------------.................--...................---- 92 06 Amount appropriated by act approved August 5, 1886 -................. 17, 500 00 Amount available for fiscal year ending June 30, 1887 ................... 17, 592 06 Amount that can be profitably expended in fiscal year ending June 30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 6.) 7. Bayou Bartholomew, Louisiana and Arkansas.--This stream is navi- gable only during high stages of water in Ouachita River, of which it is a tributary. The improvement was begun in 1881. the project con- templating the removal of wrecks, snags, overhanging timber, &c., ob- structing navigation between Baxter, Ark., and the mouth, a distance estimated at 213 miles, at a cost of $26,862. The amount expended to June 30, 1886, was $17,978.82, and has greatly benefited navigation and lessened the dangers thereof, enabling boats to run regularly to Baxter during high water. No work was done dur- ing the year. The appropriation asked for the fiscal year ending June 30, 1888, can be profitably expended in continuing the removal of obstructions from the channel and banks as heretofore. No permanent improvement can be effected, as new obstructions are continually forming, which require removal from time to time in the interests of safe navigation. July 1, 1885, amount available------- ......--... ......--------..-----....---.....------.....--.... $248 68 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............ ..... ................................. 227 50 July 1, 1886, amount available....................... ............... 21 18 Amount appropriated by act approved August 5, 1886 ...................... 5,000 00 Amount available for fiscal year ending June 30, 1887 ................... 5,021 18 Amount that can be profitably expended in fiscal year ending June 30,1888 5,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 7.) 8. Bayou Bceuf, Louisiana.--Thisbayou is navigable only during high water. The project for its improvement was adopted in 1880, and con- templated the removal of snags, logs, leaning timber, &c., obstructing navigation between Wallace's Landing, La., and its mouth, a distance of 280 miles, at an estimated cost of $20,000. An examination of three outlets of this bayou, near Point Jefferson, La., was made in 1884, and their closure recommended at an additional cost of $8,500. 232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended to June 30, 1886, was $14,995.68, which has given increased facilities to navigation by the removal of obstructions, and enabled boats to run during high water to Point Jefferson, 19 miles below Wallace's Landing. No work was done during the year. The amount asked for the fiscal year ending June 30, 1888, can be profitably expended in continuing the removal of obstructions to high- water navigation ($5,000), and in closing the outlets near Point Jeffer- son ($8,500). No permanent improvement can be secured, as new obstructions are added from time to time, which will require removal in the interests of safe navigation. July 1, 1885, amount available ......... ..... ..... ...... ...... ...... $124 32 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .............. ...... ...... ................ . 120 00 July 1, 1886, amount available.... ............. ....... ..... ........... 4 32 Amount appropriated by act approved August 5, 1886................... 5,000 00 Amount available for fiscal year ending June 30, 1887 -.. ......--- ----........ 5, 004 32 Amount that can be profitably expended in fiscal year ending June 30,1888 8,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 8.) 9. Tensas River and Bayou llacon, Louisiana.-The project for the improvement of Tensas River was adopted in 1881, and contemplated the removal of snags, logs, leaning timber, &c., obstructing navigation, from Dallas, La., to its mouth, about 180 miles, at an estimated cost of $23,000. Bayou Macon, a tributary of the Tensas, was added under the same head of appropriation by the river and harbor act of 1884, and the project contemplates the removal of obstructions, of the same class as in the Tensas, at an estimated cost of $17,000. No work has been done in the latter stream, as the amount appropriated was insufficient for the improvement of both. The amount expended to June 30, 1886, was $7,000, which was ap- plied to the improvement of Tensas River, and has benefited naviga- tion by the removal of obstructions as far as practicable with that amount. No work was done during the year. With the appropriation asked for the fiscal year ending June 30,1888, it is proposed to continue the removal of obstructions from the channel and banks as heretofore. If the entire amount estimated for be granted, work can be prose- cuted in both streams. The work is not permanent, as new obstructions are added from time to time, which will require removal in the interests of safe navigation. July 1, 1885, amount available .... --................................. $15 34 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............. ...... ........ ................... 15 34 Amount appropriated by act approved August 5, 1886 ...... - ........... 4,000 00 SAmount that can be profitably expended in fiscal year ending June 30,1888 Submitted in compliance with requirements of section 2 of river and 10, 000 00 harbor acts of 1866 and 1867. (See Appendix T 9.) 10. Bayou D'Arbonne, Louisiana.-Like the other tributaries of Oua- chita River, this bayou is only navigable during high stages of water in the main stream. The project for its improvement was adopted in 1884, and contemplates the removal of snags, logs, wrecks, leaning trees, RIVER AND HARBOR IMPROVEMENTS. 233 &c., obstructing navigation from Stein's Bluff to its mouth, 421 miles at an estimated cost of $15,000. The amount expended to June 30, 1886, was $4,974.07, which has re- sulted in the removal of obstructions from about one-half of that part of the stream in which improvement is contemplated by the present proj- ect, and consequently has improved high-water navigation and lessened the danger thereof. No work was done during the year. With the amount asked for the fiscal year ending June 30, 1888, it is proposed to continue the removal of obstructions to high-water naviga- tion according to the project. The work is not permanent, as new obstructions are added from time to time, which will require removal in the interests of safe navigation. July 1, 1885, amount available....--..---..............--------------............-------------......---....---- $130 59 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-----..----..... ---................. .... ........... 104 66 July 1, 1886, amount available...---------------.............................. 25 93 Amount appropriated by act approved August 1886..--................ b, 2, 000 00 Amount available for fiscal year ending June 30, 1887.................... 2,025 93 Amount (estimated) required for completion of existing project........ 10, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 10.) 11. Yazoo River, Mississippi.-Work in this river was begun in 1873 by removing the wrecks of eleven steamboats sunk during the late war. The project for its improvement contemplates the removal of wrecks, logs, snags, overhanging trees, &c., which obstruct the channel through- out the entire length of the stream. No permanent improvement can be effected, as each flood brings new obstructions into the river, and others are continually added by caving banks, &c. These require re- moval from time to time to render navigation safe. The amount expended to June 30, 1886, was $142,998.53, and has re- sulted in a marked benefit to commerce and improvement of the navi- gable channel. The large number of wrecks and natural obstructions which had limited the navigation of the stream had been removed to such an extent that the river was navigable from its head to its mouth during the entire year, and steamboats made regular trips without much difficulty. No work was done during the year. The amount asked for the fiscal year ending June 30, 1888, can be profitably expended in continuing the removal of obstructions from the channel and banks of the river by means of the snag-boat and shore parties. July 1, 1885, amount available ...................................... $1,246 47 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885------....----......----........----....---......-----....--........ 1,245 00 July 1, 1886, amount available..-----..----.................................. 1 47 Amount appropriated by act approved August 5, 1886...-----------------.......... 15, 000 00 Amount available for fiscal year ending June 30, 1887---------.......---------........ 15,001 47 Amount that can be profitably expended in fiscal year ending June 30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 11.) 234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 12. Big Sunflower River, Mississippi.-The project for improving this stream was adopted in 1879, and contemplated building wing-dams to scour a channel of from 3 feet to 40 inches over the bars, and the removal of snags, sunken logs, and leaning timber obstructing navigation, at an estimated cost of $66,000. The amount expended to June 30, 1886, was $42,000, and has resulted in a marked benefit to commerce and navigation by the removal of ob- structions and the increased depth of water of from 18 inches to 3. feet gained over the bars where dams have been built. Steamboatmen state that in 1879 it took from ten to fifteen days to make a trip, which now can be accomplished without difficulty in six days at the lowest stages of water. No work was done during the year. With the amount asked for the fiscal year ending June 30, 1888, it is proposed to continue the removal of obstructions from the channel and banks, and the construction and repair of wing-dams where necessary. July 1, 1885, amount available ................... .... .... ........... $45 38 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .............. .............. ................ 45 38 Amount appropriated by act approved August 5, 1886................... 5,000 00 (Amount (estimated) required for completion of existing project........ 19,000 00 J Amount that can be profitably expended in fiscal year ending June 30,1888 10,000 00 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. (See Appendix T 12.) 13. Tchula Lake, Mississippi.-The project for this improvement was adopted in 1881, and contemplated the removal of snags, logs, over- hanging trees, &c., obstructing navigation, to enable light-draught steamboats to enter the lake earlier in the season. The estimated cost of this improvement was $10,000. The amount expended to June 30, 1886, was $6,846.76, which has re- sulted in improving the channel and lengthening the navigable season. Much work, however, remains to be done, and new obstructions are continually forming which require removal from time to time. Con- sequently the improvement cannot be permanent. No work was done during the fiscal year. With the amount asked for the fiscal year ending June 30, 1888, it is proposed to continue the removal of obstructions from the channel and banks as heretofore. As this stream is really the easterly branch of Yazoo River, extending from the head to foot of Honey Island, about 67 miles in length, it is recommended that future appropriations for its improvement be included in the general appropriation for Yazoo River. July 1, 1885, amount available ..................................--------------------------..--------. $425 84 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..------------------------------------------ 272 60 July 1, 1886, amount available......-----...... ---......---....... .........---.... 153 24 Amount appropriated by act approved August 5, 1886...... .... .......... 2, 000 00 Amount available for fiscal year ending June 30, 1887...... ............. 2, 153 24 SAmount that can be profitably expended in fiscalyear ending June 30,1888 5,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 13.) 14. Tallahatchee River, Mississippi.-This improvement was begun in 1879. The project contemplated the removal of snags, sunken logs, RIVER AND HARBOR IMPROVEMENTS. 235 and overhanging timber obstructing low-water navigation below the mouth of Coldwater River, a distance of 165 miles, and also removal of the wreck of the steamer Star of the West, lying in the channel 8 miles above the mouth. The estimated cost of such improvement was $40,000. The river and harbor acts of 1880, 1881, and 1882, however, required the expenditure of funds above mouth of Coldwater to Batesville, Miss., and $10,000 has been expended in removing obstructions from that part of the stream. The amount expended to June 30, 1886, was $24,000 (of which amount $14,000 had been expended in the lower river), and has resulted in the removal of a large number of obstructions, greatly increasing the ca- pacity of the river for navigation. Previous to improvement the river from the mouth of the Coldwater to the Yazoo was navigable about six months of the year. Boats from Yazoo now run to Sharkey's Land- ing, 100 miles above the mouth, the entire year, but seldom go above that point at any stage of water, as the amount of commerce higher up the river is not sufficient to justify the expense of a longer trip. No work was done during the year. If the entire amount asked for is appropriated for the fiscal year end- ing June 30, 1888, the work can be.carried on in both sections of the river. Should a smaller amount be appropriated, the interests of navi- gation would be best promoted by continuing the removal of obstruc- tions from the lower river according to the project. New obstructions, caused by sliding and caving banks, are continually forming, and no permanent improvement can be effected on this account. Amount appropriated by act approved August 5, 1886................... $3, 500 00 Amount (estimated) required for completion of existing project-........ 22,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 14.) 15. Yallabusha River, Mississippi.-This improvement was begun in 1881. The project contemplated the removal of snags, sunken logs, lean- ing timber, &c., obstructing navigation from Grenada, Miss., to its mouth, a distance of about 63 miles. New obstructions, caused by caving banks, &c., are continually forming, and require removal from time to time in the interests of safe navigation. Consequently no estimate for permanent improvement can be submitted. The amount expended to June 30, 1886, was $9,000; the removal of obstructions hay resulted in a greatly improved channel, and the river is now navigable from five to six months of the year, or during high and medium stages of water. No work was done during the year. The amount asked for the fiscal year ending June 30, 1888, can be profitably expended in removing obstructions from the channel and banks, as heretofore, for the purpose of extending the period of naviga- tion. Amount appropriated by act approved August 5, 1886 ...---............ $2, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 15.) 16. Steele's Bayou, Mississippi.-The only appropriation for this im- provement was made by river and harbor act of 1884. The project con- 236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. templates the removal of snags, logs, stumps, overhanging trees, &e., obstructing high-water navigation. The amount expended to June 30, 1886, was $2,494.74, and the ob- structions removed have benefited high-water navigation to a great extent, and lessened the danger thereof. However, much remains to be done before navigation at medium stages can become practicable and profitable. No work was done during the year. With the amount asked for the fiscal year ending June 30, 1888, it is proposed to continue the removal of obstructions from the channel and banks. July 1, 1885, amount available ............... ........ ... July 1, 1886, amount expended during fiscal year, exclusive of liabilities -.............. $125 26 outstanding July 1, 1885 ................ ......................... - 120 00 July 1, 1886, amount available .. ...... ................................. 5 26 Amount appropriated by act approved August 5, 1886..................... 2, 500 00 Amount available for fiscal year ending June 30, 1887.................... 2,505 26 SAmount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00, Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 16,) 17. Big Black River, Mississippi.-The only appropriation for improv- ing this stream was made by river and harbor act of 1884. The project. contemplates removal of snags, logs, wrecks, and overhanging trees obstructing navigation between the mouth and Cox's Ferry, 130 miles above, at an estimated cost of $32,000. This improvement would not be permanent, as new obstructions are added from time to time. The amount expended to June 30, 1886, was $4,741.62, resulting in the removal of the principal obstructions from the channel and banks for a distance of 751 miles up stream from the mouth. No work was done during the year. Two railroad and two highway bridges form obstructions to free and safe navigation at all stages of water. Until these are remedied it is recommended that no additional appropriations be made. July 1, 1885, amount available....................---...---...-- -- -...-.......---------- $879 73 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885_ ........................... ................. 621 35, July 1, 1886, amount available ..-------..........................---- -----------------.......... 258 38 Amount appropriated by act approved August 5, 1886--.--....---------------............ 5, 000 00, Amount available for fiscal year ending June 30, 1887.................... 5,258 38 Amount (estimated) required for completion of existing project - 22,250 00 ...... Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 17.) 18. Big Hatchee River, Tennessee.-This improvement was begun iin 1880. The project contemplated removal of logs, snags, leaning tim- ber, &c., obstructing navigation, from Bolivar, Tenn., to the mouth of the river, about 240 miles, to render that portion of the stream navi- gable for light-draught boats throughout the year. The estimated cost of such improvement was $30,000. The improvement will not be per- manent, as new obstructions form from time to time. The amount expended to June 30, 1886, was $18,766.56, and has re- sulted in the removal of a large number of obstructions, and benefited commerce by allowing shipment of products by river where previously RIVER AND HARBOR IMPROVEMENTS. 237 railroads had a monopoly of the carrying trade. Navigation was almost impossible before this work was commenced. No work was done dur- ing the year. The amount asked for the fiscal year ending June 30, 1888, can be profitably expended in continuing the removal of channel and bank ob- structions, as heretofore. July 1, 1885, amount available ......................................... $788 99 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.....................--------...............------. 555 55 July 1, 1886, amount available .................................----...... 233 44 Amount appropriated by act approved August 5, 1886...,.............. 3, 000 00 Amount available for fiscal year ending June 30, 1887 .......-.. ... 3, 233 44 Amount (estimated) required for completion of existing project........ 8, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867 (See Appendix T 18.) 19. South Forked Deer River, Tennessee.-This improvement was oe- gun in 1883. The project contemplated removal of snags, logs, leaning timber, and similar obstructions to navigation, from the mouth of the stream to Sharon, about 114 miles above, atan estimated cost of $19,250. Operations have, however, been extended to Jackson, the head of navi- gation, 81 miles above Sharon. The work will not be permanent, as some sbstructions are added from time to time. The amount expended to June 30, 1886, was $5,000, which resulted in the removal of a large number of obstructions, principally overhanging timber, and greatly increased facilities for navigation. No work was done during the year. Two railway and five highway bridges, all without draws, a log-boom, and a brush-dam form serious obstructions to the navigation of this stream. While these remain the whole river cannot be made navigable for steamboats, but that portion below the lower obstruction, about 100 miles above the mouth, and the reach from Bell's Depot to Jackson, about 60 miles, can be improved in the interests of steamboat navigation. With the amount asked for the fiscal year ending June 30, 1888, it is proposed to continue the removal of natural obstructions from the chan- nel and banks, below and above the artificial obstructions. Amount appropriated by act approved August 5, 1886.................... $5, 000 00 Amount (estimated) required for completion of existing project ........ 14,250 00 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 19.) 20. Water-gauges on the Mississippt River and its principaltributaries.- Observations were continued at all the guages, and repairs made as far as practicable with the funds available. By joint resolution of Congress approved February 21,1871, the sum of $5,000 was to be appropriated annually for these gauges. As no ap- propriation was made for the past fiscal year, and the funds available were insufficient to maintain all the gauges, the Mississippi River Com- mission has paid the observers and made the necessary repairs at the gauge-stations on the Mississippi River to prevent the suspension of those important observations. 238 REPORT OF THE CHIEF OF ENGINEERS, U S. ARMY. July 1, 1885, amount available ................ ....--... .. .-- $2, 117 53 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.-............... .. ...... ........... . 1,866 39 July 1, 1886, amount available.-------------.....------....----.... ......-----.....---..---...--.....--. 251 14 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix T 20.) IMPROVEMENT OF ARKANSAS RIVER j OF RIVERS IN THIE STATE OF ARKANSAS, AND OF BLACK RIVER IN ARKANSAS AND MISSOURI. Officer in charge, Capt. I. S. Taber, Corps of Engineers. 1. Removing obstructions in Arkansas River, Arkansas.-Priorto the first improvements in 1833, shifting sand bars, numerous drift-piles, and dangerous snags constituted the obstacles to navigation in the lower reaches, and gravel and rock shoals, with a few snags and many over- hanging trees, constituted those of the upper. Except for a few special reaches, like the Fort Smith and Pine Bluff, the general plan of im- provement has consisted in snagging operations, including the cutting of overhanging trees, in building wing-dams to improve the shoals, and in surveys looking to plans for its permanent improvement. The ap- propriations to June 30, 1886, amount to $420,376.87. Of this there had been expended to June 30, 1885, $340,214.35, resulting in great re- lief to navigation. During the fiscal year ending June 30,1886, $6,321.11 were expended in the running expenses of two snag-boats, and in the care of the same. Much of the excellent service rendered by these boats in the fiscal year ending June 30, 1885, has been practically lost by there being no appropriation for the year ending June 30, 1886. Only about 30 days' work with one boat was done in the entire year, for lack of funds, and on account of the rotten condition of the hull of the light draught boat. This work being done at extreme low water gave great relief to navigation, though entirely inadequate to meet the wants of commerce. July 1, 1885, amount available -.... .... ..........-....--.............. $7, 631 21 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......... -...... ............-....--.- -.... 6, 321 11 July 1, 1886, outstanding liabilities ..... ................... $297 00 July 1, 1886, amount available --.... .............. . ... -..... .... 1,310 10 Amount appropriated by act approved August 5, 1886.. ............. 18, 750 00 Amount available for fiscal year ending June 30, 1887 .................... 20, 060 10 Amount that can be profitably expended in fiscal year ending June 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix U 1.) 2. Arkansas River at Pine Bluff, Arkansas.-The reach of river which lies in the vicinity of Pine Bluff, Ark., was in a very bad condition prior to any attempts at improvement. At one point a cut-off was threatened which would change the slope of the river from three-fourths of a foot per mile to 4 feet per mile. At another point a bad bar inter- fered with navigation at low water, and in the sharp bend in front of RIVER AND HARBOR IMPROVEMENTS. 239 the town of Pine Bluff the river was eroding the banks with a rapidity that threatened the town. The original project proposed: 1. To protect the river bank in front of the town from further erosion; 2. To rectify the course of the river in the bend above town, in order to remove a bar now existing there, and also, by diminishing the curvature of the bend, to lessen the ten- dency to excessive scour in front of Pine Bluff; and 3. To prevent the formation of a cut-off then threatened across the peninsula opposite Pine Bluff. The whole improvement to extend over 13 miles of river. Up to June 30, 1884, $67,287.14 had been expended with the above objects in view; 3,900 feet of the town front, beginning at Brump's Bayou, was revetted during 1881; 3,700 feet of Yell'sBend was revetted the same year to prevent the cut-off, and a wire-curtain dike 1,110 feet long was put in to affect the bar. In 1882, 3,000 feet more of Yell's Bend was revetted, and in 1883 the old works were repaired; 3,000 feet of bank in Yell's Bend was regraded, and 1,000 feet of high-water protec- tion put in place. During the fiscal year ending June 30, 1884, little was done except to care for plant. July 1, 1884, there remained of all this work only the wire-curtain dike. This result was predicted by the various engineers in charge, inasmuch as the works had to be left in an unfinished state, owing to failure of funds. The works in Yell's Bend had existed, however, long enough to delay the advance of the river until changes above rendered the danger less imminent. The wire-curtain dike did good service, and the bar was much improved. The town, however, was left at the mercy of the river. During the high water of the spring of 1884, the front was eroded in places 120 feet and upward, and it was apparent that if something could not be done the entire business portion of the town would have to move back or be swept away. By act of July 5, 1884, $55,500 was appropriated for this work, and of this $48,813.98 had been expended up to July 1, 1885, in such a man- ner as to protect the entire front, except the last two blocks. These results were secured by plans differing radically from the orig- Inal project. A dike was erected on a bar which was forming down- stream. This dike was well provided with foot-mats and so deflected the river that it eroded over 275 feet of the opposite bank, and cut out a deep channel. A second dike was thrown in nearer the town, and this checking the velocity, caused the river to lose its load, which being dropped upon the layer of quicksand, kept it from being eroded, and hence no caving occurred. Dikes were made very strong and built for the peculiar action of alluvial streams. By using boxes filled with sand instead of stone the dike was built at a reduced cost of $49,000, and the balance remaining was held for contingencies. During the fiscal year ending June 30, 1886, two additional hurdle- dikes were built to increase the deposit along the town front. Both old and new works are in excellent condition and have produced greater results than was expected. It appears now that nothing except care in watching and checking any slight change in the river's regimen is required to give security to the town. The engineer should have annually $8,000 as a contingent for this entire reach until the permanent improvement of the river above has been made. Two or three blocks at the lower end of the town are as yet unprotected. This will be attended to with the amount appropri- ated by act approved August 5, 1886. 240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available..- ----.. . ----.. .. 7, 073 13 Received by sale of fuel to officer...... ............ ................. .... 12 00 7, 085 13 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885_.................. . . ...... ...... ...... ... . 4, 619 80 July 1, 1886, outstanding liabilities .......................... $465 00 July 1, 1886, amount available.. -.. 2,465 33 ......................----..........---. Amount appropriated by act approved August 5, 1886 ................... 8,000 00 Amount available for fiscal year ending June 30, 1887 .................... 10,465 33 IAmount that can be profitably expendedin fiscal year ending June 30,1888 Sumbitted in compliance with requirements of section 2 of river and 8, 000 00 harbor acts of 1866 and 1867. (See Appendix U 2.) 3. Black River, Arkansas and Missouri.-Before any improvements were made upon this river its channel was choked with logs and snags and obstructed by overhanging trees, and in many places shoals inter- fered with its navigation at low water by any but very light-draught boats. Its banks caved but little, and, except at the shoals, it was char- acterized by greater depth of water than is found in streams generally in its vicinity, due to its being narrow and its banks firm. The original plan for its improvement contemplated the removal of the obstructions and the improvement of the shoals, the latter by wing-dams. A few sloughs were to be closed up so as to confine the water to the main chan- nel. Up to June 30, 1885, $49,610.80 had been expended for these pur- poses. This expenditure gave great relief to navigation at certain places, but has proven inadequate to thoroughly open up the river. There is a constantly increasing demand for navigation facilities. During the year ending June 30, 1886, nothing could be done but care for the plant, the small balance on hand being inadequate even for this. During the year $1,121.32 was expended for this purpose. An annual appropriation of from $8,000 to $10,000 will be required to keep this river available for navigation. July 1, 1885, amount available ...----.......--------..---....--------......------......-- $1,624 10 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1885............ .. .. .................. ........-- -- -. $1,121 32 July 1, 1886, outstanding liabilities- ......---........ ........ $145 00 July 1, 1886, amount available ......---- ......-----......----...... 502 78 ------......---............ Amount appropriated by act approved August 5, 1886 ................... 5,000 00 Amount available for fiscal year ending June 30, 1887..-- ............. 5, 502 78 Amount that canbe profitably expended in fiscal year ending June 30,1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix U 3.) 4. White River, Arkansas.--Prior to improvement this river was much choked with drift-piles, logs, and snags in its lower portion, and from Batesville up, gravel bars, rocky shoals, channel bowlders, and over- hanging trees impeded navigation. The original adopted project con- sisted in snagging operations and blasting of ledges and bowlders and dam building to remove gravel bars or -to close chutes, from time to time as appropriation warranted and commerce required. The first separate appropriation for this stream was made by act ap- proved July 5,1884. At the time it was passed the river was in excellent navigable condition for boats drawing not to exceed 3 feet of water, from its mouth to Newport, Ark. From Newport to Batesville there were RIVER AND HARBOR IMPROVEMENTS. 241 many troublesome snags, and from Batesville to Buffalo Shoals there were numerous bad shoals, rendering navigation very uncertain. From Buffalo Shoals to Forsythe, Mo., there were many fine reaches of river, but the depth of water on Buffalo Shoals and others less dangerous pre. vented any navigation at ordinary stages of water. The present project provides that the appropriation of July 5, 1884, be applied to removing snags and bowlders and other obstructions to navigation, building wing-dams to improve shoals, repairs and care of plant, and survey of the river, as provided for in the act, with a view to its improvement from Forsythe, Mo., as far down as funds will admit. The survey was begun early in May, 1885, and was in progress at close of last fiscal year. Except when the interests of navigation required immediate improve- ments, it was deemed best to do as little work as possible until the sur- vey gave a better idea of where appropriations could be applied to best advantage. The field work of the survey was completed in 1885. It was pushed to Newport before funds were exhausted, 248 miles of river survey having been made at a cost of $11,340 in round numbers, or about $45 per mile. Estimate placed it at $80. Nearly double the dis- tance was covered that the appropriation contemplated. During the fiscal year ending June 30, 1886, $18,670.79 was expended, completing the survey as above and in removing obstructions at extreme low water (the survey having shown just where work was most needed) as high as Calico Rock, with some work on Buffalo Shoals in connection with another appropriation, the balance to be used in carrying the works from Calico Rock to Buffalo Shoals. This will give temporary relief until money is available for the permanent improvement. There will be needed annually $10,000 to maintain this improved channel until the survey is completed, for which $13,634 is required. The recommendation that it be appropriated is renewed. July 1, 1885, amount available.....-----.... .......----..----- ............------...... $26, 592 63 Received by sale of fuel to officer ................................. 15 00 26, 607 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..--...--.........-------..-- ---......--....---.....----. 18, 670 79 July 1, 1886, outstanding liabilities................ ............ $276 43 July 1, 1886, amount available ....-----. ...-------............-----------..----...----......-----...... 7,936 84 Amount appropriated by act approved August 5, 1886. ---......---....... 18, 000 00 Amount available for fiscal year ending June 30, 1887................ 25, 936.84 [ Amount (estimated) annually required to maintain present channel.... 1 Amount that can be profitably expended in fiscal year ending June 30,1888 10,000 00 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix U 4.) 5. White River above Buffalo Shoals, Arkansas.-Before any work was done on this particular reach the channel at low water was much choked by logs. In many places large bowlders rendered navigation danger- ous or impossible, and in others gravel and rock shoals existed which held the water in pools. It was a reach to which lock and dam, or movable dams, could only be applied with any permanent success for low- water navigation. The first appropriation was $50,000 by act of June 23, 1874, and this applied not only to this reach, but all the way from Jacksonport. This was expended in removing logs and the most dangerous bowlders and improving the shoals by wing-dams, but appears to have been more largely expended below this reach. 16 E 242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. By act of August 14, 1876, $10,000 was appropriated for Buffalo Shoals. The first separate appropriation for the river above this point was by act of June 14, 1880, $20,000. It was then estimated that the total cost of the improvement would be about $101,000, which was to be largely used in improving shoal places. The next was by act of August 2, 1882, $4,000. To July 1, 1885, $23,181.63 had been expended from direct appropriations. This expenditure has relieved navigation very much, but was too small in amount to cover only a few miles immediately above Buffalo Shoals. During the year ending June 30, 1886, $818.37, the entire balance, was expended at Buffalo Shoals in repairing the dams, in connection with the general appropriation for the entire river. July 1, 1885, amount available................................... .. $818 37 Received by sale of fuel to officer.... ...................... ........ 6 00 824 37 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............. ............................. 824 37 (See Appendix U 5.) 6. Saint Francis River, Arkansas.-The first separate appropriation made for the entire river was made under the act approved July 5, 1884. The first appropriation of any kind was made in connection with other rivers March 2, 1833, prior to which this river was choked with drift-piles, logs, and snags, and its waters spread out through a great variety of sloughs, while overhanging trees added to the difficulties of navigation. The originally adopted project was principally for snag- ging operations, and attempts have been made to close up some of the many sloughs. Appropriations for this river having been united with the White River and also with the Black River, exactly how much had been expended upon the Saint Francis River to June 30, 1884, cannot well be stated. July 1, 1885, the river was in an excellent navigable condition (at me- dium stages) fromi its mouth as high as Wittsburg, Ark. During high water boats have beei as high as Lester's Landing. From Lester's Landing to Saint Francis the river was very badly choked with drift and divided into many channels, thus cutting off a rapidly developing section from all facilities of transportation. During the fiscal year ending June 30, 1886, the new outfit built the year bef'ore, after surmounting obstacles almost defying its capacity, worked through to Saint Francis, exhausting the funds, leaving a pas- sable channel, and at once affording great relief to navigation, though doing less than one-half the work urgently required. The recommendation that $8,000 be appropriated annually for this river is renewed. Attention is invited to the extensive commerce awaiting the opening of the river to navigation. July 1, 1885, amount available ...... ............ _..................... 4, 537 42 Received by sale of fuel to officer ........................... ........... 6 00 4, 543 42 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... .......................... 4,479 05 July 1, 1886, amount available ..................... ........ ........... 64 37 Amount appropriated by act approved August 5, 1886. ................. 8, 000 00 amount available for fiscal year ending June 30, 1887..................... 8,064 37 RIVER AND 1HARBOR IMPROVEMENTS. 243 Amount that can be profitably expended infiscal year ending June 30,1888 $8,000 00 Submitted in compliance with requirements of section 2 of river and harbor act of 1866 and 1867. (See Appendix U 6.) 7. Saline River, Arkansas.-Before improvement this river was ob- structed by snags, logs, drift-piles, and overhanging trees, and by shoals. The original plan for improvement contemplated the rendering of its channel navigable as high as practicable or as commerce demanded by the removal of these obstructions, and then further improvement of the shoals if the commerce warranted. There was expended upon this river up to June 30, 1885, $20,951.70. This has given much relief- to navigation, and has practically cleared the river, so far as present navigation demands. During the fiscal year ending June 30, 1886, $404.56 has been ex- pended in caring for the property. Until the requirements of commerce are greater than they are now it is not recommended that any further appropriation be made. From $5,000 to $6,000 per year would keep this river in a fair navigable con- dition during medium stages of water for 250 miles from its mouth- that is, up to Big Island--should it be required. July 1, 1885, amount available .... .... ................................. . $568 30 Received by sale of fuel to officer ................ ......---------....--------........ 4 50 572 80 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............................................. 404 56 July 1, 1886, outstanding liabilities ...-................... $10 00 July 1, 1886, amount availalable... ..-...... ... ...-.-......... .... 168 24 (See Appendix U 7.) 8. L'Anguille River, Arkansas.--This river, like all the streams in eastern and southeastern portions of Arkansas, before being improved was obstructed by logs, snags, and overhanging trees, and the shoals incident to the accumulation of snags and logs. The original plan of improvement, begun in 1879, contemplated the removal of these ob- stacles, and up to June 30,1885, $13,850.53 had been expended in such a manner as to remove all obstructions to navigation at medium stages of water, leaving a balance of $3,149.47. No plant in this district was adapted to the balance of the work re- quired except the new hand snag-boat A. B. Johnson, built in 1885 for the Saint Francis River work. It was deemed advisable to attempt no work on this river until this boat was available. During the year end- ing June 30, 1886, this boat became available from the exhaustion of her own appropriations, and a beginning was made upon the final work of improvement, $2,407.80 being expended. Continued high water pre- vented the prosecution of the work to completion during that year. A suitable stage of water is expected early in the present fiscal year, when it is believed such thorough work may be done with the balance re- maining that no further appropriation will be needed in many years. July 1, 1885, amount available . . ... $3, 149 47 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...-.-. ....-.-.-. . ............ .... 2, 407 80 July 1, 1886, outstanding liabilities ...................... ... $5 15 July 1, 1886, amount available ............... ............................ . 741 67 (See Appendix U 8.) 244 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 9. Survey of Arkansas River, Arkansas,from Little Rock to its mouth.- The original plan for this survey contemplated covering the river with a series of triangles, determining the shore-line, both at high and low water, the position of the bars and islands, the general topog- raphy of the valley to the bluffs, when these are not too far from the river, the depth of the water, the gauging of the river at various points and principal tributaries, the nature of the soil and character of the river-bed, cross-sections to be made at frequent intervals, the slope to be accurately determined, and all other attainable data to be collected that will bear upon the problem of the permanent improvement of the navigation of the river. There had been expended upon this project'to June 30,1885, $17,361.79, which had completed the field work practically and placed the maps in an advanced stage of completion. During the fiscal year ending June 30, 1886, $1,627.01 has been ex- pended in completing the maps. July 1, 1885, amount available ..............................- ........ ... $1,930 71 Received by sale of fuel to officer.................... .............. ..... 4 50 1,935 21 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.................................... .......... 1,627 01 July 1, 1886, amount available ................ . ..... ----...... .. ....... 308 20 (See Appendix U 9.) 10. Continuationof survey of Arkansas River from Wichita, Kansas, to Fort Gibson, Indian Territory (provided for in the river and harbor act of August 2, 1882).-There was expended to June 30, 1885, upon this, $9,120.87, which completed the field-work in an indifferent way, and plotted the notes after a very rough fashion. During the fiscal year ending June 30, 1886, the balance of the allot- ment, $179.13,was expended in putting the maps in a little better shape, and in prepairing a rough tracing to forward with the plans and esti- mates for this reach of river. This still leaves the maps in a very un- satisfactory condition. A report was prepared and submitted January 23, 1886, which was printed as House Ex. Doc. No. 90, Forty-ninth Congress, first session, with full plans and estimates for the improvement of the river from Arkansas City, Kans., to Fort Gibson, Indian Territory. July 1, 1885, amount available ................... ._....... ............. . 17,9 13 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1885....._. .. .... .... .-. ... . ..--- - 179 13 Amount appropriated by act approved August 5, 1886................... 1,125 00 (See Appendix U 10.) REMOVING SNAGS AND WRECKS FROM THE MISSISSIPPI AND THE MISSOURI RIVERS-IMPROVEMENT OF OSAGE RIVER, MISSOURI AND KANSAS-GASCONADE RIVER, MISSOURI. Officer in charge, Maj. A. M. Miller, Corps of Engineers. 1. Removing snags and wrecks from the Mississippi and Missouri rivers.-Misissippi River.-The channel of this river was greatly ob- structed by the presence of snags and other obstructions in the bed of the stream, and overhanging timber on the banks, thus materially in- terfering with navigation on the river. For the removal of these ob- structions appropriations were made as early as 1824, and the project RIVER AND HARBOR IMPROVEMENTS. 245 consisted in the building of boats suitable for pulling the snags, &c., and these boats were almost continually employed during favorable boating stages in pulling the snags, &c., and cutting the leaning timber. The total amount expended for this purpose cannot be definitely given, as previous to the appropriation made by act of March 3, 1879, no stated amount was set aside for this improvement, but a general amount was appropriated to be applied to several streams, as their needs required. From the time, March 3, 1879, when the first specific amount was ap- propriated up to June 30, 1885, $484,495.04 was expended for this pur- pose. The navigation of the river has been very materially improved by this method, and the danger of accidents to boats has been lessened. During the fiscal year ending June 30, 1886, $20,047.71 was expended on this improvement. One snag-boat was employed between the mouth of the Missouri River and Vicksburg, Miss., removing obstructions. The boat worked two months, removing 693 snags, cutting down 567 trees, and traveling a distance of 2,256 miles. In addition the boat as- sisted in saving the Government plant carried down the river with the ice when the gorge below Saint Louis broke and carried the fleet with it. All the worst obstructions to navigation were removed, and com- nmerce was greatly benefited thereby. With the appropriation asked for fiscal year ending June 30, 1888, it is proposed to continue the snagging operations and rebuild one of the wooden snag-boats for wrecking purposes. Should this be done the navigation will be greatly facilitated during the low-water season. No definite amount can be stated as required to complete this proj- ect. During every high-water season new snags and other obstruc- tions are brought down and lodged in the channel; the banks are also continually caving in the river, and it is necessary to cut the timber where this is threatened to prevent the trees being caved into the river and forming new obstructions. For this reason an annual appropria- tion is required to properly carry on this improvement. July 1, 1885, amount available. ........ . .. .$28, . , .. .. .... ...-- 455 59 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......... .. .. ............. ... .. .. ...--. 20, 047 71 July 1, 1886, amount available ...................................... 8, 407 88 Amount appropriated by act approved August 5, 1886.................... 56, 250 00 Amount available for fiscal year ending June 30, 1887.................... 64, 657 88 Amount that can be profitably expended in fiscal year ending June 30,1888 129, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix V 1.) Missouri River.-The necessity for the improvement of this stream was first recognized in 1832, as its navigation was rendered difficult and dangerous by numerous snags, &c., in the channel and leaning timber on the banks of the river. The plan adopted for its improvement was the removal of these ob- structions by snag-boats, and they have been used to great advantage in securing the result aimed at. The first appropriations were made so as to cover the needs of sev- eral streams, a sufficient amount being allotted for each river to do the work required. For this reason the total amount expended on this river for the removal of obstructions cannot be given. Since June 18, 1878, however, when the first specific appropriation was made, up to June 30, 1885, $326,651.29 was expended in that manner. The expend- 246 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. iture of this money resulted in greatly improved navigation during the low-water season when the snags are very dangerous obstructions. During the fiscal year ending June 30, 1886, $70,224.82 was expended in removing obstructions and benefiting navigation and in building the hull of a new snag-boat for this river. One snag-boat was employed in removing obstructions, working eight weeks in the river. Five hun- dred and forty-six snags were removed, the boat having traveled 904 miles. The hull of the new snag-boat was completed and accepted, and contracts for upper works, cabin, &c., and the machinery for the new snag-boat, were entered into. During the coming season it is proposed to outfit the new snag-boat, and, as far as the funds available will permit, continue the snagging op- erations. With the appropriation asked for fiscal year ending June 30, 1888, it is proposed to complete the outfit of new boat and continue the snag- ging operations, and it is expected that the worst obstructions can be removed, and navigation rendered comparatively safe. As new obstructions are continually brought down the river, work is required every year, so no amount can be given as required to com- plete this work. An annual appropriation, however, is very necessary. July 1, 1885, amount available......................................... $113, 348 71 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-------------- --- --- $70, 224 82 July 1, 1886, outstanding liabilities.....-....-- ....-..... 42, 634 17 112, 858 99 July 1, 1886, amount available ........................................ 489 72 Amount appropriated by act approved August 5, 1886 .---..--.............. 22, 500 00 Amount available for fiscal year ending June 30, 1887.................. 22,989 72 rAmount that can be profitably expended in fiscal year ending June 30, 1888----..----..----.... -...................---- --..---- 44,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix V I.) 2. Osage River, Kansas and Missouri.-The navigation of this stream was greatly interfered with by obstructions in the channel and shoal crossings. The original project, adopted in 1871, was to obtain a low-water navi- gation of 2 feet by means of dam and training-walls, but this was abandoned and no other definite project was adopted. The improve- ments have consisted in the removal of overhanging trees from the banks and of snags from the bed of the stream and the construction of wing-dams and training-walls. The amount expended to June 30, 1885, was $190,000, at which time the navigation was in a fair condition, the worst obstructions having been removed. No work having been done on this stream since June 11, 1883, new obstructions have accumulated, thus hindering navigation. With the amount asked for fiscal year ending June 30, 1888, it is pro- posed to continue the removal of obstructions, and increased boating facilities are expected. An annual appropriation is required to keep this stream in navigable condition by the removal of new obstructions that are brought down during the floods. No stated amount can be given as required to com- plete the improvement. RIVER AND HARBOR IMPROVEMENTS. 247 Amount appropriated by act approved August 5, 1886..........---- ....---------. $10,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix V 2.) 3. GasconadeRiver, Missouri.--This river was greatly obstructed by snags, logs, and leaning timber, thereby greatly interfering with nav- igatipn. Work was commenced on this stream in 1880, and the project adopted for its improvement consisted in the removal of the snags and logs and the cutting of the leaning timber. The amount expended on this improvement to June 30, 1885, was $28,875.28, and at that time the navigation was improved so much that boats could navigate the stream with but little danger and for longer periods during the year. During the fiscal year ending June 30, 1886, $195.67 was expended in caring for plant, no field work having been done. No work will be done during the coming season, the funds on hand not being sufficient for that purpose, unless a further appropriation is made. With the amount asked for fiscal year ending June 30, 1888, it is pro- posed to continue the removal of obstructions, and it is expected that commerce will be greatly benefited thereby. The original estimate for the improvement of this stream was $50,000, of which $30,000 has already been appropriated, leaving an estimated amount of $20,000 to complete the project. This amount will probably be exceeded, however, as new obstructions are continually brought down the river, and it will require a small amount each year to keep the chan- nel open after the principal work has been done. July 1, 1885, amount available............--....---....----......----................ $1, 124 72 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......----------................ ............... ........ 195 67 July 1, 1886, amount available ........... ......----...... ..---.... -. 929 05 Amount appropriated by act approved August 5, 1886................... 7, 500 00 Amount available for fiscal year ending June 30, 1887.................. 8,429 05 SAmountthat can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix V 3.) 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. The Secretary of War transmitted to the House of Representatives January 15, 1886, a report from the Commission, of December 8, 1885, exhibiting the financial condition of their work on December 1, 1885, and the operations prior to that date and subsequent to June 30, 1885, and also describing, from a recent inspection of the river, the condition of the work of improvement executed by the Commission. This report was printed as House Ex. Doec. No. 38, Forty-ninth Congress, first ses- sion. (See also Appendix V V.) 248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The estimates for the fiscal year ending June 30, 1888, submitted by the Commission, are as follows: For improving the Mississippi River below Cairo, Ill.................... $5, 000,000 Continuing surveys of the river between Head of the Passes and its head- waters ........---------.............----------... ......--....---------....-----......--- -----------......--......-- 100, 000 Salaries and traveling expenses of Mississippi River Commission, and for salaries and traveling expenses of assistant engineers under them, and for office expenses and contingencies...... ....................... 100, 000 Improving harbors on the river below Cairo, 111., namely : At Columbus, Ky ......................................... $61,750 At Hickman, Ky............................................ - ------------- 251,750 At Memphis, Tenn-- .......................................... 25, 000 At Greenville, Mo...... ................................... 148,500 At New Orleans, La ....--.....--.. ..... .... .......... ..--.. 608, 600 - 1,095, 600 .--..---..---......---- .................. Total----....--------...............----------. 6,295,600 MISSOURI RIVER COMMISSION. This Commission, organized under provisions of the river and harbor act of July 5, 1884, reports to and receives instructions from the Secre. tary of War, through this office. The first report of the Commission was transmitted to the Senate by the Secretary of War January 7, 1885, and printed as Senate Ex. Doc. No. 24, Forty-eighth Congress, second session. The second report of the Commission, containing in detail the project of surveys and of works of construction carried out from December 1, 1884, to October 13, 1885, was printed in the last Annual Report of this office. The third report, describing operations under their charge from the close of the fiscal year ending June 30, 1885, to December 1, 1885, being supplemental to that above mentioned, was transmitted to the House of Representatives by the Secretary of War, January 15, 1886, and printed as House Ex. Doc. No. 41, Forty-ninth Congress, first ses- sion. (See also Appendix W W.) The estimates submitted by the Commission for the fiscal year ending June 30, 1888, are as follows: For improving Missouri River from mouth to Sioux City, Iowa .......... $1,000,000 For surveys and examinations...... .................................--------------... 120, 000 For office and traveling expenses and salaries of Commissioners ..... .... 30,000 Total..---..- .........----.----.---................-----..........-----..-----------........... 1,150, 000 IMPROVEMENT OF THE MISSOURI RITVER FROM SIOUX CITY, IOWA, TO FORT BENTON, MONTANA. Officer in charge, Capt. C. B. Sears, Corps of Engineers. The supervision of the work in progress on this portion of the river having passed to the Missouri River Commission by provisions of the river and harbor act of July 5, 1884, report of operations here during the fiscal year ending June 30, 1886, is made by that Commission. The river and harbor act of August 5,1886, in making appropriations for continuing this improvement, returns its supervision to the Chief of Engineers, as heretofore. Amount appropriated by act approved August 5, 1886-- ..----............ $60, 000 00 A mount that can beprofitablyexpended in fiscal year ending June30, 1888 135,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. RIVER AND HARBOR IMPROVEMENTS. 249 IMPROVEMENT OF YELLOWSTONE RIVER, MONTANA AND DAKOTA. Officer in charge, Capt. James B. Quinn, Corps of Engineers. During the past season the work has progressed in accordance with present project and has consisted in the construction of brush-dams, for the closing of chutes and cut-offs in the portion of the river below Glendive. These dams aggregate a total of 1,282 linear feet and were built at an average cost of $5.79 + per linear foot, the lowest average rate as yet reached in the construction of such works on the Yellow- stone River. ESTIMATES. For necessary plant to continue operations-- ........ ......-.. $14,000 For expenses of working parties for one season's operations............ ..-- 25, 700 For repairs to dams---...-.....----...........................-------------------------.......-----......---------. 5,000 For new barges and dredge-boat--------...............................----------........ 30,000 Total that may be profitably expended during the next year ...... ... 74, 700 Exclusive of repairs to dams the cost of the improvement of the river from Glendive to the mouth will not probably exceed $106,000. July 1, 1885, amount available- ................-- ...................... $10,112 32 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......... --.... ....-. $8,402 56 July 1, 1886, outstanding liabilities--.............. ......-..- 1,016 25 -- 9,418 81 July 1, 1586, amount available ..................... .... ................ 693 51 Amount appropriated by act approved August 5, 1886..-.............. 18, 750 00 Amount available for fiscal year ending June 30, 1887 ................... 19,443 51 Amount that can be profitably expended in fiscal year ending June 30, 1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix W.) IMPROVEMENT OF THE MISSISSIPPI RIVER FROM THE MOUTH OF THE ILLINOIS TO THE MOUTH OF THE OHIO. Officer in charge, Maj. O. H. Ernst, Corps of Engineers. The supervision of the work in progress on this portion of the river having passed to the Mississippi River Commission, by provisions of the river and harbor act of July 5, 1884, report of operations here dur- ing the fiscal year ending June 30, 1886, is made by that Commission. The river and harbor act of August 5, 1886, in making appropriation for continuing this improvement, returns its supervision to the Chief of Engineers as heretofore. Amount appropriated by act approved August 5, 1886 ................. $375, 000 00 Amount that canbe profitably expended in fiscal year ending June 30,1888 600, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. IMPROVEMENT OF THE MISSISSIPPI RIVER FROM DES MOINES RAPIDS TO THE MOUTH OF ILLINOIS RIVER. Officer in charge, Capt. E. H. Ruffner, Corps of Engineers. The supervision of the work in progress on this portion of the river having passed to the Mississippi River Commission by provisions of the 250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. river and harbor act of July 5, 1884, report of operations here during the fiscal year ending June 30, 1886, is made by that Commission. The river and harbor act of August 5, 1886, in making appropriation for continuing this improvement, returns its supervision to the Chief of Engineers as heretofore. Amount appropriated by act approved August 5, 1886................... $150,000 00 SAmount that can be profitably expended in fiscal year ending June 30, 1888 264,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. IMPROVEMENT OF THE NAVIGATION OF THE MISSISSIPPI BETWEEN SAINT PAUL AND DES MOINES RAPIDS, INCLUDING IMPROVEMENTS AT SPECIAL LOCALITIES BETWEEN THOSE POINTS-OPERATION AND CARE OF THE DES MOINES CANAL. Officer in charge, Maj. A. Mackenzie, Corps of Engineers. 1. Upper Mississippi River; operations of snag-boats and dredge-boats, &c.-There being no funds available from this appropriation small allotments were made from the general appropriations for improvement of the river between Saint Paul and the mouth of the Illinois River, by means of which the snag-boat General Barna rd was enabled to make one hurried trip over the district named. Only the worst obstructions were removed. The snag-boat J. G. Parke was not in commission dur- ing the year. From lack of care during the past year the river is now more obstructed by snags and overhanging trees than for several years. The total amount expended for snag-boat service on Upper Mississippi River between Saint Paul and the mouth of the Missouri to July 1, 1886, is $502,140. The officer in charge submits an estimate of $30,000 for operating the snag-boats during fiscal year ending June 30, 1888, and recommends that the appropriation be made a permanent one, such as those made for the Government canals, in order to do away with the trouble ex- perienced through the failure of river and harbor bills. Amount appropriated by act approved August 5, 1886 ................... $22, 500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 30,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix X 1.) 2. Mississippi River from Saint Paul to Des Moines Rapids.-With the small amount of funds available but little work could be done. During the year the work of improvement was carried on in the con- struction of brush, rock, and pile dams and shore protections at Saint Paul, between Saint Paul and Hastings, in vicinity of Fountain City, and in Coon and Cassville sloughs. A small island below Alma, very troublesome to raft navigation, was removed by dredge. Considerable dredging was done at West Saint Paul to form a basin or harbor there, and a system of buoys was maintained on Rock Island Rapids. Though the river reached a low stage in September, 1885, the large boats were able to reach Saint Paul throughout the season, owing to improvements made in former years. The work is no longer experimental, but certain of good results, and the Government is now well provided with equipments in the way of steamboats, barges, &c., and can expend to advantage the amount RIVER AND HARROR IMPROVEMENTS. 251 ($1,500,000) recommended by the officer in charge. The total amount ex- pended to July 1, 1886, under this title of appropriation is $1,170,915.10. July 1, 1885, amount available .-....................... ............. $75, 992 45 Received from sale of fuel....... --.........................--. $105 03 Received from sale of rock .... .. ...... .................... 1, 078 05 1,183 08 77, 175 53 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..................... ..... 68, 090 63 July 1, 1886, outstanding liabilities.....----... ..- .....-. .. 215 65 68,306 28 July 1, 1886, amount available.............................. .......... 8, 869 25 Amount appropriated by act approved August 5, 1886 .--............ ..-. 382, 500 00 Amount available for fiscal year ending June 30, 1887 -... ..--- .. ..--- . 391,369 25 Amount that can be profitably expended in fiscal year ending June 30, 1888 500,000 00 Submitted in compliance with requirements of section harbor acts of 1866 and 1867. of river and 2 (See Appendix X 2.) 3. Mississippi River from Des Moines Rapids to mouth of the Illinois River.-In April, 1885, an allotment of $5,000 was assigned to Major McKenzie from this appropriation for snag-boat operations. Of the amount available July 1, 1885, a portion was expended during the year in removing snags between Keokuk and the Illinois River, and in care and repair of snag-boats General Barnard and J. G. Parke. July 1, 1885, amount available-...--............... .................. $4, 324 50 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885---------....------....------.....---..---... ---.........----......---------. 2, 598 54 July 1, 1886, amount available..................... .................. 1, 725 96 Amount appropriated by act approved August 5, 186-....--....-... - ...- -. 150, 000 00 Amount available for fiscal year ending June 30, 1887.................... 151,725 96 (See Appendix X 3.) 4. Harbors of Refuge in Lake Pepin: Harborat Stockholm, Wisconsin.- The projectfor this work proposed the building of a breakwater to protect and facilitate the landing of steamboats and afford safety to rafts caught in the lake by storms. A crib-work pier 579 feet in length was com- pleted during the fall of 1885. It has passed through one winter without being injured by ice, and has already proved of considerable advantage to boats and rafts. The amount expended to June 30, 1886, is $18,748.41. No further appropriation is asked for for the fiscal year ending June 30, 1888. July 1, 1885, amount available............................... ........ $20,831 30 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......-----...--..---------..---..----..----...----.....---..----- ..... 14,579 71 July 1, 1886, amount available.... ........................ .......... 6, 251 59 (See Appendix X 4.) 5. Harbors of refuge in Lake P1epin: Harborat Lake City, Minnesota.- The project for this work proposed the building of a breakwater to pro- tect and facilitate the landing of steamboats and afford safety to rafts caught in the lake by storms. No work has as yet been done, and no money expended, but preparations are being made for constructing a pier on a plan so modified as to afford reasonably good results with the small amount of money available. 252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1885, amount available - ......... ..... ....................... - $25, 000 00 July 1, 1886, amount available.......................................... 25,000 00 Amount appropriated by act approved August 5, 1886 . ---......... ...... 10, 000 00 Amount available for fiscal year ending June 30, 1887................ 35, 000 00 (See Appendix X 5.) 6. Removal of bar in Mississippi River opposite Dubuque, Iowa.--The original project for this work embraced the removal of the bar extend- ing along the river front so as to give 4 feet at extreme low water. The bar had been very troublesome at low water, nearly blockading the city and causing boats to make a wide detour to effect a landing. The work heretofore accomplished has consisted in dredging away the bar along the landings and in mid-river, affording ample depth at all stages and furnishing a wide and deep entrance to the ice-harbor. During the past year the bars opposite to and above the"entrance to the ice-harbor and along the shore for about 1,000 feet above were removed by dredge to the depth of 4- feet at low water, as also consid- erable deposits at the lower landings and at the foot of the mid-river bar; 37,968 cubic yards of material were disposed of by dumping on the bar below Dunlieth. This work affords about 1,200 feet of additional landings for steam- boats and rafts. The amount expended to June 30, 1886, is $39,140.69. No further appropriation is asked for. July 1, 1885, amount available.... ...................................... $7, 141 82 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........ ....... .....................- . ..... 5,282 51 July 1, 1886, amount available ......................................... 1,859 31 (See Appendix X 6.) 7. Ice-harbor at Dubuque, Iowa.-The project for this work, submitted December 31, 1880, proposed to deepen and enlarge Waple's Cut, a basin used by boats for years as a winter harbor, so as to afford 6 feet depth at extreme low water over an area of about 500,000 square feet. The original estimate was $40,000, and that amount was appropriated in two installments. Some minor modifications in the plan have afforded an increase of dredged area to 520,000 square feet, and that portion of the work is com- pleted. The amount now available will be sufficient to protect the first street side of the harbor whenever the city sees fit to establish the proper width and slope at that street. The amount expended to June 30, 1886, is $35,496.01. No further appropriation is asked for. July 1, 1885, amount available....-.... .......................... ...... $11, 254 20 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..------.... --......... ................... ...... 6, 750 21 July 1 1886, amount available......... ...............--...--.. ----.......... 4,503 99 (See Appendix X 7.) . 8. Rock IslandRapids, Mississippi River.-Duringthe past year a sys- tem of buoys for guidance of navigators was maintained, the expense of which was borne by the general appropriation for the river from Saint Paul to Des Moines Rapids, there being no money specially appropriated for the purpose. The officer in charge recommends an annual appropriation of $5,000 to provide for the care of the Rock Island Rapids by maintaining the RIVER AND HARBOR IMPROVEMENTS. 253 system of buoys and removing sand, loose rock, bowlders, &c., from the channel, and further urges that the Rock Island Rapids be put on the same basis as the canal at the Des Moines Rapids and be provided for by a permanent annual appropriation. * The amount expended to June 30, 1886, is $1,166,608.50. The river and harbor act of August 5, 1886, appropriates the sum of $6,000 to be applied to the removal of the rock at Duck Creek Chain. (See Appendix X 8.) 9. Des Moines Rapids, Mississippi River.-This work was commenced in 1866. The adopted plan consisted in building a closed canal 8 miles long and in cutting an open channel in the rocky bottom of the river over the remaining 4 miles of the rapids. The canal was opened Au- gust, 1877, although not fully completed, and has been in operation since that time. The work of the past year has consisted in the continuation of rip- rapping canal embankment, cutting of stone preparatory to raising side- walls of:lower lock, building two additional cribs above the guard-lock to facilitate entrance to the canal, and repairing portions of the plant. The work remaining to be done to complete this work in accordance with the modified project is as follows: Completing blasting and dredging in open channel, raising lock-walls of middle and lower locks 4 feet, refilling and completing paving of embankment, building two sluices for removing sediment, building an office at lower lock, and completing the lock grounds. There is also to be built, in accordance with requirements of the act of Congress of July 5, 1884, a pier connecting the outer wall of the canal with the pier of Keokuk Bridge, for which purpose $10,000 was allowed by Congress. The amount of money allotted by Congress for pier construction is not sufficient for the purpose, and it has not been deemed prudent or in the interest of navigation to commence the work until funds are availa- ble for its completion. It is now thought that a floating boom, which can probably be built for the $10,000 available, will be preferable (con- sidering relative cost) to the permanent pier. There has been appropriated and allotted for this work $4,491,700, and the net cost to the United States to date has been $4,480,680.88. There is now required to complete work in accordance with modified project $101,745, making estimated total cost of work $4,582,425.88. Certain errors in previous reports of appropriations and cost are now corrected and the figures here given are absolutely correct. The good of this work requires that the amount needed for comple- tion be granted at as early a date as is practicable. The work has now dragged through many years and its total cost has been increased thereby. When the improvement of the Des Moines Rapids is com- pleted the expense of operating the Des Moines Rapids Canal will be somewhat reduced. July 1, 1885, amount available ..................... ........... ...... $30, 387 15 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....................... ......................... ..... 20, 387 15 July 1, 1886, amount available-...... ......- . ... . ... ...... .... 10, 000 00 Amount appropriated by act approved August 5, 1886 ................... 26,250 00 Amount available for fiscal year ending June 30, 1887 ................... 36,250 00 254 REPORT OF itHtC1IEF OF ENGINEERS, if. S. ATRMY. (Amount (estimated) required for completion of existing projects ....... $30, 495 00 Amount added for completion of modified projects .................... 45, 000 00 75, 495 00 Amount that can be profitably expended in fiscal year ending June 30,1888 75, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix X 9.) 10. Operating and care Des Moines Rapids Canal.-During the past fiscal year the Des Moines Rapids Canal was open for navigation 238 days, during which time there passed through it 784 steamboats and 218 barges, carrying 22,221 passengers, 56,001 tons merchandise, 465,681 bushels grain, 22,769,823 feet of lumber, 3,195,360 feet of logs, 8,253,000 shingles, and 4,302,800 lath. A favorable stage of water during the spring of 1886 permitted boats and rafts to pass over the rapids around the canal, and the traffic of the year was thereby reduced. Repairing canal embankments and re- moving deposits washed in from adjoining bluffs were, as heretofore, a continued source of trouble and will so continue until the improvement of the Des Moines Rapids according to modified project is completed. Sixty-five thousand nine hundred and seventy cubic yards of material were removed from the canal by dredges during the year. Electric lights were put up at Guard Lock during the year, and the similar lighting of Middle Lock during coming year will complete the system. The approved project for past fiscal year authorized the ex- penditure of $45,500. The expenses of year, including outstanding liabilities of previous year and extensive repairs, have been $43,009.53. There has been appropriated and allotted to date for this work $360,500, and the net expense to the United States for same time has been $360,497.41. These figures are absolutely correct, and eliminate certain errors which have found their way into previous reports. The standing estimate for operating and care of canal, including ordinary repairs, &c., is $40,000, and when improvement of the Des Moines Rapids and Canal and the river improvement in the vicinity of Montrose are completed, expenses can be brought considerably inside of this amount, but at present the large expenses for dredging and re- pairs to embankment may necessitate a slight increase of expense over that originally contemplated. By the approved project for the fiscal year ending June :0, 1887, a possible expenditure of $40,000 is author- ized. Amount available on approved project for fiscal year ending June 30, 1886 $45, 500 00 July 1, 1885, balance on hand ........................ ....... $12 12 June 30, 1886, amount drawn from Treasury under indefinite ap- propriation -----........-----......-------....--......---......--........... 43, 000 00 43,012 12 June 30, 1886, amount expended during fiscal year, including $60.82 out- standing June 30, 1885 . ................ 43,009 53 June 30, 1886, balance on hand ............................... ......... 2 59. July 1, 1886, amount available under indefinite appropriation on approved project for fiscal year ending June 30, 1887 ............................ 45,000 00 (See Appendix X 10.) 11. Dry-dock at Des Moines Rapids Canal.-The project for this work provides for the building on the river side of Des Moines Rapids Canal, above Middle Lock, of a dry-dock 400 feet long and 100 feet wide, with gates giving an opening of 80 feet into the canal. The estimated cost is $125,000. RIVER AND HARBOR IMPROVEMENTS. 255 For work of past year there has been available but $8,555.72, and comparatively little work has been accomplished. The present condi- tion of dock is as follows : The earthen embankment has been finished, the paving on outer slope and on a large portion of inner slope of dock embankment has been completed; the sluice-ways have been completed, excepting arched covering and coping. The principal work remaining to complete dock is the construction of abutments, wing-walls, and gates at entrance to dock, paving prisms, completing sluice-ways, and paving of inner slope of embankment, re- moving portion of canal embankment, and placing pumping machinery. There has been appropriated for this work to date $60,000, and there is required to complete this work according to approved project $65,000. The allowance of this amount in one sum and at an early date will be in the interest of economy. July 1, 1885, amount available ... ...................................... $8, 555 72 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...... ..- . ...... .... ................... . . 8,555 72 Amount appropriated by act approved August 5, 1886................... 48,750 00 Amount (estimated) required for completion of existing project........ 16,250 00 Amount that can be profitably expendedin fiscal year ending June 30, 1888 16, 250 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix X 11.) PRESERVATION OF TIHE FALLS OF SAINT ANTHONY AND IMPROVE- MENT OF THE MISSISSIPPI ABOVE THE FALLS--IMPROVEMENT OF CHIPPEWA AND SAINT CROIX RIVERS, WISCONSIN, AND OF MINNE- SOTA RIVER AND RED RIVER OF THE NORTH, MINNESOTA AND DAKOTA-RESERVOIRS AT THE SOURCES OF THE MISSISSIPPI. Officer in charge, Maj. Charles J. Allen, Corps of Engineers. 1. Preservationof the Falls of Saint Anthony.-In 1868 an attempt by private parties to tunnel under the limestone ledge forming the Falls was followed by undermining and subsidence of a large portion of the ledge. This, with the rapid recession of the crest, threatened the ex- istence of the Falls, and the aid of Congress was invoked, the plea be- ing that destruction of the Falls would result in converting the river above them into a series of rapids to the destruction of its navigation. The first appropriation made by Congress to preserve the Falls of Saint Anthony was $50,000, by act approved July 11,1870. This was followed by three appropriations of $50,000 each, in 1871, 1872, and 1873, the whole aggregating $200,000, which was applied in efforts to avert the threatened danger by surrounding the chasms by coffer-dams and a stone wall; also, in closing the openings or tunnels leading from the chasms with gravel, clay, &c. The present project for the preservation of the Falls, adopted in 1874, provided for the construction of a concrete dike underneath the lime- stone ledge to prevent percolation through, and consequent destruction of, the soft underlying sand-rock; the construction of flooding, or roll- ing, dams to keep the upper surface of the ledge flooded during the winter in order to prevent injurious action upon it of frost ; and a tim- ber apron and wings to prevent recession of the crest and consequent destruction of the dike. The dike was completed in 1876 and the other works by 1878. Since 1878 work has been confined to the preservation and repair of the timber structures. No work of repairs was done dur- ing the past fiscal year for want of funds. The concrete dike is in good condition, but the wing and apron are 256 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ,very much undermined by the action of ice and water, and of loose saw-logs, which find their way to the apron from the log-booms above the Falls. The rock filling of the apron crib-work has been removed in large part by the undermining action of the water, and the deck planking is in parts torn off by running ice and logs. Should the timber apron be destroyed the ledge would recede until the concrete dike would be en- dangered. The dike was constructed simply to serve as a diaphragm impervious to running water, and is not calculated to withstand-un- aided by the sand-rock on its down-stream side-pressure due to a great head of water. The occupation of about two-thirds the width of the stream above the crest of the Falls by the dams and other works of the water-power companies chartered in 1857, forcing the greater part of the flood vol- umes of the river through a width of 450 feet, narrowing down to 360 feet, and through a fall of 45 feet to act upon the river bed at the foot of the Falls accelerated the rate of recession of the crest prior to the completion of the apron, and renders the work of protection at the present time difficult and expensive. The officer in charge, after stating his opinion that the best plan to se- cure the preservation of the Falls would consist in the removal of most, if not all, the mill-dams from the bed of the stream, extending the roll- ing-dams from bank to bank, and largely extending the apron-work, estimates that should the Government adhere to the present project of exterior protection the cost of repairs and extensions immediately nec- essary would be $210,000, of which amount $150,000 could be expended in the fiscal year ending June 30, 1888, toward extending the main apron along the front of Farnham and Lovejoy's mill-pond, protecting this front so far as necessary, removal of a portion of the point of rocks from the river, near the lower end of the pond, in order to reduce the eddy, repairing the main apron and east apron, continuing the line of submerged cribs across the bed of the river at the toe of the apron, and for general repairs. The total amount expended under the present project (including in this the appropriation of $10,000 for a log sluice by act of Congress ap- proved March 30, 1879) to June 30, 1886, including outstanding liabil- ities, is $414,985.29. July 1, 1885, amount available..--..-.-..--..--- ------....-..--..----..-----.... -.........--...--.....- $459 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......-................... $357 75 July 1, 1886, outstanding liabilities.--......................... -86 83 444 58 July 1, 1886, amount available..----......................----.. -----............ 14 71 SAmount (estimated) required for project........................---------------------------....... Submitted in compliance with requirements of section 2 of river and 210,000 00 harbor acts of 1866 and 1867. (See Appendix Y 1.) 2. Mississippi River above Falls of Saint Anthony, Minnesota.-The present project, adopted in 1880, consists in improvement of the river mainly between Aitken and Grand Rapids, a distance of 165 miles, by removal of snags, bowlders, bars, and leaning trees from the channels, and construction of wing-dams where necessary to afford 3 feet depth during low-waer stage. The cost is based upon the results of a survey in 1874, the estimate for improving the extent of river from Conradi's Shoals to Grand Rapids, 252 miles, including the stretch from Aitken to Grand Rapids, being placed at $54,127.50. The last appropriation RIVER AND HARBOR IMPROVEMENTS. 257 for this improvement was that of $10,000 by the river and harbor act passed August 2, 1882. No work was done upon the channels during the past fiscal year for want of funds. Total expended under the present project to June 30, 1886, including outstanding liabilities, $34,998.10. Before improvement commenced in 1880, the stream between Aitken and Grand Rapids was so obstructed that at low, and even high, stages of water, navigation was difficult and at times almost impossible for steamers of lightest draught. There is now a general depth in the im- proved channels of 3 feet at low water, and the three completed reser- voirs at the headwaters of the Mississippi River above Grand Rapids may be relied upon henceforth to provide sufficient depth for the steam- ers which carry passengers, supplies, and freight to the settlements and lumbermen's camps above Aitken; but there are many snags, leaning trees, bowlders, and gravel-bars yet remaining to be removed, as they contract the channels and thus interfere with the movement of steamers at any stage of water. Prior to the adoption of the present project the sum of $45,000, ap- propriated by acts of Congress June 23, 1874, and August 14, 1876, had been expended between the Falls and Saint Cloud, 76 miles above the Falls, in the removal of sand, gravel, and bowlder-bars, and construc- tion of wing-dams. But steamboat navigation having discontinued upon that stretch of river, the present project was adopted, as already stated, in 1880. The sum of $15,000 asked for the fiscal year ending June 30, 1888, is to be expended in continuing removal of obstructions to navigation between Aitken and Grand Rapids. July 1, 1885, amount available ......................................... $251 90 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $246 33 July 1, 1886, outstanding liabilities .......................... 3 67 250 00 July 1, 1886, amount available .............-............. ........ 1 90 Amount (estimated) required for completion of project, viz, improve- ment between Grand Rapids and Conradi's Shoals-- ...................- 19,127 50 Amount that can be profitably expended in fiscal year ending June 30,1888 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 2.) 3. Construction of lock and dam on Mississippi River at Meeker's Island, Minnesota.--The project for this work is given in the report of the Chief of Engineers for the fiscal year ending June 30, 1874, and the cost esti- mated- at $922,121.46, the object being to connect with the improvement of the Mississippi River below Saint Paul, so as to secure steamboat navigation up to the Falls of Saint Anthony. No improvement of the river between Saint Paul and the site of the proposed lock and dam has been authorized by Congress. The act approved July 23, 1868, made a grant of 200,000 acres of pub- lic lands to the State of Minnesota to aid in constructing a lock and dam at this point in accordance with plan and estimate previously sub- mitted. 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 thousand dollars : Provided, That all rights and claims in and to said land grant made 17 a 258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. to the State of Minnesota for the above work by act approved July twenty-third, eighteen hundi~d and sixty-eight, shall be fully relinquished to the United States before any of .this appropriation is expended. None of this appropriation has been used, the required relinquish- ment not having been made, and the appropriation has been lying un- used for thirteen years. No appropriation is asked for the fiscal year ending June 30, 1888. July 1, 1885, amount available, subject to conditions in act .............. $25, 000 00 July 1, 1886, amount available, subject to conditions in act --.............---. 25,000 00 SAmount (estimated) required for completion of existing project-.....-.. 897,121 46 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 3.) 4. Chippewa River, Wisconsin.--This work consists in the construction of dams and jetties to confine the low-water volume to a practicable channel, and in revetment of caving bends, between Eau Claire and the mouth of the river, a distance of 57 miles. The project was adopted in 1876, and its cost, based upon the results of an examination in 1875, was placed at $75,790; revised estimates in 1883, however, brought the cost up to $132,476.35. Work on the improvement, during the past fiscal year, was limited to some needed repairs to the west jetty at the mouth of the river, the balance of funds available from the appropriation of 1884 only sufficing for small repairs. Expended to June 30, 1886, including outstanding liabilities, $97- 380.13. Wherever dams and jetties have been constructed the low-water chan- nel has been benefited, a depth of 3 feet being generally maintained where, before improvement, the depth seldom exceeded 18 inches. The improvement has been principally confined to the 16k miles of river be- tween the mouth and Durand. The jetties at the mouth of the river have been of great benefit to raft and steamboat navigation in securing a stable channel of sufficient depth where, before improvement commenced, there was a broad bar intersected by shallow, shifting channels passable with difficulty at times of low water by rafts and steamers. A number of shoals between Durand and the mouth yet need im- provement. Improvement of the channel at Shaw's Rapids, Eau Claire, is much needed, the flood of September, 1884, having almost obliterated .the old channel at that point. The sum of $30,000 asked for the fiscal year ending June 30, 1888, to be expended in furtherance of the plan of improvement from the mouth to Eau Claire, including Shaw's Rapids. July 1, 1885, amount available . ............... . .. $1, 710 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .................... .... $1, 074 76 July 1, 1886, outstanding liabilities .... ............. . . 16 00 1,090 76 July 1, 1886, amount available................. ...................... 619 87 Amount appropriated by act approved August 5, 1886 ................... 18,750 00 Amount available for fiscal year ending June 30, 1887 .................. 19, 369 87 (Amount (estimated) required for completion of existing project ........ 15, 726 35 Amount that can be profitably expended in fiscal year ending June 30,1888 15,750 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 4.) RIVER AND HARBOR IMPROVEMENTS. 259 5. Chippewa River, at Yellow Banks, Wisconsin.-The object of this work is to prevent erosion of the high sand-banks or bluffs on the Chip- pewa River below Eau Claire and thereby relieve the channels of this river and of the Mississippi below the junction of the two streams from the masses of sand contributed by those banks. The project for improvement was adopted in 1883 following an appro- priation of $30,000 for the work by act of Congress passed August 2, 1882. The estimated cost of the work, based upon the results of a sur- vey reported upon January 30,1875, was originally placed at $64,102.50. The estimate, however, as revised June 30, 1883, was increased, it hav- ing been found from experience as the work progressed that the cost per linear foot of protection was about $4, thus making the cost of pro- tecting the 24,000 linear feet of banks $96,000. The protection work consists of revetment of piles, brush, and sand at foot of slopes. Linear feet. Banks protected since commencement of work .......--.... ................ 4,969 Banks partially protected since commencement of work..................... 3,145 Banks upon which no work has been done ...... ..... -- .... ...... 15, 886 .. ...... Total expended on the project to June 30, 1886, including outstanding liabilities, $29,745.16. No work of protection was done during the past fiscal year for want of funds. The sum of $30,000 asked for the fiscal year ending June 30, 1888, to be expended in completing the work at Waubeek, Rumsey's, and Mary Dean banks. July 1, 1885, amount available.. ........ ......... .................. $296 59 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .....---- ............... $37 75 July 1, 1886, outstanding liabilities ...... ................... 4 00 41 75 July 1, 1886, amount available................................................ .... .. 254 84 ( Amount (estimated) required for completion of existing project........ - 66,000 00 Amount thatcan be profitably expendedin fiscal yearending June30,1888 15, 000 00 Submitted in compliance with requirements of section 2 of river and l harbor acts of 1866 and 1867. (See Appendix Y 5.) 6. Saint Croix River, below Taylor's Falls, Minnesota and Wisconsin.- The original project, adopted in 1878, was based upon the results of a sur- vey made in 1874, when the Saint Croix was at a high stage of water and comparatively few obstructions visible. Estimated cost, $21,758. The project, which was followed until 1880, resulting in lessening the difficulties of navigation, contemplated removal of obstructions from the channels between Taylor's Falls, Minnesota, and Prescott, Wis. Expended under this project, $18,000. The present project, adopted in 1880 and modified as to cost in 1882, consists in the removal of snags, bowlders, wrecks, leaning trees, and sand-bars from the channel between Taylor's Falls and Prescott, and the contraction of the low-water channel into one of nearly uniform width, especially at the bars and crossings, by means of jetties of brush and stone and dams of same material to close island chutes and sec- ondary channels. Estimated cost, $83,450. During the fiscal year the training-wall across the bar at Hudson was extended 165 feet, and 758 feet of the wall were protected against scour with brush, stone, and gravel, and 3,000 cubic yards of material were re- 260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. moved from the improved channel at Catfish Bar. These bars are below Stillwater. The work, since the adoption of the present project, has resulted in a least depth of 3 feet on the improved bars above Stillwater, and 5 feet on the bars below that place. It may be said of the work done that at many places navigation has been made permanent where formerly it was uncertain, and that in other places it has been made practicable, where before improvement commenced it was impossible. Expended under the present project to June 30, 1886, including outstanding lia- bilities, $56,588.42. Some bars above Stillwater yet require improvement. Below Still- water the wall at Hudson Bar should be extended, and the lower part of the improved channel dredged; and a brush dam should be built out from the right bank at Catfishs Bar, to maintain the improved channel at that point. These channels are depended upon for the heavy steam- boat and lumber-rafting business of Stillwater. The sum asked for the fiscal year ending June 30, 1888, to be expended iAi furtherance of the existing project, and principally at Hudson and (latfish bars, and in repairs to and extension of the revetment at Kelly's Tsland, where a diversion of the channel has been threatened for sev- eral years past. July 1, 1885, amount available ...................................... $2, 882 68 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ........................ $2, 450 28 July 1, 1886, outstanding liabilities ........................ 20 82 2, 471 10 July 1, 1886, amount available ........................................ 411 58 Amount appropriated by act approved August 5, 1886 .... ................ 7,500 00 Amount available for fiscal year ending June 30, 1887 ................... 7, 911 58 ( Amount (estimated) required for completion of existing project ........ 19, 000 00 Amount thatcanbeprofitably expendedii in fiscalyear ending June 30,1888 19,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 6.) 7. Minnesota River, Minnesota.-Forwant of funds no work for im- provement was done during the past fiscal year. The last appropriation for this stream was $10,000, made by the river and harbor act of Coh- gress approved June 18, 1878. The original plan for the improvement of the Minnesota River was based upon the results of an examination made in 1866. Two plans were considered. viz, one to provide for 4 feet of water from the mouth to the Yellow Medicine River by means of locks and dams, at cost of $775,500; the olher to secure 2 to 3 feet of water throughout the same distance by removal of snags and bowlders in addition to the construc- tion of a lock and dam at Little Falls'and the operation of a scraper and dredge-boat, at a cost of $117,000. Following this report and also a re- port made in accordance with requirement of section 2, of act approved June 10, 1872, Congress appropriated in all $77,500, which was applied to removal of snags, bowlders, and overhanging trees between Minne- sota Falls and Mankto. By act of Congress approved June 23, 1874, an appropriation of $10,000 was made "for the survey or improvement of the Minnesota River." This sum was applied to a survey from the mouth of the river to South Bend, 116.4 miles, to determine the practicability of improve- ment by means of canals, lock, and dams. The survey proved the pos. RIVER AND HARBOR IMPROVEMENTS. 261 sibility of lock and dam navigation for the distance passed over, the es- timated cost being- For five locks and dams. _.............. ........................... $699,283 53 And for removal of snags, &c...................... ................ 34,585 10 Total ..---....-...... ....-------....--.... ----........................... 733, 868 63 Following the report of this survey, upon which is based the present plan of improvement, so far as removal of obstructions is concerned, Congress appropriated $30,000 for the stream by acts of 1875,1876, and "1878, which sum was applied to clearing the river of obstructions below South Bend. The result of the work was to clear of obstructions long stretches of the river. Little or no use, however, was made of the improved chan- Aels, there being no steamboat navigation of importance on the river. No appropriation is asked for the year ending June 30, 1888. There has been expended upon the present project of improvement to June 30, 1886, including outstanding liabilities, $29,967. July 1, 1885, amount available..................... .......... ...... $42 00 July 1, 1886, outstanding liabilities ..................................... 9 00 July 1, 1886, amount available ...... .......... ......- .............. 33 00 (See Appendix Y 7.) 8. Red River of the North, Minnesota and 1)akota.-The present, which is also the original, project for the improvement of this river from Breckenridge to the northern boundary line, adopted in 1877 and amended as to cost in 1883, consists in removal of snags, leaning trees, and bowlders, and in dredging channels through the bars. Esti- mated cost, $179,310.18. During the past fiscal year dredging was con- tinued to a point 47 miles by river below Grand Forks, 3,950 linear feet of channels having been excavated through the bars, the work cover- ing 15 miles in extent of river. The first work of improvement was done in 1877. The total of work to date may be briefly summarized as follows: Number of miles over which work has been done, including dredging, removal of snags, bowlders, &c... .......... ....... ............ 275 Number of miles passed over by dredges............ .................. 127 Number of channels cut by dredges...... .... .............. 101 Tumber of cubic yards of material excavated. 334,179 otal linear feet excavated............................................. 36, 725 Total linear feet of dams constructed of excavated material........ ...... 63, 500 Number of leaning trees removed................................. ...... 8, 878 Number of snags removed ............ ............ ..... ...... ......... 604 Number of cubic yards of bowlders removed............ ............... 321 Number of piles removed-------............--....--------...... ..-------.......------------------- 16 Sunken barge removed..........--- ---......--------....--......---........-------------- 1 Before work of improvement commenced the ruling depth on the bars between Moorhead and the head of Goose Rapids at low water was 1I feet; and below Grand Forks 2 feet, and the channel between Moor- head and Breckenridge was much obstructed by snags and leaning trees. Since commencing the work of improvement a least depth of 3 feet at low water has been secured for 80 miles below Moorhead, and of 4 feet for 47 miles below Grand Forks, and no difficulty is now experienced over those improved portions of the river by boats loaded for those depths. In addition, snags and other obstructions have been removed from the channels for /76miles above Moorhead to the improvement of navigation at high and medium stages of water 262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The improvement has resulted in largely increasing facilities for mov- ing grain and merchandise. Total amount expended on the project to June 30, 1886, including out- standing liabilities, $122,149.97. July 1, 1885, amount available......----....---------..........................- $5, 571 85 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..........------------------------..--..----------................ ------ 4,721 82 July 1, 1886, amount available--...... ...... --....-...... ....- - .... ----- ....--- ....--.... 850 03 Amount appropriated by act approved August 5, 1886 ................... *46,947 65 Amount available for fiscal year ending June 30, 1887 .... 47,797 68 --........... SAmount (estimated) required for completion of existing project-------....... 56, 310 18 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 8.) 9. Constructing lock and dam at Goose Rapids, Red River of the North, Minnesota and Dakota.--The original estimate for this proposed work, 1877, was $219,287.99. Object to overcome the fall at the worst ob- structions near the head of the rapids, so as to connect with the pro- posed dredging improvements of the river above and below the rapids. The acts March 3, 1881, and August 2, 1882, appropriated a total of $50,000 for the work. This sum being small in proportion to the proba- ble cost of the work, and more detailed information in regard to the en- tire extent of rapids than was at hand being needed, a survey was made during the season of 1883, in order that a close estimate of the cost of improvement might be available for consideration. The report of the survey, which was transmitted to the House of Representatives March 12, 1884, presented three plans, with estimates of cost, as follows: 1. Lock and dams at Buffalo Neck and Isabella Island, and necessary dredging----.--......----...........-----...---............................-----------------------------.... $481,128 2. Lock and dam at Buffalo Neck, and necessary dredging ............... 274, 128 3. Dredging the bars on the rapids and utilizing the dredged material for dams, training-walls, &c----.......................................-- 30,000 The report suggested the advisability of substituting an improve- ment by dredging for that by locks and dams, and the consideration of the advisability of rendering the appropriations already made available for the work of dredging. Should, however, the improvement by a lock and dam with dredged approaches (cost $274,128) be decided upon, the sum of $100,000, in addition to the sums already appropriated, can be profitably expended during the fiscal year ending June 30, 18887 in pre- liminaries, excavation, foundations, &c. Amount expended (in examinations) to June 30, 1886, is $3,052.35, which also is the total amount expended. There are no operations to report for the year ending June 30, 1886. July 1, 1885, amount available.......... .............. .................. $46, 947 65 t46, 947 65 July 1, 1886, amount available.........--......--------........----....---....... Amount (estimated) required for completion of projected lock and dam, &c. 224,128 49 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 9.) * The river and harbor act of August 5, 1886, directs that the money heretofore ap- propriated for locks and dams on this river be made available for the continuation of the above improvement. t The. river and harbor act of August 5, 1886, directs that the above "amount available" be applied to clearing the river of obstructions. RIVER AND HARBOR IMPROVEMENTS. 263 10. Reservoirs at headwaters of Mississippi River.-The object of the reservoirs is to collect surplus water, principally from the precipitation of winter, spring, and early summer, to be systematically released, so as to benefit navigation during the season of drought upon the reaches of the several streams below the dams, and also upon that of the Mis- sissippi below Saint Paul. This project may be said to have been adopted in 1880, following an appropriation by Congress for the work by act of June 14, 1880. The system, as originally reported upon, pro- vided for 41 reservoir dams in Minnesota and Wisconsin, at an esti- mated first cost (omitting that of land, &c., damages) of $1,809,083. No benefit of consequence can accrue to the navigation of the Mis- sissippi River below Lake Pepin unless the entire system of dams be built. During the fiscal year construction of the dam on Pine River at the outlet of Cross Lake progressed. The dam will probably be completed by the latter part of August. The reservoir created by this dam has a capacity of 7,000,000,000 of cubic feet. In addition to the Pine River reservoir dam are three dams completed in 1884, viz: At Lake Winnibigoshish, Leech Lake, and Pokegama Falls. During the low-water season of 1885 the volume of water discharged from the reservoirs created by these dams undoubtedly added from 1 foot to 18 inches to the depth of the Mississippi River at Saint Paul for seventy days. Expended to June 30, 1886, including outstanding liabilities, $568,521.31, which amount includes that awarded to Indians for damages. The officer in charge calls attention to the numerous private dams at the headwaters of the Mississippi River and its tributaries erected by lumbermen in order to impound water for log-driving, many of the dams being closed from July to the April following, thus depriving the Mississippi of water when it is most needed, the impounded water being liberated in the spring for driving purposes, when the river does not generally need an increase in volume of water. He recommends that the system of reservoirs on the Mississippi River above Minneapolis be completed before extending it in other directions, in order that a full test of the project may be made, and recommends increasing the lift of Pokegama Reservoir by 2 feet, and a survey of Sandy Lake and River with a view to converting the lake into a reservoir. The sum of $29,500 asked for the fiscal year ending June 30, 1888, to be expended in care and maintenance of dams built, increasing the lift of the Pokegama Reservoir, in survey of Sandy Lake and River, and in securing the title, for reservoir purposes, to about 400 acres of low lands below the Pokegama Reservoir. July 1, 1885, amount available......- ........................ .......... $65, 256 87 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......---...... ........... 46, 584 92 July 1, 1886, outstanding liabilities........................ 2,193 26 .48, 778 18 July 1, 1886, amount available....--------........----------------------------............ 16, 478 69 Amount appropriated by act approved August 5, 1886.................. ----------------- 37, 500 00 Amount available for fiscal year ending June 30, 1887.--------........------........ 53,978 69 ( Amount (estimated) required for completion of existing project...... 1,186, 583 50 Amount that can be profitably expended in fiscal year ending June 30, 1888......--------- ----------------------- --- ....---......--- ........................--------....--. 29,500 00 Submitted in compliance with requirements of section ? of river an4 k harbor acts of 1866 and 1867. (See Appendix Y 10.) 264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Surveys for reservoirs at the sources of the Mississippi, Saint Croix, Chippewa, and Wisconsin rivers.--The officer in charge reports that if the reservoir work now begun in Minnesota at the headwaters of the Mississippi River is to extend to the Saint Croix, Chippewa, and Wis- consin rivers, it will be necessary, in order to meet questions constantly arising as well as to be enabled to make close estimates of cost of dams, &c., to continue hydrological observations, borings, and contouring of proposed dam-sites. The funds available for these surveys in 1878 and 1879 were not sufficient for a thorough examination of all the region with reference to flowage, so that in estimating areas of land liable to overflow from creation of reservoirs, large margins were necessarily taken, on the side of safety. He estimates the cost of examinations for one year at $50,000. There having been no appropriation for such work during the past fiscal year, nothing was done under this head. Amount (estimated) required for completion of existing project...,.-- $50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Y 11.) IMPROVEMENT OF TENNESSEE AND CUMBERLAND RIVERS, AND OF CERTAIN RIVERS IN EASTERN TENNESSEE AND KENTUCKY. Officers in charge, Maj. W. R. King, Corps of Engineers, to March 20, 1886; since which date Lieut. Col. J. W. Barlow, Corps of Engi- neers. 1. Tennessee River.-(a) Abave Chattanooga.-Thissection, from Chat- tanooga to Knoxville, a distance of 189 miles, is navigable the greater part of the year. The obstructions are principally rock-reefs, gravel and sand bars, &c. The present plan of improvement consists of blasting a channel through the reefs, reducing the bars, and building wing-dams to con- tract the water-way, so as to secure a depth of 3 feet at low water. No work was done during the fiscal year. Active operations were suspended in October, 1884. The total amount expended to June 30, 1886, was $218,442.86, which has resulted in the permanent improvement of many of the principal obstructions, and in giving safer navigation and an increased depth of water over the shoals near Knoxville. The appropriation of August 5, 1886, now made available, and the amount herein asked for can be profitably expended in continuing the work under the existing project, and in repairing and extending the dams already built. July 1, 1885, amount available . . ... $149 64 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .----..... ---.... --...... ..--.....----. $67 39 July 1, 1886, outstanding liabilities --. ...... ...... 25 11 " 92 50 July 1, 1886, amount available .................. .... .... ... ............ 57 14 Amount appropriated by act approved August 5, 1886................... 7, 500 00 Amount available for fiscal year ending June 30, 1887 -........... ----...... --- 7,557 14 r Amount project........ (estimated) required for completion of existino Amount that can be profitably expended in fiscal 74,000 00 yearending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 1.) RIVER AND HARBOR IMPROVEMENTS. 265 (b) Below Chattanooga.-This section of the river is about 456 miles in length. In its original condition from Chattanooga to Brown's Ferry, 162 miles, it was obstructed by reefs, bars, &c., and had about 3 feet of water in channel for nine- months in the year; thence to Florence, 39 miles, including the Muscle Shoals obstructions, not navigable. From Florence to mouth of river, 255 miles, there were the usual surface ob- structions, with numerous shoals, having navigable pools between them. The present project consists in building a canal, 14J miles long, 70 feet to 120 feet wide, and 6 feet deep, around the Big Muscle Shoals, having nine locks, each 300 feet long between gates, and 60 feet wide, and an aqueduct, 900 feet long and 60 feet wide, over Shoal Creek; in constructing a canal, 1 miles long, with two locks, around Elk River Shoals, and in blasting a channel through the bed-rock and building wing-dams at Little Muscle Shoals; in improving the most dangerous obstructions above Decatur and below Florence. The total amount expended to June 30, 1886, was $2,689,839.74, which has resulted in the improvement of the river as follows: The Little Muscle Shoals work, as modified, is practically completed; a channel 24 miles long has been cut through the rock-bed and necessary wing- dams built. At the Big Muscle Shoals the nine locks are completed, and all the lock-gates except the drop-gates of Locks No. 5 to No. 9 are built. The lower gates of Locks No. 1 to No. 8 are erected, and those of Lock No. 9 are framed and drilled. The upper gates of Locks No. 1 to No. 4 are in position. The masonry of the Shoal Creek Aqueduct is completed, and all the supporting beams are in position, and the drilling and riveting of the:steel bottom-plates well advanced. Several permanent bridges and dry rubble protection-dams have been built. The canal- trunk is approaching completion. At the Elk River Shoals the channel excavation is completed; the masonry of both locks is nearly finished; all the gates are built, and on one lock are placed in position; the excavation of the canal-trunk is well under way. Several of the most serious obstructions, above Decatur and below Florence, have been greatly improved by the work done at various times since 1868. The appropriation now available, and the amount herein asked for, can be profitably expended in completing the work of opening the Muscle Shoals Canal to navigation, and in improving the channel below Chattanooga, at the Bridgeport Bar, Tuscumbia Shoals, Colbert Shoals, and other points, also in removing surface obstructions below Florence, Ala. July 1, 1885, amount available ........................................ $120,506 28 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ................... $105, 664 30 July 1, 1886, outstanding liabilities ....................... 9,181 72 114,846 02 July 1, 1886, amount available ................................ ..... 5, 660 26 Amount appropriated by act approved August 5, 1886.................. 262,500 00 Amount available for fiscal year ending June 30, 1887................. 268,160 26 I Amount (estimated) required for completion of existing project...... 1,175,000 00 Amount that can be profitably expended in fiscal year ending June ( 30, 1888-......... ......... .................. .....--............ 500, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867, (See Appendix Z 1.) 266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Cumberland River, Tennessee and Kentucky.-Some work was done by the States of Tennessee and Kentucky about fifty years ago, but without permanent beneficial results. (a) Below Nashville, 192 miles.-The project for improving this sec- tion consists in deepening and widening the channel through rock-reefs and gravel-bars, removing snags, bowlders, &c., and building riprap dams, so as to secure a lengthened season of navigation. A small working force was employed for a few weeks in clearing the channel between Elk Creek and Line Island, but operations were sus- pended September, 1885, the available funds being exhausted. The entire amount expended to June 30, 1886, was $242,359.26, and has resulted in lengthening the season of safe navigation and an im- proved channel for steamboats drawing 31 or 4 feet of water, and per- mitting light-draught boats to run during the low-water season. The amount herein estimated for can be profitably expended in con- tinuing the work of improving the lower Cumberland, including the bat at its mouth, in accordance with the present project. July 1, 1885, amount available..........--....--....---....--...-----..--......-----.... $1, 588 77 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885------......................... $1, 303 34 July 1, 1886, outstanding liabilities.....----.... ......-- ...-- .... 144 69 1,448 03 July 1, 1886, amount available .................... ...... .......... 140 74 Amount appropriated by act approved August 5, 1886----------...........--..-..---------. 12,500 00 Amount available for fiscal year ending June 30, 1887 .--- -..................------ - --- 12, 640 74 SAmount (estimated) required for completion of existing project ........ Amount that can be profitably expended in fiscal year ending June 30, 1888 93,000 00 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 2.) (b) Above Nashville, 335 miles.-This section now extends from Nash- ville to the head of Smith's Shoals. Prior to 1884, the river above Nashville was provided for in the river and harbor acts, under four distinct heads, making an aggregate appro- priation of $281,000, all of which has been expended, and has resulted in securing a greatly improved channel, with a lengthened season of navigation, and an increased depth of from 6 to 8 inches of water on the principal obstructions. The present project consists of building locks at the worst obstruc- tions and dikes upon the sections least obstructed, thus seeking to se- cure the benefits of both systems, with an expenditure much less than would be obligatory for a complete system of locks. The amount expended under this plan has amounted to $39,601.75, which has been applied to the improving of the shoals at Upper Nash- ville Island, by excavation and spur-dams, and in quarrying stone for dams at Priestly's Shoals, an obstruction about 7 miles above Nashville. The funds that are now available and the amount herein asked for can be profitably expended under the existing plan in channel work and in building locks, beginning with the lowest lock near Nashville. The engineer officer in charge suggests the advisability of such a sub- division of future appropriations for the river above Nashville as will enable operations to be carried on simultaneously at either end of the proposed system of locks and dams, with a view to giving to each sec- tion, as the work progresses, the benefits of an improved navigation. RIVER AND HARBOR IMPROVEMENTS 267 July 1, 1885, amount available.. $29, 060 35 July 1, 1886, amount expended during fiscal year, exclusive ofr liabilities outstanding July 1, 1885.................... $17,491 44 July 1, 1886, outstanding liabilities ........................ 1,170 66 18,662 10 July 1, 1886, amount available.................. ...................... 10, 398 25 Amount appropriated by act approved August 5, 1886................. 75,000 00 Amount available for fiscal year ending June 30, 1887 .................. 85, 398 25 Amount (estimated) required for completion of existing project ..... 3,952,922 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 ............................ ......-----------------------------------.....----------...........-----....... 400,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 2.) (c) Above the mouth of Jellico, Kentucky, 110 miles.-No work has been done on this section since 1882, for the reason given in former reports. The total amount expended on this section is $10,000, which has re- sulted in clearing the channel below Pineville of snags, bowlders, and overhanging trees, and reducing gravel-bars, &c. The principal obstructions remaining are 11 mill-dams, and until these are removed or modified no further work can be done to advantage. A list of these dams is given in Annual Report of Chief of Engineers, 1883. July 1, 1885, amount available......................................... $5, 361 56 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.... .......................................... 361 56 July 1, 1886, amount available .......................................... 5,000 00 SAmount (estimated) required for completion of existing project.... Submitted in compliance with requirements of section 2 of river and 40, 000 00 harbor acts of 1866 and 1867. (See Appendix Z 2.) 3. Hiawassee River, Tennessee.-This river is a tributary of the Ten- nessee. The natural channel is chiefly obstructed by bowlders and rock-bars. The overhanging trees falling in during the flood season form snags, and require work from year to year to keep the channel free from these surface obstructions. The present plan is to secure a clear channel 40 feet wide and 2 feet deep at low water, from the mouth of the river to Savannah Ford, the head of navigation, about 33 miles. Work was begun in the channel in August, and continued until Oc- tober, when high water stopped operations. The total amount expended to June 30, 1886, is $30,367.72, and has resulted in obtaining an improved channel throughout the 33 miles, as projected, but many of the shoals require much additional work in the interest of safe navigation. The funds available, and the amount herein asked for, can be profit- ably expended in continuing the work of clearing the channel, building necessary wing-dams, &c. July, 1885, amount available........................................... 2, 631 53 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...... ... .............. $1, 461 51 July 1, 1886, outstanding liabilities .................... 37 74 1,499 25 July 1, 1886, amount available. ---------------------------. ----------- 1,132 28 Amount appropriated by act approved August 5, 1886 .................... 2,500 00 Amount available for fiscal year ending June 30, 1887.. ................. 3,632 28 268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project--------........ $2,500 00 Amount that can be profitably expended in fiscal year endingJune 30,1888 2,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 3.) 4. FrenchBroadRiver, Tennessee.-This river rises in North Carolina, and after a course of 121 miles in Tennessee joins the Holston, about 44 miles above Knoxville, thus forming the Tennessee River. The present plan consists in removing surface obstructions and in building wing-dams, so as to secure a safe channel having 2J feet dur- ing the low-water season as high as Leadvale (90 miles); above that point the river is not susceptible of improvement, except by slack- water navigation. The total amount expended to June 30, 1886, is $21,870.20, which has resulted in securing a greatly improved channel and .the removal of what had been very dangerous obstructions. The work done has given much satisfaction to river-men generally. The amount herein asked for could be profitably expended in con- tinuing the work of improvement as projected. July 1, 1885, amount available.- -. . ....- -- 440 00 $-- July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885......................... $261 29 July 1, 1886, outstanding liabilities..........-... . . 48 91 310 20 July 1, 1886, amount available ...................- ---. ... ..----. 129 80 Amount appropriated by act approved August 5, 1886................... 6,000 00 Amount available for fiscal year ending June 30, 1887.......... .......... 6,129 80 Amount (estimated) required for completion of existing project.... 122,000 00.... Amount that can be profitably expended in fiscal year ending June 30,1888 20, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 4.) 5. Clinch River, Tennessee.--This river, about 400 miles long, rising in Virginia, is a tributary of the Tennessee River, and has a course in Tennessee of about 230 miles. The plan of improvement consists in excavating a clear, wide chan- nel through the ledges and gravel-bars, securing at ordinary low water a depth of 2 feet to Clinton, 70 miles, and at 11 feet from Clinton to Walker's Ferry, 75 miles; above this point some excavation was done a few years ago in clearing and deepening the channel. The total amount expended to June 30, 1886, is $20,963.43, and has resulted in securing a greatly improved channel at some of the most dangerous obstructions, and navigation made safe at a stage of water from 2 to 3 feet lower than before the work was begun. The improvement is practically permanent, and river-men express satisfaction therewith. The amount herein asked for can be profitably expended in continu- ing the work as projected. July 1, 1885, amount available.------------. ---- --------------. --------- $110 15 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..--................... $27 66 July 1, 1886, outstanding liabilities.... .......... .-- 45 92 73 58 July 1, 1886, amount available.. -... ..............-- - - - ..-- ... 36 57 Amount appropriated by act approved August 5,1886..- .....-.---. . 5,000 00 Amount available for fiscal year ending June 30, 1887...................-- 5, 036 57 RIVER AND HARBOR IMPROVEMENTS, 269 SAmount (estimated) required for completion of existing project....... $24,000 00 ) Amount that can be profitably expended in fiscal year ending June 30,1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 5.) 6. Duck River, Tennessee.-This river is a tributary to the Tennessee River, which it enters about 14J miles above Johnsonville. An examination made in 1879 to Centerville, Tenn., about 68 miles, shows that the channel was partly filled, and in some places blocked, by surface obstructions. The present plan is to remove the snags and overhanging trees, re- duce the rock and gravel bars, and build wing-dams where necessary to obtain 3 feet of water, from four to six months of each year. No work has been done since 1883. The total amount expended to June 30, 1886, is $13,000, and has re- sulted in placing the river in fair navigable condition from Cartersville to its mouth. The amount herein asked for can be profitably expended in carrying on the work under the present project, if Congress deems it advisable to complete the improvement. Amount (estimated) required for completion of existing project........ $22,118 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 6.) 7. Caney.ForkRiver, Tennessee.-This stream flows wholly in the State of Tennessee, and is an important tributary of the Cumberland River, which it enters about 120 miles above Nashville. It was examined in 1879 to the head of navigation at Sligo Ford, about 80 miles from its mouth. The obstructions were found to be gravel-bars, snags, and overhanging trees, with a crooked channel, hav- ing only a few inches of water at many of the shoals, when the river was at a 3-foot stage above low water. The present plan is to clear, deepen, and straighten the channel, by re- moving surface obstructions, building wing-dams, &c., so as to obtain safe navigation for about five months in each year, when this river and the Cumberland are at a good boating stage. No work was done during the fiscal year, the available funds being nearly exhausted. The total amount expended to June 30, 1886, is $16,569.28, which has resulted in obtaining a greatly improved channel, from its mouth to the head of navigation, when the river is at a stage of about 3 feet above low water. The amount herein asked for can be profitably expended in continu- ing the work of improving channel as projected under the existing plan, and in clearing away the snags, logs, &c., that are brought down more or less every year by the heavy floods. July 1, 1885, amount available ...... ......................... ...... $430 72 July 1, 1886, amount available... .... .. .......... .. 430 72 Amount appropriated by act approved August 5, 1886.................. 3,000 00 Amount available for fiscal year ending June 30, 1887 ................... 3, 430 72 [ Amount Amount (estimated) required for completion of existing project........ that can be profitably expended in fiscal year ending June 30, 1888 10,228 00 5, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (Bee Appendix Z 7.) 270 - REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Little Tennessee River, Tennessee.-This stream rises in the Blue Ridge in Georgia, and enters the Tennessee River about 47 miles below Knoxville. An examination was made in 1882 of the lower 13 miles to the mouth of the Tellico River. The obstructions were found to be those common to mountain streams, snags, rock-reefs, bowlders, &c. The present plan is to remove the surface obstructions, and build the wing-dams necessary to obtain at low water a channel 2 feet deep and 40 feet wide, as high as the mouth of Tellico River. No work was done during the fiscal year, no funds being available. The total amount expended to June 30, 1886, is $5,000, and has re- sulted in securing a greatly improved channel, and improving some of the most dangerous shoals. The proposed plan is, however, very far from completion, and the amount asked for can be profitably expended in the manner covered by the existing project. Amount (estimated) required for completion of existing project....... $18, 724 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 5, 000 00 Submittedin compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 8.) 9. South Fork of the CGumberland River, Kentucky.-This stream is a tributary of the Cumberland River, which it enters near Burnside, Ky. The obstructions are chiefly reefs, large bowlders, gravel-bars, &c. The present plan is to improve the channel as far up as the Devil's Jumps, about 44 miles, by removing surface obstructions, excavating rock, and building wing-dams, so as to obtain safe navigation when the river is at a 3-foot stage above low water. No work has been done during the year, the available funds having been nearly exhausted in February, 1885. The total amount expended to June 30, 1886, is $6,867.30, which has been applied in the improvement of the lower river, principally at Sloan Shoals, and in fitting up the necessary boats, &c. If Congress deems it desirable to continue the work of improvement the amount herein asked for can be profitably expended in channel work between the Devil's Jumps and the mouth of the river. July 1, 1885, amount available ............................. ............. $132 70 July 1, 1886, amount available.......................................... 132 70 Amount appropriated by act approved August 5, 1886 ................... 5, 000 00 Amount available for fiscal year ending June 30, 1887.................... 5,132 70 Amount that can be profitably expended in fiscal year ending June 30,1888 10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix Z 9.) IMPROVEMENT OF THE OHIO, MONONGAHELA, ALLEGHENY, AND MUS- KINGUM RIVERS.-OPERATING AND CARE OF DAVIS ISLAND LOCK AND DAM, OHIO RIVER, AND LOCK AND DAM NO. 9, MONONGAHELA RIVER.--CONSTRUCTION OF ICE-HARBOR AT MOUTH OF MUSKINGUM RIVER, OHIO7 AND HARBORS OF REFUGE NEAR CINCINNATI AND AT THE MOUTH OF THE GREAT KANAWHA RIVER. Officer in charge, Lieut. Col. William E. Merrill, Corps of Engineers, having under his immediate orders First Lieut. George W. Goethals, Corps of Engineers, to August 25, 1885, and First Lieut. Lansing H. Beach, Corps of Engineers, from December 1, 1885, to end of fiscal year. RIVER AND ItARBOR IMPROVEMENTS. 271 1. Ohio River.-The general method followed in improving the navi- gation of the Ohio River is to secure additional depths at islands and sand-bars by the construction of low dams closing unused passages or shore dikes confining the water to narrower channels. A snag-boat and two dredges are owned by the United States, and have constant employment during the low-water season in taking out snags and wrecks and dredging away gravel bars that cannot otherwise be re- moved. The first appropriation for the improvement of the Ohio River was made in 1827. The total amount thus far appropriated, including the appropriation of August 5, 1886, is $3,770,479.25. In addition to this, there has been allotted to this river a portion of twenty-three different combined appropriations for the Ohio, Mississippi, Missouri, and Ar- kansas rivers, which aggregated $1,947,000; but the amount thus allot- ted is unknown. An outline of the work carried on during the past year is as follows: Davis Island movable dam.--This dam is 5 miles below Pittsburgh, and forms a pool giving a constant depth of 6 feet above low water in Pittsburgh Harbor. The dam can be lowered to give an open river in high stages of water, and is an experimental structure towards the per- manent improvement of the river by a system of movable dams. The lock was formally opened October 7, 1885, and parts not then completed were finished during the year. The total cost of the work has been $910,000. Dike at Merriman.-Work now under contract; dike to be 2,200 feet long. Has been built to a length of 780 feet. Darm at Black's Island.--A timber apron 500 feet long is to be built below the exposed portion of dam. Work just begun. Dam at Wheeling Island.-Dam 500 feet long, closing channel behind Wheeling Island. Finished, except a few weeks' work at surfacing. Dam at Captina Island.--Nearly completed for a length of 1,700 feet, with 300 feet more yet to be built. Dam at Fish Creek--Partly completed for 1,250 feet. Yet to be built 550 feet. Dam at Three Brothers Islands.-To be 2,500 feet long. Crib-work completed, but 2,000 cubic yards of riprap yet to go in. Dike at Sand Creek.-Extended to its full length of 1,485 feet, but the outer 200 feet not ballasted. A spur-dike 150 feet long has been built out from the shore, 200 feet below main dike, to arrest scour. Dike at Eight Mile.-Finished for a length of 800 feet from the bank, and partly finished for the remaining 1,600 feet. Dike at Rising Sun.-The full length of 2,700 feet of substructure is completed, and also 120 feet of superstructure. Improving Grand Chain.-Underthe project of reducing the width of. the river at the Grand Chain by a series of dikes, two of the three dikes projected have already been built, and the third is now under contract. The substructure of No. 3 is completed for 800 feet and the superstruct- ure partly built for a length of 550 feet. The finished dike will have a length of 3,000 feet. The effect of the scour caused by these dikes is to wash away the sand from the adopted channel and lay bare the patches of rock that have made this part of the river so dangerous to navigation. In con- tinuing the work, efforts will be directed to blasting out and removing' the rock from the channel. The cost of the three dikes to the end of the fiscal year has been $126,438.97. Dredging.-Two iron hull dredge-boats built especially for work on 272 REPORT OF THE CitEP OF ENGCINEERS, tT. S. ARM. the Ohio River, are owned by the United States, but for want of funds both boats remained idle in port at Paducah during the year. Snagging.--After being lengthened 45 feet, the snag-boat E. A Wood- ruffcame off the docks at South Saint Louis, August 28, and began her season's work August 30, 1885. She worked over the whole length of the river from this time until December 13, when she went into winter quarters at the mouth of the Kentucky River. During the season 513 snags and 3 rocks were removed and 47 wrecks were wholly or partly taken out or destroyed. Levee at Jefersonville, Indiana.-The building of this levee has been carried on under a provision in the river and harbor act approved July 5, 1884, allotting "fifty thousand dollars, or as much thereof as may be nec- essary, for the improvement of navigation of the river at Jeffersonville and the protection of the Government property." The approved pro- ject was the construction of a levee 5,818 feet long on the river front of the town of Jeffersonville. This levee is practically completed. A small amount of grading and paving is yet required where the levee is crossed by Meigs avenue, Fulton street, and Mechanic street. The cost of the work to the end of the fiscal year has been $45,255.74. Removing obstructions at mouth of Licking River.-This obstruction consists of a limestone ledge, across which there is only about one foot depth of water in low stages of the river. As there is deep water for 2 miles up the Licking, it is proposed to cut a channel through the ledge, giving Ohio River boats access to the many manufacturing estab- lishments along the banks of the Licking not now accessible by boats in low water. The cut will be about 1,500 feet long, 200 feet wide, and 4 feet deep at low water. The estimated cost of the work is $75,000. Amount required to complete project, $56,250. July 1, 1885, amount available............................... .....-- ... $395, 760 19 July 1, 1885, allotment for improving falls of the Ohio....... $6, 219 47 July 1, 1886, amount expended during fiscal year, exclusive - - -...- of liabilities outstanding July 1, 1885-- ...... -....... - - - -- - - 303, 400 85 July 1,1886, outstanding liabilities....................-...... 32, 317 82 341,938 14 July 1, 1886, amount available... ............................. .... 53, 822 05 Amount appropriated by act approved August 5, 186......... .......... 375, 000 00 Amount available for fiscal year ending June 30, 1887 .................. 428, 822 05 T Amount that can be profitably expended in fiscal year ending June 30, 1888 ....................-----...----. ......----......-----........------....--..-----------.... - 600,000 00 ----.... Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A A 1.) 2. Operation and care of Davis Island Dam, Ohio River.-The lock and dam were opened October 7, 1885, and have since been in regular use. Some delay has been experienced in working lock gates on ac- count of the breakage of the wheels supporting them. It has been found desirable to have more power for moving the gates, and to make use of steam-power for maneuvering wickets of dam. The number of steamboats, barges, and miscellaneous craft that passed through the navigable pass from time of opening, October 7, 1885, to the end of the fiscal year was 14,015. Through the lock, 314. Number of lockages, 83. The total expenses incurred during the year were $8,062.02. Esti- mated expenses for 1886-'87, $12,015. (See Appendix A A 2.) RIVER AND HARBOR IMPROVEMENTS. 273 3. Monongahela River, West Virginia and Pennsylvania.-No work was done on this improvement during the past year, owing to lack of funds. The work undertaken on the Monongahela is the extension of the existing slackwater navigation from the mouth of Dunkard Creek to Morgantown, W. Va., a distance of 14 miles. Two locks and dams are required for this extension; No. 9, the upper, is already built, and No. 8, next below, is now in course of construction, with about two-thirds of the lock masonry completed. Sufficient cut stone is already on hand to finish the lock. The total amount appropriated for this improvement, including the appropriation of August 5, 1886, is $397,900; of this sum $303,275.66 had been expended up to June 30, 1886. The money required for com- pletion is to complete Lock and Dam No. 8, all of which could be ex- pended to advantage during the next fiscal year. July 1, 1885, amount available-.-............................ ......... $3, 724 34 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......---... ..... ............ ..... ......... .. 287 38 July 1, 1886, amount available.-.....-........... ...................... 3, 436 96 Amount appropriated by act approved August 5, 1886 ................... 90,900 00 Amount available for fiscal year ending June 30, 1887-.................. 94, 336 96 T Amount (estimated) required for completion of existing project..... Amount that can be profitably expended in fiscal year ending June 30,1888 30, 376 00 30, 376 00 submitted in compliance with requirements of section 2 of river and l harbor acts of 1866 and 1867. (See Appendix A A 3.) 4. Operating and care of Lock and Dam No. 9, MonongahelaRiver.-New shafts and gear were put in to operate valves for the filling culverts of the lock, and the stony valve was overhauled and adjusted. Face of lock-wall also pointed. The total expenses incurred for the year were $1,064.41". The estimated expenses for 1886-'87 is $1,200. (See Appendix AA 4.) 5. Allegheny River, Pennsylvania.-No funds were available, and no work was done during the past year. Money heretofore appropriated for this river has been expended in removing rocks from the channel and closing low-water chutes behind islands. It is recommended that this work be continued. The estimate given is for this purpose. Work of improvement on this river was begun in 1879. Total amount appropriated, including appropriation of August 5, 1886, is $135,000; ex-pended to June 30, 1886, $104,365.71. July 1, 1885, amount available....... ....... .... ..................... $634 29 July 1, 1886, amount available ................................. ..... 634 29 Amount appropriated by act approved August 5, 1886 ................. 30, 000 00 Amount available for fiscal year ending June 30, 1887.................. 30,634 29 Amount that can be profitably expended in fiscal year ending June30,1888 40,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A A 5.) 6. Dam at Herr's Island, Allegheny River.--The appropriation of $37,500 under act of August 5, 1886, is the first that has been made for this work. The undertaking is designed to form a navigable pool in 18 E 274 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the Allegheny River, opposite the cities of Pittsburgh and Allegheny, by the construction of a lock and dam at the head of the backwater now formed by the D)avis Island Dam. This will give increased harbor fa- cilities for the two cities, and be a material benefit to the whole shipping interests of the Upper Ohio River. Legislation is needed from the State of Pennsylvania, giving the United States the necessary jurisdiction over land required for the structure before any work can be done. It is hoped that this matter will be settled during the coming winter and that the work can be taken up in the spring. The officer in charge calls for the balance of the orig- inal estimated cost of the work, since the whole structure can be advain- tageously put under contract during the next fiscal year. Amount appropriated by act approved August 5, 1886................... $37, 500 00 -.... ( Amount (estimated) required for completion of existing project -- ...-. 115,500 00 Amount that can be profitably expended in fiscal year ending June 30,1888 115,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A A 6.) 7. Ice-harbor at mouth of Muskingum Rtivcr, Ohio.-No money was available for construction, and nothing was done during the year beyond taking care of the property and protecting the work. The work in hand is the construction of a lock to give Ohio River boats access to Pool No. 1 of the Muskingum River slack water when ice is troublesome in the Ohio. The lock is somewhat more than half finished, with sufficient uncut stone on hand to complete it. As the old lock, now used to pass boats to and from the Ohio River, is in bad con- dition, there is an additional demand for the use of the ice-harbor lock by the regular Muskingum River boats. Including the sum contained in the river and harbor act approved August 5, 1886, the total appropriation for this work amounts to $237,500. and the total expenditure to J une30,1886, was $199,988.33. The amount that can be profitably expended during the next fiscal year is the esti- mated amount required to finish the lock. July 1, 1885, amount available ............. ......-..---- .............. $836 63 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..............--------- ........................... 824 96 July 1, 1886, amount available ................ ......................... 11 67 Amount appropriated by act approved August 5, 1886....-. ..........-- . 37, 500 00 Amount available for fiscal year ending June 30, 1887 ................... 37,511 67 Amount (estimated) required for completion of existing project-------- 57,633 37 Amount that can be profitably expended in fiscal year ending June 30,1888 57, 633 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A A 7.) 8. JiMuskingum River, Ohio.-By a clause in the river and harbor act approved August 5, 1886, provision was made for receiving the Musk- ingum River Slackwater Improvement from the State of Ohio, but at. the time when the annual report of Lieutenant-Colonel Merrill was sub- mitted the work had not been turned over to the United States. This slackwater system is now in operation from the mouth of the Muskingum to Zanesville, Ohio, a distance of 81 miles. In this distance there are eleven locks and ten dams, the dam at Zanesville having a RIVER AND HARBOR IMPROVEMENTS. 275 flight of two locks. The lock and dam at Symmes Creek, 4 miles above Zanesville, is out of repair and is not now in use. The locks and dams below Zanesville are nearly all in need of imme- diate repair, and it is estimated that the sum of $200,000 will be re- quired to put them in good condition. This sum could be expended to advantage in the next fiscal year. The sum of $20,000, appropriated by the act of August 5, 1886, together with the balance of the State appro- priation, will be used for operation and care of work whenever its trans- fer to the United States shall have been made. Amount appropriated by act approved August 5, 1886................... $20 000 00 Amount that can be profitably expended in fiscal year ending June30,1888 200,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix A A 8.) 9. Operating and care of Locks and Dams on the iiMuskingum iver, Ohio.-Ii case the Muskingum River Slackwater is received by the United States, as provided for in the river and harbor act approved August 5, 1886, the expenditures for the fiscal year ending June 30, 1888, are estimated at $37,000. (See Appendix A 9.)A 10. Harbor of Refuge near Cincinnati.-A contract for a third dike at Four-Mile Bar, Ohio River, 10 miles above Cincinnati, is still in force. The dike is finished for a length of 500 feet, but has yet to be raised 4 feet over the remaining distance of 2,000 feet. The object of this work is to protect the commerce of Cincinnati dur- ing winter by catching and holding back ice floes, and secondarily to deepen the water on Four-Mile Bar. Two dikes have been completed and the third is now under construction. The amount expended on the work to the end of the last fiscal year, June 30,1885, is $79,843.13. No additional appropriation is asked for this harbor. July 1, 1885, amount available ................ ....................... $19, 466 61 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......... .. .... ...... $16, 309 74 July 1, 1886, outstanding liabilities ........................ 3, 156 87 19, 466 61 Amount appropriated by act approved August 5, 1886..................... 11,250 00 (See Appendix A A 10.) 11. Harborof Refuge atmouth of GreatKanawhaRiver, West Virginia.- The work consisted of the construction of three ice-piers in the Great Kanawha River, a little more than a mile above the Ohio River. Two of the piers are on the right bank, at distances of 4,200 and 6,300 feet from the mouth of the river, and the third is on the left bank, at a dis- tance of 6,600 feet. The piers are rectangular in shape and are built to a height of 29 feet above low water. The three piers are completed and have already proved of great serv- ice to the coal-shippers of the Great Kanawha. No additional funds are required. Total amount expended, $14,831.56. July 1, 1885, amount available.......................................... $10, 081 42 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......................................... .... 9,912 98 July 1, 1886, amount available ................................ ........ 168 44 (See Appendix A A 11.) 276' REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATION AND SURVEY FOR IMPROVEMENTS TO COMPLY WITH REQUIREMENTS OF THE RIVER AND HARBOR ACT OF JULY 5, 1884. It appearing after preliminary examination that the locality was worthy of improvement by the General Government, Lieutenant-Colonel Merrill was charged with and completed the survey of Muskingum River, Ohio, the report on the results of which were transmitted to Congress and printed as House Ex. Doc. No. 48, Forty-ninth Congress, first session. (See Appendix A A 12.) IMPROVEMENT OF THE FALLS OF THE OHIO AND OPERATING AND CARE OF THE LOUISVILLE AND PORTLAND CANAL-IMPROVEMENT OF WA- BASH AND WHITE RIVERS, INDIANA. Officer in charge, Maj. Amos Stickney, Corps of Engineers. 1. Falls of Ohio River, Louisville, Kentucky (Lieut. Col. William E. Merrill, Corps of Engineers, in charge to March 15, 1886).-The present project was adopted in 1883, the object being the enlargement of the upper portion of the Louisville and Portland Canal and widening of the approach thereto, which practically effects a very considerable enlarge- ment of the harbor of Louisville, Ky. The amount expended to June, 30, 1886, was $70,533. The material moved to June 30, 1886, was 158,102.5 cubic yards. The work was done under three contracts. Operations were begun July 9, 1885, and carried on during favorable stages of the river until the end of the fiscal year. Work was suspended for nearly four months by reason of high water and bad weather. The earth, loose rock, and river wall are nearly re- moved from the lower section, and the rock excavation is about half completed to grade. The contractor for the middle section has removed about half the material necessary to clear the rock surface for blasting. Under the three contracts about 245,130.5 cubic yards of material remain to be removed. The appropriation asked for could be applied to building of north wall and continuation of excavation. July 1, 1885, amount available..................................... . ..... $284, 181 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...................... $54, 714 41 July 1, 1886, outstanding liabilities ......................... 12, 017 18 66,731 59 July 1, 1886, amount available ......................................... 217, 449 82 Amount appropriated by act approved August 5, 1886 ................... 150,000 00 Amount available for fiscal year ending June 30, 1887................... 367, 449 82 tAmount (estimated) required for completion of existing project........ 885, 363 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 300, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B B 1.) 2. Indiana Chute, Falls of the Ohio River.-The object of this work was to improve the navigation of the Falls of the Ohio by straighten- ing and deepening the channels of the middle and Indiana chutes, by building guiding-dikes and removing rock obstructions. The amount expended to June 30, 1886, was $100,737.85, with consid- erable benefit to commerce. The work so far is considered a great im- RIVER AND HARBOR IMPROVEMENTS. 277 provement to the chute, but much remains to be done to give the ease and safety to navigation that is required. But little work was done during the year, owing to a high stage of water. The appropriation of $30,000 asked for could be applied to continua- tion of work of rock excavation, repairs of dam, and perhaps a contin- uation of the crib-work, forming a guiding-dike on the north side of the chute. July 1, 1885, amount available. ........ ................. .... .--. $6, 219 47 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885---... ----..........------.................--..............--. 1,957 32 July 1, 1886, amount available.......... ....-.. ............ -....-...... 4,262 15 Amount (estimated) required for completion of existing project....... 150, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 30, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (See Appendix B B 2.) 3. Louisville and Portland Canal (Lieut. Col. William E. Merrill, Corps of Engineers, in charge to March 15, 1886).-During the fiscal year the canal was in operation 321 days; it was closed 41 days on account of high water, and 3 days on account of ice. During the fiscal year 5,057 vessels, representing an under-tonnage of 1,254,342 tons, passed through the canal. The total nnmber of vessels that passed Louisville by canal and river combined was 6,726, repre. senting an under-tonnage of 1,765,497 tons. The work is in fair condi- tion, needing only some minor repairs. The two bridges over the canal were repaired. Small repairs were made to lock-gates and parts of the moving machinery. The dry-dock was put in good order and necessary repairs made to the old dredges and dredge-tender. Three new mud- scows have been built. The new iron dredge hull was received from the contractors, a boiler put in, and the machinery, &c., is being fitted up. Proposals were invited for buil'ding a new tow-boat, and contract awarded and executed May 13, 1886. The work is well under way. The plant for lighting the locks by electricity will probably be pro- cured and placed during the coming year. The total receipts from all sources will amount to $988.31. The estimated amount required for operating and maintaining the canal during 1886-'87 is $82,320. July 1, 1885, amount available on approved project for fiscal year ending June 30, 1886---- ------...........-----..--...--..--------..........--......-----...--------------................ $91,840 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885---- ------.......--..-....---...... $64, 262 75 July 1, 1886, outstanding liabilities. .............. ....-.. 5, 339 39 B B 3.) 69,602 14 (See Appendix 4. Wabash River, Indiana and Illinois (in charge of Maj. A. M. Mil- ler, Corps of Engineers, to April 10, 1886).-Commerce on this river was greatly interfered with by shoals, snags, logs, and leaning timber block- ing the navigable channel. Appropriations for its improvement were first ~made in 1872, and the project adopted was first the construction of a lock and dam at Grand Rapids, near Mount Carmel, at which place the river is completely cut in two at ordinary stages of water, and the removal of certain rock ledges, sand-bars, snags, leaning timber, and the closing of chutes, the idea being to obtain a navigable channel of 3J feet in depth from its mouth up to Vincennes. 278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This river has been separated into two portions in reference to its im- provement, the dividing point being Vincennes, Ind., and appropria- tions were made for each portion. (a) Below Vincennes.-In this portion the principal work was the con- struction of a lock and dam at Grand Rapids, supplemented by the re- moval of obstructions in the channel and the deepening of the water over bars so as to give 3- feet in depth at low water. Previous to July 1, 1880, the appropriations were made to cover the whole river, and up to that time $304,996.19 was expended on the im- provement. Since then and up to June 30, 1884, $88,247.74 was ex- pended on the removal of obstructions, and $7,000 for purchase of land, &c., at site of lock and dam at Grand Rapids. During the fiscal year ending June 30, 1885, $1,756.07 was spent on repairs to New Harmony Dam and removal of obstructions, and $2,824.54 on the lock and dam. During the past year no work except delivery of stone has been done on the river owing to the want of funds. Plant has been laid up under care of watchman. The amount of expenses for fiscal year ending June 30, 1886, was $12,097.29. The appropriation asked for would be applied to the repair of present works and the construction of the lock at Grand Rapids, and protection of bank to prevent cut off at Grayville. July 1, 1885, amount available ......................................... $27, 175 46 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.... .--.....--.............. $12, 097 29 July 1, 1886, outstanding liabilities............ .............. 1, 153 57 13,250 86 July 1, 1886, amount available ......................................... 13, 924 60 Amount appropriated by act approved August 5, 1886................... 69,000 00 Amount available for fiscal year ending June 30, 1887 .................... 82, 924 60 (Amount (estimated) required for completion of works indicated....... 241, 600 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 100, 000 00 z8 ' VBrca7Narer are.?:,zhe old BarC/uamwel gill rr 9 gJuihE 2335 .Tons 'oPf., iAik Stone . N ILI -3 1 us ° 1s1 91 r .15 117 N. 11 If (11 t 1 * 1 S.i All u 13 11 2 o.n9'il-Jdincd &eca'w.'tol'BrecrXwcdez- )(wio oL,3'1 oj0 .x 760 v V'wg'it=~.Jctl. ."1:76 I?' ,. lzwy Us .* / 5 *1&.1 hr 1"a3 11Z~2 1Ll Ar1 Ult./12u. 4%. . . I :. 37.5 l | ~ ,. ... .. , . .yam, 14 1L3 . .aA7lI3.,* 10.2 Is4 l 18 * 21 9'° 1j7 14,'Q-" 1ig Cre.# Seeetiaonof BreoIAwerter an A-B8. . !.c~tsl:zJ I. 11Q 1 ' ' I IMOOSE-A-BEC BAR, JONESPORT,M]. . . Scale Ito8000 -.. ~.PLANAND0SECTIONSOF -. .... r1. PROPOSED BEACON ON BALLAST LEDGE 1 1 BREAKWATER ACROSS THE OLD CHANNEL 781 *.11, rZ 2'J b' 1 i + s. zoopr - - L11 W 1f"U -- __-_1 M~ANMEF~iANGRAPHIC CO N.Y. APPENDIX A-REPORT OF MAJOR SMITH. 535 COMMERCIAL STATISTICS. CUSTOM-HOUSE, MACHIAS, ME, Collector's Ofice, April 8, 1886. SIR: In reply to the inquiries contained in your letter of the 29th ultimo, I have the honor to furnish you the following information in regard to the custom-house business of this district for the year ending December 31, 1865: Amount of revenue collected: Duties, hospital dues, fines, &c..----.....-..... ....-..................... .. $306'35 Official fees--...........- -----...---- -----...........------...............----------...----...... -......... 1,404 80 Total ..... .--............--............................................- - 1,711 15 Value of exportations--.-...... ............................ ...... .... .... 60,558 11 Value of importations....................................-- ......--....--..... 2, 623 16 Number of American vessels arrived from foreign ports .................... 4 Tonnage of same....- .....- - ... ...... _................................... 640 Number of foreign vessels arrived from foreign ports-...................... 5 Tonnage of same.. - -......---... ...... --...........------ -........--------............. 967 Number of American vessels cleared for foreign ports................. ..... 170 Tonnage of same ......-- --.............. ...........- ,.... ...........-- 27,665 Number of foreign vessels cleared for foreign ports..............-----...... 7 Tonnage of same......---------....----....---...... .................................... 967 Number of vessels entered coastwise...............-............ ........ 14 Tonnage of same............ .... ....... ......... .... .... ...... ....... 3,263 Number of vessels cleared coastwise........ ...... ..............-........ 4 Tonnage of same .---.....- ................--..... .......... -- -....-- - .... 963 Number of vessels built .......................-................ .... .... 4 Tonnage of same ...... ...... ...... ..... .... ............- ...-....--. 961.74 As we are not now obliged to keep a record of the number of the brew, I am unable to give that. As most of the vessels which come into and go from this district are under coasting license, and not required to enter and clear, the custom-house records show but a small part of the coastwise business. Moose-a-bec Reach is a thoroughfare used by a large fleet of coasting vessels, and the improvement of the bar must be of great advantage to them and also to the steam- ers running between Portland and Machiasport. Very respectfully, J. L. PIERCE, Collector. Maj. JARED A. SMITH, Corps of Engineers. A 4. IMPROVEMENT OF BELFAST HARBOR, MAINE. Appropriations have been made by Congress for improving this har- bor as follows: Act of August 14, 1876 ..............---- ....--------...... ---.........------------........--....-----....----- $5, 000 Act of June 18, 1878.----..... -......-----......---.... ------......--......-----...----.. ....----------....-....------- 12, 000 Act of March 3, 1879 .-----....-------....... ..............-------------..................... ------------------------ 5, 000 Act of June 14, 1880....----..-- ......--......-------......- ...............------........ ...----------------. 3, 000 Total ....-----------..----...... ------......---....---....---..--......... ....----..........--..-------.....------. 25, 000 The total amount expended to June 30, 1886, was $22,193.20, leaving a balance of $2,806.80. The work accomplished has been the removal of ledges and shoals so as to give not less than 10 feet depth at mean low water in the upper portion of the harbor, and from 11 to 12 feet in the lower portion on the Belfast side. Some deepening of the water on the side of channel opposite Belfast is desirable, but the amount available has been too small to make it ad- visable to undertake a contract for that work alone. 536 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A small survey was made in the harbor in January, 1886. It is recommended that the available balance be expended for the purpose indicated, as soon as an opportunity is afforded to do the work without ,too great an expense for towing dredges to and from the place. No expenditures except as mentioned are now proposed, so that no ap- propiation is asked. In the autumn of 1885 a small schooner, known as the Waldemar, was sunk in the harbor. The removal of the wreck was directed by letter from Office of Chief of Engineers, dated January 25, 1886. . Advertisements for proposals were issued on the 10th of February, 1886. On the 22d of March a contract for removing the wreck was made with Mr. Solon S. Andrews, of Biddeford, Me. The work of re- moval was completed on the 12th of April, 1886. The entire expense of removing the wreck, amounting to $537.12, was paid from the Treasury under the act of June 14, 1880, making appro- priation for "'removal of sunken vessels or craft obstructing or en- dangering navigation." It is, therefore, not included in account of ex- penditures for this harbor. The harbor is situated in the district of Belfast, Me. The nearest port of entry is at Belfast. No commercial statistics have been received. Money statement. July 1, 1885, amount available..............--. ...----....... .... .......---.. $2, 843 05 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .-..----------....---.-----------....----..--.-------------....... 36 25 July 1, 1886, amount available........................ ..... .... ......... 2, 806 80 A 5. IMPROVEMENT OF ROCKLAND HARBOR, MAINE. The river and harbor act of June 14, 1880, appropriated the sum of $20,000 for improving the harbor at Rockland, Me. Later in 1830 four projects were discussed for the construction of breakwaters for protection of the harbor, the estimated expense for the plan adopted in 1881 being originally $500,000. This was revised in 1882, making the estimate $550,000. The plan adopted contemplates, first, the construction of a breakwater running somewhat east of south from Jameson's Point, a distance of 1,900 feet, and, after the comple- tion of the first breakwater, to construct a second, commencing at a point about 1,300 feet southwest of the extremity of the first, and ex- tending 2,640 feet in a direction slightly west of south to a point known as .South Ledge (see map opposite page 464, Report of Chief of Engi- neers, 1881, Appendix A). There have been appropriated by Congress for this purpose the fol- lowing sums, viz: By act of June 14, 1880 .... ........ .. .... .................. ....... ..-. $20, 000 00 By act of August 2, 1882 .--...............-----.... --.....--................ ------...... 40, 000 00 By act of July 5, 1884--....--............--......... ............... ---- .... 40, 000 00 Total......................--....------......--......--......--......--...... 100,000 00 The total expenditure to June 30, 1886, has been... .......... --. 97, 921 99 APPENDIX A-REPORT OF MAJOR SMITH. 537 f On the 1st of July, 1885, a contract was outstanding with Mr. Thomas A. Rowe, of Newton, Mass., for placing stone in the breakwater. Work under the contract was completed December 31, 1885. There were de- livered in the breakwater, under the contract mentioned, 39,959 tons of stone, adding 473 feet to the length of breakwater, thus making the' total length measured on top, at 5 feet above mean low water, 1,472 feet. Correspondence received in this office raises the question of continu- ing the present breakwater to a greater length, rather than to con- struct the second one as proposed. The expense need not thereby be increased. The plan is one which may be better considered when the present breakwater is near completion. No recommendation for modi- fication is therefore submitted in this report. It is proposed to apply the present small balance of funds, together with any further appropriations, first, to complete this breakwater as designed, and second, to construct the further work as already de- scribed. The protection now afforded by the breakwater is greatly dimished by the fact that it is at present entirely submerged about twelve hours of each twenty-four, so that the seas pass over itg top. It is very de- sirable that the breakwater be raised to its entire height as soon as practicable. The breakwaters are not only for the purpose of affording a protection to the shipping which may visit the harbor of Rockland, but also for forming a secure harbor of refuge for vessels upon Penobscot Bay and the adjacent coast. It is therefore for the benefit of the general com- merce, of which the local statistics indicate but a small part. The nearest port of entry is Rockland. The collection district is Waldoborough, Me. The nearest light-house is Owl's Head, 2 miles distant. The statistics of entries, &c., at the custom-house are given in a let- ter, hereto appended, from the collector of the port. Money statement. July 1, 1885, amount available ..-----.....--........................--------------------------...----. $17, 312 79 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.............----------.................--------.........--... --- 14,390 80 July 1, 1886, amount available...........------------ ......................... 2, 921 99 Amount appropriated by act approved August 5, 1886................... 22,500 00 Amount available for fiscal year ending June 30, 1887 .... ............. 25, 421 99 Amount that can be profitably expended in fiscal year ending June 30, 1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HOUSE, WALDOBOROUGH, ME., Collector's Ofice, April 19. 1886. SIR: In conformity with your request, by letter of March 29, 1886, I am able to fur- nish you information relating to the port of Rockland, as follows, for the year ending December 31, 1885: Amount of revenue collected ..-....... .-..--.. --.....- .........--. .... $, 832 73 Value of importations (about). .,... --. ..---- ......---.... .-....--.... 75, 000 00 Value of exportations -....... ---. ---......-.-----....-...........----. Nominal 538 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Shipping. No. Tons. Crew. American vessels entered from foreign ports......................... . 8 765. 00 51 Foreign vessels entered from foreign ports ........ .................. 368 27, 675. 00 1, 656 American vessels clea ed for foreign ports................................. 21 5, 276.00 150 Foreign vessels cleared for foreign ports ....... ...... ....... .... .. 369 27, 762. t00 1, 661 Entries, coastwise.......................................................... 8 1, 109. 00 36 Clearances, coastwise. .................... ....... ... .... .. 9 2, 979. 00 62 Vessels built in collection district .......................................... 6 3, 59. 04 ........ I should state, perhaps, that the coastwise entries and clearances recorded at the custom-house convey no accurate impression of the vessels arriving at and departing from the port of Rockland, the numbers of which cannot be arrived at by any means, but must reach, I should judge, as high as 4,000 to 6,000. Among these are steamers of theBoston and Bangor lines, daily in summer, usually four trips per week in winter; also, the Portland, Mount Desert, Blue Hill, Fox Island, and other steamers. The harbor is spacious, with good water and secure holding ground. The breakwater has already improved its security as a harbor of refuge, and when completed will be of vast advantage, and amply justify the wisdom of its construction. Very respectfully, EDWIN SPRAGUE, Collector. JARED A. SMITH, Esq., Major of Engineers. A 6. IMPROVEMENT OF PORTLAND HARBOR, MAINE. For a full history of the improvement of Portland Harbor, Maine, previous to 1879, reference is made to Report of Chief of Engineers for 1879, Appendix A, page 255. From 1836 to 1879 there was appropriated for this harbor the sum of $351,447.05. Since that date the following appropriations have been made, viz : By act of March 3, 1881...... ...... .. - - ....................... - .. . $20, 000 00 By act of August 2, 1882 .---.....--.....--...--.. -- - -....-.. -... - - --.. ..... -- 35, 000 00 By act of July 5, 1884..-.... .......... .................... .... . ....... .. 30,000 00 ---------- 436,447 05 Total ..---...........---------..........---..........----........------ Of this amount there had been expended to June 30, 1886, the sum of.... 434, 582 05 Oni the 1st of July, 1885, an unexpended balance of $8,326. 29 remained for expenditure. No definite complete project has ever been adoptedcovering all the im- provements, but numerous small improvements have been made from time to time as they seemed to be required. Between the harbor commissioner's line and the channel in the portion of harbor from Brown's Wharf to Franklin Wharf the bottom has for some years been in irregular shoals, one of which gave but about 121 feet at mean low water. The shallowness of the water was found to be a serious obstruction to the movements of loaded vessels. It was also found that the larger class of steamers using the lower portion of the harbor were put to inconvenience, delay, and expense, from the lack of room in deep water. A project to remove the shoals to a depth of 17 feet, and to extend the area heretofore dredged to 21 feet, was submitted and approved in March, 1886. Advertisements for proposals were issued April 10, and the bids re- ceived were opened May 1, 1886. A contract for doing the work was let to Mlessrs. Moore & Wright of Portland, Me., at 28 cents per cubic APPENDIX A-REPORT OF MAJOR SMITH. 539 yard measured in situ. The work of dredging was commenced on the 18th of May. The dredging of the upper shoals was completed June 25, and the work of increasing the area giving 21 feet of water was commenced. At the end of the fiscal year the total amount removed under the contract was 19,890 cubic yards. On the 7th of May, while acting as inspector, superintending the dredging, Mr. Carl Berrer, who had been for twelve years employed in this office as draughtsman and assistant engineer, was so severely ii- jured by the breaking of a chain on the dredge that he died on the fol- lowing day. By his death the Government has lost a most faithful and competent servant, and one who was highly respected wherever known. Work under the contract will be completed in two weeks, and will accomplish all for which recommendations have been heretofore sub- mitted. Although the work of removing the shoals &c., under the last con- tract 'has been comparatively small, yet its benefits cannot fail to be' felt byv the greater ease with which loaded vessels may approach the wharves at low water. It has for some years been apparent that the carrying of freights is much cheaper in large than in small vessels, and that in order to main- tain the present commerce of Portland, as well as to encourage and fos- ter new enterprises, a depth of water must be procured in the harbor which will accommodate at all times the largest transatlantic steamers and sailing vessels. In view of these facts, the board of trade and parties interested have taken measures to represent the matter to Congress, with a view to ob- taining a depth of 29 feet of water. The necessity for increasing the depth of water to at least 27 feet has been urged in letters to this office from the Dominion Line and Allan Line of steamship companies, of which this is the port from October until May. 'A second improvement, which would add greatly to the convenience of vessels entering and leaving, as well as to the ease and security of lying at the wharves, is the extension of the breakwater on Stamford's Ledge, a distance of 1,000 feet, so that it may reach a depth of 18 feet at mean low water close to the point of departure by which the harbor is made or cleared. I am informed that at certain times the seas setting into the harbor are greatly detrimental, and occasionally so hazardous to vessels at the lower wharves that they are compelled temporarily to leave and lie at anchor. The end of the present breakwater reaches a depth of but 4 feet at mean low water, and the turning point on its prolongation is marked by a buoy. In leaving the harbor it is necessary to find this buoy in order to shape a course which shall clear the points of ledges beyond. The varying tidal currents often make it difficult to find the buoy in fogs or at night, the times at which definite marks are indis- pensable, and When it is imprudent to get near the light on the end of the breakwater, owing to the shallow water and surrounding ledge. In 1873 the channel in the back cove of Portland Harbor was im- proved by dredging a portion to a depth of 8 feet at mean low water. The desirability of a further increase of width and depth in this channel led the city council to consider the subject, and in April, 1886, a peti- tion was forwarded to Hon. T. B. Reed, Representative in Congress, asking that measures be taken to obtain an appropriation for the pur- pose. The petition being referred to this office for a report and estimate, the subject was as fully considered as was practicable without a regular survey, and the result, with an estimate of cost, was submitted to the 540 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Chief of Engineers in a letter dated'May 4,1886 (printed in Senate Re- port No. 1391, Forty-ninth Congress, first session),- A copy of the letter is appended, to form part of this report. A small map of the harbor of Portland, Me., accompanies this report, and upon it are indicated the various improvements heretofore made, and also that for which a project was submitted to Congress at its last session, as well as further improvements to the channel and breakwater, which are recommended for future consideration. 1st. For a channel 500 feet wide and 29 feet deep, approaching the lower wharves of the harbor. This will require the removal of 635,000 cubic yards in situ, at an estimate of 20 cents per yard......---....------... $127, 000 Contingencies, say -..... ..... .... .......... ................. 8, 000 ........-----------..--...---......--....................---....---......----.......... Total-- 135, 000 A project for this improvement was submitted in a letter from this office, dated December 11,1885; the estimate of cost, however, was based upon prices lower than have heretofore been obtained. The estimate here submitted is therefore made on the basis of prices which seem probable when judged from past experience. 2d. The dredging a channel 300 feet wide and 25 feet deep is recom- mended, to connect the deep channel below with deep water in the upper part of harbor. This will require the removal of 175,000 cubic yards of material, at an estimated cost of 20 cents per cubic yard .................---- ------.. ...........................................------- . $35, 000 ---- Contingencies, say ......------......--......--......---......--......----....---....--........-------.. . 3,500 Total ......- ................................ ..................- - .. 38, 500 3d. Extending the breakwater 1,000 feet. It is estimated that this will require- 75,000 tons of stone (quarry grout) at $1...... ..... ....... .............. $75, 000 913 linear feet of superstructure, at $25 per foot...... ...... ...... - ...... - - ...- 2,825 Pier for light-house on end of breakwater......................... ....... 12, 000 Engineering and contingent expenses. - ......--- ..---- ..--- .... ..---. 10, 175 Total ............----------------------.... ......-----......---......--..........---....--..--....--...--.... 120,000 4th. Dredging channel in Back Cove 300 feet wide and 12 feet deep, with winding basin: 721 cubic yards in situ, at 25 cents per cubic yard, including all contingencies..- $180, 000 The harbor is in the collection district of Portland and Falmouth, Me. There is a light-hous6 on the breakwater, and at Portland Head, 3 miles distant. The harbor is defended by forts Preble, Gorges, and Scammel, and battery at Portland Head. Money statement. July 1, 1885, amount available..............................-----..----. $8, 326 29 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............ .. ........ $1,941 37 July 1, 1886, outstanding liabilities.... -............--.....-- 4,519 92 - - 6, 461 29 July 1, 1886, amount available ................ 1, 865 00 ......-----------------------------.........---------... - Amount appropriated by act approved August 5, 1886 ...----..-----...... --..... 30,000 00 Amount available for fiscal year ending June 30, 1887 ...... .. .... .... ... 31,865 00 (Amount (estimated) required for completion of existing project ..... 105, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 105, 00 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. APPENDIX A-REPORT OF MAJOR SMITH. 541 Aietract of proposals received May 1, 18S6, for dredging 29,641 cubic yards, and for driv- ing guide-piles for same.-Imnprovement of harbor at Portland, Me. Price per cubic Price per Bidders. Residence. yaid measured pile driven Remarks. in situ. in position. Robert Hamilton .----. Chebeague,, Me ... $0 31 $25 00 Solomon Sawyer..... Yarnouth, Me.. $ 31 $25 00 Moore & Wright ...... Portland, Me. .. 28 20 00 Contract made May 10, 1886. COMMERCIAL STATISTICS. The following commercial statistics are taken from a letter from the collector of theport ; additional statistics are given in my report of May 4, 1886, appended, forthe year ending December 31, 1865: Shipping. Number. Tonnage. Arrivals : Foreign .............-....................................................... 273 135,848 Coastwise .---......-------.......-------------..-------------------------.......................................... 481 392, 313 Clearances: Foreign... ... .. . -.... .. ........ .. ..- ............................. 397 200, 201 Coastwise........-----..----.........--------------.............-----------...........---------..--....---...--......... 315 332,401 Vessels built in the district.................................................... 3 1, 844 Amount of revenue collected............ -................ .... ........... ......... ........ . $782, 591 99 Value of impots ...................................... 6, 730, 04 00 .----------...........----------..------------...............- Value of exports .--....----..........................--------------------------..------------------................................... 9, 093, 574 00 IMPROVEMENT OF NAVIGATION IN THE BACK COVE, PORTSMOUTH HARBOR, NEW HAMPSHIRE. UNITED STATES ENGINEER OFFICE, Portland, le., May 4, 1886. GENERAL: In accordance with request in indorsement of the Chief of Engineers, dated April 21, 1886, upon letter of Hon. T. B. Reed, in- closing petition froim city governmient of Poitland, Me., I have to sub- mit the following rel)ort upon the necessity for improvement of navi- gation in the Back Cove of Portland Harbor, with a project and esti- mate of cost. The petition mentioned recites certain statements regarding the lim- ited harbor frontage available for miscellaneous purposes of commerce, and the necessity for making additional room by improving the chan- nel in what is locally known as Back Cove; these statements are un- doubtedly correct. A reference to the map of Portland and its surroundings will show that it is situated upon a peninsula, and that owing to various obstacles the frontage occul)ied by wharves covers only a portion of one side. The peninsula itself is )rilncilally a high ridge, with bluffs at its ex- tremities of 150 and 160 feet above the sea level. The growth of the city is of necessity in a direction away from the lresent harbor, so that at least one-half of the city and all of the immediate suburbs must be suppllied witi all heavy articles arriviing by water at a large additional expense for cartage adl haltndling, which miust be l)aid by consumers of these articles, wherever located. Wile this no doubt gives employ. ment to a few trucknmen and laborers, yet it is a tax upon the indus- tries, thrift, and commerce of the place. 542 %REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The managers of railroads reaching this point have seen this difficulty, and for their own benefit have completely encircled the city and have stations on either side, but the natural highway upon the water to the rear of the city is so poor that it is only used to a very limited extent, and then with only partial benefit. This report has been delayed somewhat in order to obtain reliable information upon which to base an estimate of probable benefits to be derived from the improvement, if made. I am informed by Mr. M. N. Rich, secretary of the merchant's ex- change and board of trade, that in the year 1885 there were received or shipped by sea at this port the following heavy articles, the amount being given as a close approximation: Coal, 300,000 toils; salt, 27,391,950 pounds; lumber, 39,085,476 feet; lime, 50,000 casks; fish, 81,617 casks; sugar, 30,828,496 pounds; molasses, 1,292,997 gallons; oils, 25,000 bar- rels; cement, 21,000 casks; ice, 30,000 tons. While absolute figures are not easily obtained in advance it seems reasonable to estimate that if one-half the coal could be handled on the opposite side of the city by means of harbor facilities in the Back Cove it would effect a saving of 25 cents per ton, amounting to an annual benefit of $37,500 upon this single item. The expense of handling other heavy articles would be similarly affected to a greater or less extent, so that the total benefit could not fail to be very great. Adjacent to the Back Cove and to the city in the town of Deeringis a nlanufactory of stoneware, pottery, &c. Messrs. Winslow & Co., the proprietors, have at my request given me a statement of their receipts and shipments by water, in a letter which is appended hereto. In this simngle industry the saving upon 14,350 tons of crude materials received, such as clay, sandl, and coal, is estimated as between $3,000 and $5,000, being apl)roximately 21 cents to 34 cents per ton. A study of the subject makes it apparent that an improvement of the channel in the Back Cove will result in cheapening the transportation of a very large amount of material both for local and general consump- tion. I forward in a separate package a Coast-Survey chart of Portland larbor, upon which id indicated the location of a marginal way which the city has un(lertakenl alnd partly constructed, and of flats which are to be filled. A,harbor commis.xioner's line has been established 200 feet outside of and l)arallel to the '.marginal way." The project recom mended is to deepen and straighten the channel so that itmiay have a depth of not less than 12 feet at mean low water, and so that the inner edge may border the commissioners' line. This channel nmay at first be made as narrow as 50 feet with a view to sub- seque nt increase as the increasing traffic and commerce may demand. A winding basin) should, however, be constructed at the extreme end to l)ernit the turning of vessels. The improvement would consist entirely of dredging, the quantities for which have been conl)uted as accurately as possible from informa- tioti at hand, without incurring the expense of a survey. Estimating for a channel of 12 feet in ldepth, which will be sufficient for the present needs, the quantities to be removed are as follows: For a. channel 50 feet wide, with basin, 200,000 cubic yards. For a channel 100 feet wide, with Ibasin, 299,500 cubic yards. For a c(lhunel 150 feet wide, with hasiti, 39(i,000 cubic yards. For a clhannel 200 feet wide, with bsin, 500(,000 cubic yards. For a channel l250 feet wide, with lasiu, 617,000 cubic yards. For a channel 300 feet wide, with basin, 721,000 cubic yards. / It' e/ To0 a-ccontpci t 3O t 1 LB A C K .! d 0 .I V L E ,I . . "".._. ,- . -. ///II -1 _ f .. -/ ... .. . - -. "''::: .. \t :3,. -4 -4 -z . de ___ISZI~- ____.. i, @~ t / " 34- o. "% - -3 -1 - -3 -4 ........ -3' -3 N -z . 18 3 10 SKETCH OF PORTLAND HARBOR,7MAINE, SHOWING THE IMPROVEMENTS MADE IN 1866.86 14 r 3f 30/. j,/ 16 i.~ ALSO PROJECTED IMPROVEMENTS. 3. 6 81 all1 26 . 4 1 11 i 3 30I. 1'/se areas Jsct1eiZ and -pewoo, Y7en- e 8en WqOv -0EoZ 6yob.N1y o asAfo /oNE Y;; t: 4cAten - iore C1oLeJVatrldro: 7kMP'odod Gwouron$ocr zoo 1869-Z , t a det/c of~lOee 32 Z4 N N N N75*18~N , 2, 2s 33 29 3/ A A N 1. ?83-84 ,8 4 , / ,A3 1849L9-86.. , ", , 22 , 44 Ir foJN7 ofAiOlnCv cirIrf ,.7881 N ~N21Z -3 4 36 s 26 y IL 6 yA6 N , a wlco~r'.e ~ 1886+ 43 *. 14..2 Q / i hW L7 a !CUYN'IItU;6iOeIecNL tie ,, 1873- 7r ,6 , N 39 N.L7 y 4 188 - 85- ," ,, 16 58 Z4" r n 188c N. " N+tl 49 ",B ANOa 1 RZed '-ng 41 1I 13 C'-. C/gnnel ino cec1 Cove in- 1873 to cc lotc otl ecf act coea t 7ow 'no er. 18 34 8 .. eBrcecXwaNt6 (wOZC/c woes conNNwnN'9eel 1836-38) w e ctencd a c JC z1 324 Z .1 8 cemnpZeteol in 18$'- 73 , the .l .3eUwa,3e yo r isclicCd00. anal $ 33 .Th c soufldinPN are xp n'e 6. et arer e$ f4 ,'arrz'eot to tAooNNCNe ofuzcozv. S5/ 'i 38 \, Scale of Feet lows- noct&Y 9 . .Te mecrn rie NaZcd fc Oat fiNdeJ is .9ifoee t. 48 46 1000 2400 PRO'ECTCO avEME .r$ /MP 1) .Zrecrybt 7 q (oaaeZ o- OceocoSC 3co' sera-:7 2 et dee - $00 wide, tisored frif -': .I2 oj NNNOTE ~ C, ' ... i ond xtieyrs ~ oct i 'warefN~o4.o-2 .&do': $'I~eeA d Ne~a350 WidcGi:fCi A8&J* .. t. 30 33 I N. feet'a anal e tc 'f Jn.74xteezecewzc cf &-ecaxwatev1,, 1'a. Lc dis'zcgo ec a1' 7Szt ' et ocd mnosciqdwuv4o.Sie arms! "Oren o rcaotre tow datcr-. C/raL ( d PBOGeCoves V.Zhj)JrZTe.#e f $et dodgy, - 300 - feet Nde. F'ort Gorges ,The;l ea' 'Le arc'SNecllot'ties 48 465 4z. o10 THE AMER!CAN GRAPHIC CO.,N.Y H Exi pt2 v2 49 2 APPENDIX A--REPORT OF MAJOR SMITH. 543 If done by contract the price cannot be safely estimated (including contingent expenses) at less than 25 cents per yard. This will make the estimated cost as follows: For a channel 50 feet wide ...... ...... ........................ ---- .. ... $50, 000 For a channel 100 feet wide -.----.......--------..-----........ ...........-- ............-74, 875 For a channel 150 feet wide ............ ..... .............. . .. ..... .... 99, 000 For a channel 200 feet wide ...... .................. ....................... 125, 000 For a channel 250 feet wide ....................... ....-.... .... .... .... 154,250 For a channel 300 feet wide .... -..... ........ ........ .... .. ....-.... .. 180, 230 The channel of 300 feet in width is probably as small as will meet the ultimate requirements, and if this can be done by a machine and tug owned by the Government the cost would be greatly reduced, besides leaving the plant for use at other places. For this I would submit the following estimate, viz: For dredge scow and tug ..-----...... ----....---...... ----......----.... --..................-------- $50, 000 Removing 721,000 cubic yards, at 10 cents .. ....... ---... ...... --. .... ... 72, 100 Total ....--------..........--.--------------.............................................. 122, 100 Experience and observation indicate that the prices last given are ample to cover every expense when the work is done by labor and ma- chinery employed directly by the Government. If from the total amount the value of machinery left on hand for sale, or for use at other places be deducted, the cost of the entire improve- ment may be fairly estimated not to exceed $100,000. Very respectfully, your obedient servant, JARED A. SMITI, Major of Engineers. Brig. Gen. JOHN NEWTON, Chief of Engineers, U. S. A. Money statement. SAm'ount appropriated by an act approved August 5,1886 .......... ......... $26, 250 Amnountavailable for fiscal year ending June 30(, 187 .... .................... 26, 250 Amount (estimated) required for completion of existing project ....... 153, 750 Amount that can be profitably expended in fiscal year ending June 30, 1888. 50, 000 A 7. IMPROVEMENT OF KENNEBUNK RIVER, MAINE. A history of this improvement was briefly stated in the last Annual Report. No appropriation has been made for the improvement since 1881. No work was carriedl on during the last fiscal year, and(l no further improvements are at present contemllatetl. A balance of $336.34 of the appropriation for the work remains unexpended, with which small repairs may be made should they be found necessary. Improvements at this lplace were begun under an act of Congress of 1798. The work subsequently built consisted of two stone piers, sup- plemented by crib-work and wings for holding the sand. 544 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The entire amount appropriated for improvement of Kennebunk River from 1870 to 1881 was $21,000. Of this there has been expended to the 30th June, 1886, $20,660.66. The river lies in the collection district of Kennebunk. The nearest port of eitry is Kennebunk. There are no commercial statistics at present available to report. Money statement. July 1, 1885, amount available .... ...... .... ........................... -$336 34 July 1, 1886, amount available ............. ..... ........................ 336 34 A 8. BREAKWATER AT MOUTH OF SACO RIVER, MAINE. The olject of this work is to prevent the sand from drifting across the mouth of the river and forming a bar, and also to enable the cur- rents to scour and maintain a deeper channel in the bar previously form ed. The original project for this work was undertaken in 1866, and in 1873 all the work then contemplated had been completed. A full history of the improvement to that date is included in the An- nual Report of Chief of Engineers for 1874, Appendix Y, page 34. Under the act of Congress approved August 2, 1882, a survey was made in the summer of 1883, and it being found that the work thus far completed was insufficient for the purpose, a further plan was submitted in the Annual Report for 1884. The project submitted comprised the following: 1. Raising the breakwater to height of 15 feet above low water, making a width of 12 feet on top, and replacing injured parts.................------. $70,000 2. Dredging in channel to 5 feet at mean low water ... ................. 11,500 3. Extending breakwater to Sharp's Ledlge ................................ 220, 000 4. For stone wing-darn or jetty on south side of channel .................. 5,000 Total .... .................. . ..... . . ..... ........ .. .......... ... . 356, 500 For this work there was appropriated by act of July 5, 1884, $15,000. Of this amount there has been expended to June 30, 1886, the sum of $14,973.64. On the 1st of July, 1885, a contract for delivering stone in the break- water, made October 20, 1884, with Messrs. Hamilton & Soule, of Clhe- beague, Me., was still incomplete. Work under t his contract, commenced in May, 1885, was concluded September 28, 1885. The amount of stone placed in the breakwater during the last fiscal year was 7,2804 tons, and 216 cubic feet of ashlar on outer end. Under this contract the re-enforce- melnts and repall~s to the .breakwater..I were compl.. du for a distaice of 510 feet from the outer end, and considerable stone was over dlelposited an additional distance of 175 feet. Owing to the settling of stone in the sand, as well as 1,artial displacement by the sea, the quantities re- quired to complete the repairs of the breakwater are found to be ap- proximately 25 per cent. more than was originally estimated by figuring on exact dimensions. The average cost under the last contract, includ- ing all contingent expenses of enginleering , &c., is in excess of $1.41 per ton. The amount still required to complete the first part of the APPENDIX A-REPORT OF MAJOR SMITH. 545 project is therefore amended as follows: 52,000 tons of stone in break- water, at $1.42 per ton, $73,840. The entire sum could be profitably ex- pended in the next fiscal year. The cities of Biddeford and Saco, about 5 miles from the mouth of the river, are manufacturing places of considerable importance, and upon the navigation of the river the prosperity of these places largely depends. It is believed that no good channel can be maintained across the bar until the current can be limited and confined by constructing the jetty opposite the breakwater. The jetty is at present a much more important factor, in deepening the bar at the mouth, than any other work, and it should be undertaken as soon as practicable. The deposition of stone in the jetty, or breakwater, is of such a char- acter that the amount which may be profitably done in any fiscal year is only limited by the available funds. It is recommended that $100,000 be appropriated for the next fiscal year for constructing the .jetty and continuing work upon the break- water. Only approximate statistics of the commerce of Saco and Biddeford have been received. The deputy collector of customs at Saco estimates that at least 25 per cent. is saved in freights on all articles which come by water, and that large amounts of cotton, coal, and other merchan- dise now moved by rail would go by water with great advantage were the facilities sufficient. The statistics appended hereto are furnished from the office of the collector of customs for year ending December 31, 1885. Money statement. July 1, 1885, amount available.-.......------............-----.---................. $10,293 60 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..---.-----..---.....................--.. ....... ----..... 10,267 24 July 1, 1886, amount available......- - ...................... ...... .... 26 36 Amount appropriated by act approved August 5, 1886 ................. 12, 500 00 Amount available for fiscal year ending June 30, 1887.................... 12,526 36 ( Amount (estimated) required for completion of existing project. -... -.... 347, 840 00 Amount that can be profitably expendedin fiscal year ending June 30,1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and , harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. Arrival of vessels -........ ............ ............ .....--.... --........ 270 Departures .....--..----.... ........... ----.... --...... ................... 270 Imports by water. Coal......---...----........ .....--.....----......----..----......-----.--....-----.......--------......---.. tons.. 40, 000 Moulding sand .... ......- -.....- -.....- -..... ...... - - -.....- -.. .... .... do.... 7, 000 Cotton ................ ............--------------..... .................--------......- --- bales.. 8, 750 Pig-iron .............. ...... ---.... ...... ................- --- ..... tons.. ..... 4,000 Iron pipe ............ ........ ................... .......... do.... 4, 000 Paving stones .........----- .. ---.......... ..-----.... .. --...... ......... do.... 456 Pitch .................... ............... ......-.............. barrels..- 150 Gravel..... ................... ................................... tons.. 250 Lime ........ ................. ...... ..... ....... ..... ....... .... casks.. 8,000 Cement ........................... ....... ... ..... barrels.. 2, 500 35 E 546 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Ashes ............ .............--- ............ ..--..---...... ....... bushels. 3,000 Paper ------..--....----.....------- --......--............ rolls.. -----......----......------......------------......-- 300 ...... ---....-- Timber ......-----......-------....------------ tons.. --......--..---------- ----.....---......---............ 102 Plaster ----............--------............---............-----------.....----............-----------..---...... do.... 1,500 Paints, oil, lead, &c .----..-------......--------........----------......................-----...------.... do.... 150 Exports by water. Stone-----..............----- ----.....---------......--..- .......--...------ ......-- -- --....--......-- tons.. 10, 000 Ice .....--------............--..... ------ ------......-----....--...... ----......-----......---........... do.... 10,000 Bricks ......................................-----.-------.......... number.. 2, 000, 000 A g. IMPROVEMENT OF SACO RIVER, MAINE. Under the requirements of the river and harbor act of July 5, 1884, a preliminary examination was made, and a report submitted by Col. C. E. Blunt, dated September 1, 1884. A survey was subsequently made to the towns of Biddeford and Saco, Me., and a report and estimate for the improvements considered necessary was made by Col. C. E. Blunt, dated October 16, 1885. These reports were printed in House Ex. Doc. No. 37, Forty-ninth Congress, first session, and are appended hereto. Of the amount of $50,000 therein estimated for the improvement of the river, $25,000 could be profitably expended in the fiscal year ending June 30, 1888. COMMERCIAL STATISTICS. The following statistics of the commerce of the river have been received from the collector of the port of Saco, year ending December 31, 1885 : Shipping. Number. Arrivals, coastwise .--..---.................------------------..............---..---....---..--------........---............... 200 Clearances, coastwise--..--.---.............-................................................... 200 Foreign .............................. ...... ...........---------------. ............................ - -3 It is believed that an increased commerce on the water will immediately follow in- creased facilities.therefor. A Io. IMPROVEMENT OF PORTSMOUTH HARBOR, NEW HAMPSHIRE. The harbor of Portsmouth is situated near the mouth of the Piscataqua River, on the dividing line between Maine and New Hampshire. The mean rise and fall of tides is 8-, feet, the extreme variations being, of course, considerably greater. A small map accompanies this report, showing the general situation of the harbor and the connecting bays and rivers. A glance at the map will indicate that a large area of water is affected by the tides, which must pass and repass through Portsmouth Harbor. The currents, therefore, sweep up and down the harbor with Sketch Showing situation of PORTSMOUTH HARBOR.N.H. AND CONNECTIONS WITH PISCATAQUA AND COCHECO RIVERS, GREAT BAY , EXETER AND LAMPREY RIVER AND LITTLE HARBOR. Compiled from~ j/ Coet 8tui'vey- and $f&ate Cacrrts. Seale :120.O00. U FA'nreeer Orce, Porthetd,3e.JekdyLMdB6 To accompanny trnnual 7.epor/ for Portj'moLat t aror, aot C ochero Mive r, fo, t'AZ yeca endw enyJu et J I t'/ bQI k~asAK, / / 77/7/ .,/* . /~ lV /7./ // , / / /777.7/,' /~A aksn ,7 /7Z /'/iZ ,, / / / / 7 // 7 '7 / / /// /// ////// THE AMERICAN GRAPHIC CO.,N.Y. APPENDIX A-REPORT OF MAJOR SMITH. 547 great rapidity. Over much of the distance the channel is comparatively narrow, while the strong currents are diverted from side to side by bends in the channel and the projecting ledges which are found on either hand. The difficulties encountered in meeting these strong currents may be inferred from the expressive name which is applied to one of the projecting points of ledge over which the waters rush until the buoy is perpetually driven beneath. This is known as " Pull-and-be-damned Point," and a similar name might fitly be applied to other angles in the channel. Within the harbor, and greatly in the way of vessels passing or ap- proaching the navy-yard, was a ledge known as " Gangway Rocks," hav- ing but 9.7 feet of water at extreme low tides. At times the water passed over the ledge as over a submerged dam with a force so great that vessels of deep draught could only avoid being forced upon the rock by giving it a wide berth in passing. When it is remembered that on one side of the harbor is located the United States navy-yard, and that two fortifications and other works have been undertaken for its defense, and that more than one-half the vessels arriving pass through the harbor to points on the connecting waters above, it will be seen that the reduction of these difficulties to a minimum is a matter of some importance. The plan heretofore adopted for remedying the difficulties has been the following: 1st. Constructing a breakwater across the side channel between Great Island and Goat Island. This was completed in 1880, but has since been reinforced by receiving the stone excavated trom Gangway Rock. 2d. Removing Gangway Rock to a depth of 20 feet at mean low water. The depth was restricted to 20 feet, owing to the expense attending a greater depth. 3d. Removing to 10 feet at mean low water the ledge on the point of Badger's Island. The entire cost originally estimated was $150,000. From 1879 to 1886 there has been appropriated for the work the sum of $92,000. Of this amount there was expended up to June 30, 1886, $91,991.28. On the 1st of July, 1885, a contract was outstanding with Mr. George W. Townsend, of Boston, for the removal of 808 cubic yards of Gang- way Rock. The work was pushed forward during the summer of 1885 until it become necessary to suspend in November. Operations were resumed April 20, and work under the contract was satisfactorily com- pleted on the 19th of June, 1886. There still remains to be removed the amount of 632 cubic yards to complete the improvement at Gangway Rock as projected. Until the entire amount can be removed little or no benefit can be experienced from that which is already accomplished, for the smaller area of ledge, with its edges nearly vertical, is quite as dan- gerous an ol)stacle as the larger area with its less abrupt sides. The estimated expense to complete the removal to a depth of 20 feet is, including engineering, &c., $20,000. It is believed that a greater depth upon Gangway Rock would be very desirable, as it lies olpposite the navy-yard and directly in the way of large vessels, which will necessarily have in future a great draught of water. In the further removal of rock from the point of Badger's Island, it is believed that it will be found advisable to make the depth of water suf- ficiently great to insure the unobstructed passage of the largest vessels navigating the river at the lowest stages of the tide. 548 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As it is not likely that funds will be available sufficient to undertake the last-mentioned work for one or more years, no estimate for the in- creased quantity is here submitted. It is proposed to apply any funds which may become available for improving the harbor, first, to com- pleting the removal of ""Gangway Rock." Meantime the proper depth to which it may be desirable to remove the ledge at Badger's Island, and perhaps also at '" Pull-and-be-damned Point," may be more fully consid- ered. The last annual report placed the estimate to complete the project at $30,000. This was based upon the last contract price, which was ex- ceptionally low. The remaining part of "Gangway Rock" is compara- tively small in amount and so situated as to be more expensive than heretofore, the average depth to remove being less. It is therefore be- lieved that the original estimate of $30 per cubic yard is more prudent. This would require, including the usual contingencies for engineering, surveys, &c., $40,000 to complete the project. Portsmouth is a port of entry. The light-houses are the harbor light at Fort Con- stitution and Whale's Back at the entrance. The defenses of the harbor are all incomplete works: Fort Constitution and an open battery on the west side, and Fort McClary and an open battery on the east side Money statement. July 1, 1885, amount available .----......-..........--................. ...... $15, 211 00" July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1885 ......----..................--................--..... 15,202 28 July 1, 1886, amount available .......... .............................----------------------------------------- 8 72 Amount appropriated by act approved August 5, 1886 ..................- . 15, 000 00 {Amount Amount available for fiscal year ending June 30, 1887....--.............. (estimated) required for completion of existing project .----...... Amopnt that can be profitably expended in fiscal year ending June 30,1888 Submitted in compliance with requirements of section 2 of river and 15,008 72 25,000 00 25, 000 00 harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. The following information has been received from the collector of customs for Portsmouth : Shipping. Nltumber. Tonnage. Foreign : Arrivals----------------------------------------------------------- 57 6, 202 Clearances ............................................................... 54 6,129 Coastwise arrivals and clearances ...... ..- ................................... 760 20, 865 Amount of revenue collected ............................................... $1, 200 35 Value of importations........................................................26, 420 11 A 1. IMPROVEMENT OF COCHECO RIVER, NEW HAMPSHIRE. A reference to the map accompanying annual reports for Portsmouth Harbor and Cocheco River will indicate the situation of this river and its connections with other navigable waters. The Cocheco is a branch of the Piscataqua, which reaches the ocean through the harbor of Portsmouth, N. H. At Dover, N. H., a fall in APPENDIX A--REPORT OF MAJOR SMITH. 549 the river limits navigation to that point where the mean rise and fall of the tides is 61 feet. I The river below Dover is really a part of the tidal arm of the sea. Its entire length subject to tides is approximately 3 miles, its mouth being about 13 miles from the Atlantic Ocean by way of the Piscataqua River. From Dover to the lower narrows, a distance of about 1 miles, the river was originally much obstructed by bowlders, ledges, and shoals. In 1870 an examinatio p of the river was made and certain plans, since adopted and carried out as the necessity arose, have so far in- creased the commerce of the river that the present facilities are insuffi- cient for its accommodation. In a recent examination of the river, passing from Dover to Portsmouth on a tug, I observed six heavily laden schooners, estimated at from 200 to 400 tons each, all awaiting a favorable tide to proceed up the river to Dover. The following appropriations were made for improvement of the Cocheco River, up to 1878: ----------......-------....-------.... July 4, 1836 ......------......------......----....--......------. --......-----...... $5, 000 March 3, 1837----....----......---.....-----..--------....----.... ----....---......---- ------...............-----....------- 5, 000 March 3, 1871......---------....----......--.........................-------..--............... 10, 000 June 10, 1872 ...-----...---....-...----...--......--.. ------..................-----......---...-------.....------ ----...........----- 10, 000 ......----.......... March 3, 1873------ .......... ...................... ......--.... 10, 000 ......--------.....--------........--- June 23, 1874------ ..-....----- -----..........---------................ --------......--.... 10, 000 March 3, 1875...........---------------------......-------............--......---....................--..... 25,000 ....------------....----.......... 'August 14, 1876----- --------......-...... --......----......------.......-----.....-----. 14, 000 June 18, 1878 ----.....-----........-.................----- . -----------.........----- ----------.. ------.. 6, 000 Total....-------....----......---.... --....--------------............----...... .........--.......... 95, 000 All the improvements which had been previously contemplated were completed in November, 1878. The new facilities thus afforded attracted a great number of vessels of large size, to replace the fiat-boats and scows which: had been previ- ously employed. ' The urgent need of further improvements was so represented by the Board of Trade that, by the act of August 2, 1882, Congress appropri- ated $28,000 for the purpose. This was applied to making a cut-off channel through Alley's Point; and widening to 60 feet, and deepening to 5 feet, the channel through Trickey's and Clement's- Point shoals. This work was essentially completed in November, 1883. The act of July 5, 1884, appropriated $28,000 for completing the im- provement. Referring to this appropriation, the last Annual Report states: As soon as possible after it became available a careful examination, including bor- ings, was made of the upper channel. The new estimate based thereon proved that the necessary improvement ,could not be executed with the available funds. An additional estimate of $19,000, to complete the project, was there- fore submitted. On the 1st of July, 1885, a contract was outstanding with Thomas Symonds, of Leominster, Mass., for removing hard pan, bowlders, and rock. Work under the.contract was completed September 9,1885. The amdunt of solid rock removed after July 1, being 829 cubic yards. This completes the channel to near the Steam mill Wharf to a depth of .5 feet, and a width varying from 50 feet to 60 feet. While a draught of 5 feet at mean low water is of vast benefit to the place, and has made the channel navigable nearly to Dover for vessels of 600 tons, or even more, at extreme high water, yet the timle for such navigation is lim- ited to very short intervals near the highest stages. 550 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. The bridge across the Piscataqua river near Portmouth Harbor has its draw very narrow and badly arranged, so that it is generally a very in- convenient, slow, and tedious process to pass vessels through, In pass- ing through the draw with the tide it is, in general, necessary to moor the vessel and allow it to drop through the narrow space stern fore- most, requiring great pains to accomplish it without injury. Although not on the Cocheco River, the bridge is so intimately related to that branch that it is here mentioned as one of the serious obstructions to that navigation. Vessels of the largest draught now have to be lightered a short dis- tance in order to reach the wharves in the city of Dover. I am informed by a committee of the Board of Trade that Dover is becoming a city of extensive manufactures-it is already larger than Portsmouth in population and assessed valuation; that in the last year nearly one hundred vessels arrived at its wharves; that cargoes of coal, or other heavy freights arriving in vessels, have to be in part lightered to the wharves at an expense of 35 cents per ton; that two vessels have arrived with cotton from the South; and that it would be greatly to the interest of the extensive cotton and woolen mills to obtain all their raw materials by water, were the facilities sufficient to enable them to do so; that, owing to the expense of delays and lightering, a considerable part of the coal and other heavy freights now arrives by rail at an increased ,expense over rates by water with a good channel; that, owing to the facilities already created, new vessels are being yearly built for that traffic. The following extract from Report No. 1994, House of Representatives, Forty-ninth Congress, first session, gives so complete a statement of the business interests involved that it is quoted in this connection: The city of Dover is situated at the head of tide-water and navigation on the Cocheco River. It is the largest and most important place between Haverhill on the south, Portland on the northeast, and Manchester on the northwest. It is the county seat of the'county of Strafford, and contains the various county buildings and the county offices. The population of the city is now nearly 15,000, and the valuation for taxable pur- poses is between $10,000,000 and $11,000,000, exclusive of the public property. The city has public property in real estate of the value of $250,000. The Cocheco River is navigable for vessels of 600 tons burden and drawing 10 to 12i feet of water, and a. large commerce is carried on in coal, grain, lime, cement, and other heavy merchandise. There are 100 arrivals per annum, at the wharves, of ves- sels from the British provinces and all along the Atlantic coast. When the projected improvements of the channel are completed there can be no doubt the river business will be of such dimensions as to require custom-house accommodations. In postal rank and business the city ranks as second in the State. The Cocheco Manufacuring C o pauy has capital of $1,500,000. It has five mills, from five to seven stories high, engaged in the manufacture of cotton cloths, of which it turns out 32,000,000 yards per annum. It is connected with the Cocheco Print Works, which prints 40,000,000 yards per annum. Together they use 12,000 bales of cotton per annum, employ 2,000 hands, and have a monthly pay-roll of $50,000. The Sawyer Woolen Mills consume 2,600,000 pounds of wool each year, employ 450 to 500 hands, and produce goods annually of the value of $1,200,000. The shoe manufacturing industry of the city is larger than in any other city of the State, employing 1,300 hands, with a monthly pay-roll of some $40,000. There are also numerous small industries of great importance and magnitude in the aggregate. The interests involved indicate the necessity of increasing the width and depth of the channel at least to such an extent that any vessel which may pass over the Piscataqua River to the Cocheco may con- tinue on to Dover without obstruction or necessity for lightering. One foot added to the depth of the channel adds two hours for each tide to APPENDIX A-REPORT OF MAJOR SMITH. 551 the time in which a vessel of any draught greater than 5 feet may be taken up or down the river. The improvemen t required to complete the present project is to deepen the channel from Collins' Steam mill Wharf to the Packet Landing, so as to give a depth of 5 feet at mean low water. The widths of the channel cuts are, in general, about 60 feet, though in places they are but 50 feet. While these widths form a navigable channel, they are not sufficient to permit vessels of any size to pass each other safely, nor to permit of convenient handling. The total amount appropriated from 1836 to 1886 has been $151,000. Of this amount there was expended previous to June 30, 1886, $150,973.64. It is believed that in future it will be found necessary to increase the depth of channel and to make the widths of cuts as great as 75 feet. No estimate for this work is, however, here submitted, as it is considered better to complete the work heretofore outlined before undertaking new projects. (See map with last Annual Report.) Portsmouth is the nearest port of entry to the city of Dover. Money statement. July 1, 1885, amount available........................................ $9, 804 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................ ............ .... 9,792 29 July 1, 1886, amount available..---------------................................-------------------------.... 12 12 Amount appropriated by act approved August 5, 1886 ..---............. 10, 000 00 Amount available for fiscal year ending June 30, 1887....--.......-...... 10, 012 12 I Amount (estimated) required for completion of existing project ........ 9, 000 00 Amount that can be profitably expended in fiscal year endingJune 30, 1888 9, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. The following commercial statistics for the city of Dover have been received: Number of vessels arrived and cleared .................................... 100 Coal received by water..---.......... . ...... _......................tons.. 25,000 Coal received by rail.-.--...... ---......--............... .........-- . do.... 7, 700 Lime, &c., received by water .................. ......... ....... casks.. 12, 000 Lumber Deceived by water ....--.................. ...... ..... ...... feet.. 2,500, 000 Shingles received by water .--.....--..... ........................... .... 8,000, 000 Clapboards received by water ... -.......... ...... _.... . ..... ........... 750, 000 The other articles received and shipped in the last year, for which water trans- portation would have been largely used with a good channel, are the following: ---.... Cotton . ---.......... ...... tons.. 3, 100 Leather and hides......... tons..- 3, 050 White cloth.--..---..--....... .. do... 1,000 Grain ............-... ...... do... 3,575 Wool ....................... do... 1,300 Flour...................do... 1,550 Groceries -..... -........... do... 5, 100 Iron and hardware .......... do.. 1,582 Meats. ................ do... 1,250 Paints, &c ................ .. do... 450 Kerosene ...... ........... do... 650 Salt, coarse......... ........ do... 350 Oils ....... ................ do... 120 Machinery .......... ........ do... 300 Starch ...................... do... 110 Marble ...................... do... 100 Fertilizers .................. do... 75 Prints .. ............... do... 3,300 Boots and shoes .. ..... .... do... 2, 100 Woolens .................... do... 600 Belting ....... ...... .. do... 400 Iron manufactures ......... do..-- 150 Miscellaneous ........... ...... do... 1,500 552 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A 12. PRELIMINARY EXAMINATION OF SACO RIVER, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., September 1, 1884. GENERAL: The act of Congress approved July 5, 1884, for the im- provement of rivers and harbors, &c., provided for a survey of Saco River, Maine, and the preliminary examination required by the law having been assigned to me, I have the honor to submit the following report: Expenditures have already been made at this locality by the United States for piers at various points of the channel and a breakwater at the mouth. Certain sunken rocks and ledges have also been removed. A survey at the entrance of the river, including the breakwater, was made in 1883, having been provided for in the river and harbor act passed August 2, 1882. A project and estimate based upon this survey were made and submitted to Congress January 8, 1884. (See Senate Ex. Doc. No. 44, Forty-eighth Congress, first session.) An appropria- tion of $15,000, for improving the breakwater, was made by the river and harbor act approved July 5, 1884. This survey developed the fact that dredging was required at the mouth of the river, and estimate therefor was made. Although it was then known that improvement above the mouth was desired, no survey or estimate was then made therefor, as it could not be properly done under the law. Undoubtedly the survey now called for is intended to cover the upper part of the river. Mr. Carl Berrer, draughtsman and acting assistant engineer, has ex- amined the river under my instructions and obtained from sundry par- ties their views of what is wanted. Mr. Berrer's report is submitted herewith. I also transmit a copy of a tabular statement handed me by Mr. Thomas Quinby, of Biddeford, giving certain commercial and man- ufacturing statistics. Saco and Biddeford (the latter an important manufacturing town)lie at the head of navigation of the Saco River. I consider the river worthy of additional improvement in the interest of the business of these towns, and respectfully recommend that a survey be made as a basis for a project and estimates for the improvement desired. This survey will probably cost $200. The drawing referred to by Mr. Berrer is transmitted to-day in a sep- arain n. Respectfully submitted. CHAS. E. BLUNT, Colonel of Engineers. Brig. Gen. JOHN NEWTON, Chief of Engineers, U. S.A. REPORT OF MR. CARL BERRER, ACTING ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, Portland,Me., August 15, 1884. COLONEL: I have the honor-to submit the following report upon the preliminary examination of Saco River, Maine, made August 11, in pursuance to your instructions: The head of tide-water of Saco River is at the adjoining towns of Saco and Bidde- ford, and the improvements asked for are below these places. APPENDIX A-REPORT OF MAJOR SMITH. 553 From the entrance to Saco River, near the shore-end of Saco River Breakwater, up to the wharves at Saco and Biddeford, there is a channel of 6 feet depth at mean low water, or about 141 feet at mean high water, and of sufficient width, except at the following places, marked with corresponding letters on the accompanying sketch. At "a" the 6-foot channel is closed by a sand bar of a length of about 500 feet, with a depth of only 4 feet at mean low water. At " b" (between Little Islands) the channel, which is very narrow at this place, is obstructed by a ledge in mid-channel with less than 4 feet at mean low water on its shoalest point ; between "c" and "d" (from the head of Thunder Island to the foot of Cow Island) the channel for a distance of about 1,800 feet is irregular, with a least depth of 4+ feet at mean low water; between "e" and "f" (at the head of Cow Island) the channel is narrow, and has a least depth of only 31 feet at mean low water; at "4g," below the principal wharves, a part of the shoal, consisting of sand and sawdust, is desired to be removed, so as to give a width of 200feet, in order to allow vessels to turn. A depth of not less than 6 feet at mean low water is to be obtained over all the above-named shoal places. To insure the permanency of the channel at the head and north of Cow Island the channel south of this island might be advantageously closed by a dam, as shown at The pier (No. 2) at the head of Thunder Island needs repairing, and its top should be raised above extreme high water. The principal imports are coal and cotton. Full statistics will be furnished by Mr. Thomas Quinby, agent of Pepperell Manufacturing Company, the largest cotton-mill at Biddeford. The places where improvements are desired were pointed out to me by steamer and tow-boat captains. Very respectfully, your obedient servant, CARL BERRER. Col. C. E. BLUNT, Corps of Engineers, U. S. A. RIVER COMMERCE OF SACO AND BIDDEFORD, MAINE, FOR THE SEASON OF 1883 (APRIL 15 TO DECEMBER 1). [Received from Mr. Thomas Quinby, agent of Saco Water Power Company, August 30, 1884.] The following articles were received by sundry manufacturing companies and other consignees during the season: Articles. Quantity. Articles. Quantity. Coal......----------------------tons. 33, 813 tons.. 216 Gravel--...............--------....---..---. Sand ......--------------------- do... 691 Lime ....................... .casks.. 8, 000 Cotton ........................ bales.. 8, 750 Cement ....... --............. . do ... 2, 500 Iron .................. ......tons.. 2, 466 Plaster -........ ............tons. 1,500 ---- Paving .---.. ... .... -...... ..... do .-... 456 Ashes ........- ......... bushels.. 3, 000 Pitch ........................ barrels..- 108 Timber....................... tons.. 102 Paper..........................rolls.. 300 Ice ... .. ................... do.... 6,000 Mr. Quinby also gives the names of forty or fifty schooners engaged in the trade, and states that there are quite a number of others. SURVEY OF SACO RIVER, MAINE. UNITED STATES ENGINEER OFFICE, Portland,A31e., October 16, 1885. SIR: I have the honor to submit herewith report of the survey of Saco River, Maine, made under instructions of the Department and in compliance with the act of Congress approved July 5, 1884, for the im- provementof rivers and harbors, &c., it being accompanied by a tracing* *Omitted. 554 REPORT OF THR CHIEF OF ENGINEERS, U. S. ARMY. (sent separately by to day's mail) on a large scale, showing the results of the work, and indicating the improvement suggested ; a small sketch* of the river is also sent. It can advantageously be printed with the report. Mr. C. Berrer, acting assistant engineer, has executed the work under my direction. His report to me, which is approved, is sub- mitted herewith as part of my own. The shoal ground at the river en- trance is not included in the estimate now given, as that was made and submitted with my report relating to the repairs of the breakwater in 1883. With regard to the importance of the improvements now proposed in comparison with that on the breakwater, which has already been be- gun, I am constrained to shy that it seems to me that the latter should take precedence. I do not think that it would be advisable to make two separate appropriations for this river or divide the expenditure of one into two parts. Any sum likely to be appropriated next session for the Saco River should, in my judgment, be expended exclusively for the breakwater. I accordingly do not recommend the appropriation or expenditure of any money for next year for the improvements suggested in this report. (My annual report for the breakwater asks for $50,000 for the continu- ation of that work.) I have not succeeded in obtaining any special statistics of the com- merce of Saco and Biddeford. They are important manufacturing towns, but a large proportion of all goods needed there have come, and will continue to come, by railroad entirely, irrespective of any river im- provements. Respectfully submitted. C. E. BLUNT, Colonel of Engineers. The CHIEF OF ENGINEERS, U. S. A. REPORT OF MR. CARL BERRER, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, Portland, Me., October 15, 1885. COLONEL: I have the honor to submit the following report upon the survey of Saco River, Maine, made in pursuance of verbal orders received from you: The field work was commenced December 16, 1884, but had to be suspended Decem- ber 18, on account of ice; it was again commenced May 27, and completed June 10, 1885. The result of the survey is embodied in the maps (scale 1 : 2,000), also herewith submitted, together with a sketch of the navigble part of the river (scale 1 : 15,000). The soundings, numbering 6,300, were taken on ranges established on shore, each sounding being located by a transit angle from a fixed line. The triangulation sta- tions were marked, where possible, by holes drilled in ledges. The soundings are re- ferred to a plane of mean low water, determined by tide observations taken during the survey, but I was told that at the time the river was above its usual summer level. Two permanent bench-marks (positions shown on map) were established, 8.917 feet and 6.40 feet, respectively, above the plane of low water of this survey. The character of the material forming the several shoals to be excavated was ascertained in many places. It consists, at or near Little Islands, of sand and gravel, rocks and some logs; above pier 2, of sand and gravel, slabs, logs, and sawdust. Saco River is navigable for a distance of 5 miles from its mouth to the adjoining towns of Saco and Biddeford, at the head of tide-water. A continuous channel with not less than 6 feet of water at mean low tide is asked for. At present the only serious obstructions in the channel are at and near Little Islands and from the head of Thunder Island to the town wharves. The survey was, therefore, confined to those two localities. * Omitted; printed in House Ex. Doc. No. 37, Forty-ninth Congress, first session. APPENDIX A-REPOPT OF MAJOR SMITH. 555 The shoals at the mouth of the river are to be removed by the work now in prog- ress there. (See report on Saco Breakwater, 1883.) From the shore end of the breakwater the channel is of good width and of not less than 6 feet depth at mean low water up to Chandler's Point; a bar with 42 feet ob- structs the channel from this point to Little Islands. Between the Little Islands a ledge with only 2.9 feet at mean low water over its shoalest point greatly endangers navigation. Above this place the channel is narrow, and needs widening and straight- ening. The river here is very wide, and in order to confine the current and keep the dredged channel open a submerged jetty (A) of the following dimensions-height above mean low water 3 feet; width on top 3 feet-with slide slopes of 45 degrees, built of rubble-stone-is projected from Little Islands to the north shore. From Johnston's Wharf to the head of Thunder Island the 6-foot channel is con- tinuous, and of sufficient width, except in a place marked C on sketch, where an ob- struction (probably a portion of pier 2) in mid-channel should be removed. Above the head of Thunder Island the river widens considerably, the 6-foot curve ends, and continuous dredging is required up to the brick-yard. Material, sand and gravel. At Cow Island the channel is crooked and of insufficient depth, and has to be straightened and deepened. Above Cow Island a part of the large shoal (dry at half tide) is proposed to be removed, to enable vessels to come up to the wharves. The narrow, crooked channel south of Cow Island, which is of no practical use, is proposed to be closed by a submerged jetty (B), built of rubble-stone; dimensions: height, 5 feet above low water; width on top, 5 feet, with side slopes of 45 degrees. The large shoal off the wharves in mid-river, consisting of sand and gravel, slabs and edgings, and logs and sawdust, has existed for a long time, and has not mate- rially changed in late years; it was created before the dam between Saco and Factory Island was constructed. The river, rising back in the White Mountains, during spring freshets carried large quantities of sand, and more particularly logs, sawdust, and other refuse, from the saw-mills above with it. The currents of the two branches of the river, meeting just below Factory Island, created strong eddies, whereby the material was deposited. Since said dam was built comparatively little water comes down this (north) branch of the river, the main body of water going through the southerly branch with a strong current. There is also, lately, much less mill refuse thrown into the river than formerly. It is therefore believed that, with the aid of the submerged jetty (B), the improvement projected at this place will be permanent. Ten piers were built at different times between Saco and the mouth of the river. Their object was to prevent (sailing) vessels from striking the dangerous rocky points upon which they were erected. Four of these piers (Nos. 2, 7, 8, and 9, rebuilt in 1873 and 1874) are now in existence; the others have disappeared and need not be re- placed. All merchant vessels now make use of tow-boats in ascending and descend- ing the river, and therefore have less difficulty in keeping clear of the projecting ledge points. Pier No. 2, at the head of Thunder Island, is considerable damaged by ice and by vessels running against it ; its top is covered at high water, and as almost all naviga- tion is carried on at or near high water, it is, in its present condition, of no benefit and is even dangerous. If the channel above be dredged as projected, there will be no difficulty in avoiding the ledge point which it marks, and its entire removal is recommended. Pier No. 7 is in good condition. Pier No. 8, at Ferry Narrows, through which the current runs very strong, is built over a dangerous ledge and should be- preserved. It needs new oak planking at its lower end, also new cap and cross tim- bers. Pier No. 9, at Jordan's Point, does not require any repairs at present. ESTIMATE. Dredging above and below Little Islands, 16,160 cubic yards, at 40 cents per cubic yard in situ ....------.................--------------......------....---...... ..........------..-------- 6, 464 Ledge excavations at Little Island, 214 cubic yards, at $20 per cubic yard---.... 4, 280 Submerged jetty A, 2,500 tons of rubble-stone, at $2. ... 2, 500 Dredging between pier 2 and wharves, 110,000 cubic yards, at 25 cents per cubic yard in situ .......................................... .............. 27,500 Submerged jetty B, 2,200 tons of rubble-stone, at $1...... .... ... 2, 200 Repair and removal of piers, incidentals, contingencies, &c .................. 7, 056 Total........................................................... .... 50, 000, Very respectfully, your obedient servant, CARL BERRER, C. E. BLUNting ACol. Assistant Engineer. Corps of Engineers, U. 8. A. APPENDIX B. IMPROVEMENT OF HARBORS AND RIVERS IN MASSACHUSETTS: REPORT OF MAJOR GEORGE L. GILLESPIE, CORPS OF ENGINEERS, BVT. LT. COL., U. S. A., OFFICER IN CHARGE, FOR THE FISCAL YEAR END- ING JUNE 30, 1886, WITH OTHER DOCUMENTS RELATING TO THE WORK. IMPROVEMENTS. 1. Newburyport Harbor, Massachusetts. 6. Provincetown Harbor, Massachusetts. 2. Merrimac River, Massachusetts. 7. Lynn Harbor, Massachusetts. 3. Scituate Harbor, Massachusetts. 8. Malden River, Massachusetts. 4. Boston Harbor, Massachusetts. 9. Harbor of Refuge at Sandy Bay, Cape 5. Plymouth Harbor, Massachusetts. Ann, Massachusetts. UNITED STATES ENGINEER OFFICE, Boston, Mass., July 24, 1886. GENERAL: I have the honor to transmit herewith the annual reports for the fiscal year ending June 30, 1886, of the improvement of rivers and harbors which are in my charge. Very respectfully, your obedient servant, G. L. GILLESPIE, " Major of Engineers, Bvt. Lt. Col., U. S A. Brig. Gen. JOHN NEWTON, Chief of Engineers, U. S. A. B I. IMPROVEMENT OF NEWBURYPORT HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, of the charge of this work, February 4th, 1886, in accordance with Special Orders No. 16, Adjutant-General's Office, dated January 20, 1886. The object of this improvement is to create at the outer bar a per- manent channel 1,000 feet wide at its entrance, with a least depth of 17 feet at mean low water, or 241 feet at mean high water, so that vessels of as large draught as can reach Newburyport, may enter the river.. Previous to the commencement of the work there was on the bar a depth of about 7 feet at mean low water. 557, 558 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project is to build out from the shores north and south of the harbor outlet, two converging rubble-stone jetties so located as to give proper direction to the channel, and by scour of the resulting currents to produce and maintain the desired depth. The location of these jet- ties is shown on the map in the Report of the Chief of Engineers for the year 1884. Their form and dimensions are shown on the map in the report for 1881. The channel at the eastern entrance will be 1,000 feet wide and will be embraced by parallel sections of tht two jetties, each 1,000 feet long. The project also contemplates the protection of the shores in the vicinity of the jetties, if necessary, and the construction of a dike across the basin of Plum Island, to prevent the opening of a new channel, should the outer beach be broken through. The location and details of construction of the dike are shown on the map in the Report of the Chief of Engineers for the year 1883. The cost of this improvement was originally estimated to be $365,000. This, however, did not include the cost of the dike, the construction of which was not contemplated when the original estimate was made. The dike was estimated to cost $10,000, making the total estimate $375,000. * For this improvement the following appropriations have been made by Congress: By the river and harbor act of June 14, 1880...... .................. ..-.. $50, 000 By the river and harbor act of March 3, 1881............................ 40, 000 By the river and harbor act of August 2,1882 ............................. 40,000 By the river and harbor act of July 5, 1884 .............................. 40, 000 Total..--.....--.........-------....---..................................... 170,000 The amount expended to June 30, 1885, was $160,131.86. The condition of the work June 30, 1885, was as follows: Work under the following contracts was in progress: 1. With Mr. C. H. Edwards, of Boston, Mass., contract dated Sep- tember, 17, 1884, to deliver in the north and south jetties 17,000 tons, more or less, of rubble stone. There had been delivered, under this contract, 16,8202-tons. 2. With Mr. G. W. Townsend, of Boston, Mass., i contract dated September 17, 1884, for removing three sunken ledges in tlfe harbor channels. One ledge had been partly removed. The Plum Island dike had been completed as far as was at that time prudent. A central opening, 300 feet wide and 2 feet deep at mean low water, was still unclosed. No work has been done on this dike during the year, and none'is expected to be necessary during the coming year. The work remains in good order, and large quantities of sand are re- tained in the basin. Mr. Townsend completed his contract in September, 1885; 52 cubic yards of stone were removed from the three ledges, over which there is now 9 feet at mean low water. Mr. Edwards completed his contract in August, 1885, having deliv- ered, during the fiscal year, 1,872.720 tons, or a total, under his contract, of 18,692.1920 tons, of which 17,656.360 tons were placed in the north jetty, and the balance in the south jetty. The north jetty was 2,640 feet long ; of this, 1,540 feet was completed; the remainder was a core, raised approximately to the plain of mean low water. During the year this core was extetnded 35 feet, and "lev- elled up" over its whole length. The jetty is now 2,675 feet long, 1,540 feet of full section and the balance a core, all in good order. _~~__ ____ ~___ ____. __ _~____ I 10 / r I' oo eert tar nuI te. dd ; feet' A,,or ,.ra hghw~ter antd -SO9foe for frone hmAo' wot,' Entrance of NEWBURYPORT HARBOR, MASS. ]ell PLAN SHOWING CONDITION OF IMPROVEMENT June 1886 BLACK / i n 20 r 1 73 3E7\+1 ' c 10 / Seale of Plan (1 eooo) uo "/ 2'' 4 ~ 1 3 23 00low20030001Pa , 51 i1 4 5 - 8 « -trjti,"- - 12 M Er A N L OW ATE R ( 1~J23 (24} .- 18 s i9.i ' __ 14~ 13 )o- +Q 22 0. ]" 15 . l-4. 2 - 0 /- f4--c t10 T r 1 : - 124v 1 21 a -4 Ru S ad 8 0 .0 0 I '9 d P4 ti THALWEGS FROM GORGE TO OCEAK 18s6 1885 - ---- 1880 I. S. Enineer Officee Boston , Mass. huly 24. 1886. To accompnainy anual report of Major of n.ineers. Bvt.Lf. Col.US.A. . .. .0 THE AMERICAN GRAPHIC CO.,N.Y, 2 H Exl pt v2 49 2 APPENDIX B--REPORT OF LIEUT.-COL. GILLESPIE. 559 The south jetty was 1,300 feet long, of which 1,077 feet were fully completed; the balance was a core, which was approximately at the height of mean low water. During the fiscal year this core was "lev- eled up" throughout its whole length. No increase in length of jetty * was made. The work remains in good order. The sand-catch in rear of the south jetty was 572 feet long, with 606 feet of spurs or jetties. During the year, 444 feet of this sand-catch were repaired and refilled, and 245 feet of new work, with 294 feet of spurs, were built. This new work was a double wire fence filled with sea-weed. So long as the sea-weed remained damp, it served its pur- pose very well, but when it became dry it was easily displaced by the wind, and the sand-catch became powerless to stop the drifting sand. Proposals have been invited (to be opened July 15) for the rebuild- ing of this sand-catch in a more substantial manner, of timber, brush, and stone. During the latter part of the fiscal year a survey was made covering the area from the gorge between Salisbury Point and Plum Island, to the jetties and in front of the jetties to the outside 15-foot curve. This survey shows that a navigable 12-foot channel exists through the bar, generally 300 feet wide, and nowhere less than 200 feet wide. The depth, as shown by the survey of June, 1885, was a little over 9 feet; this increased depth is most encouraging for the improvements in prog- ress. The chart accompanying this report shows the condition of the chan- nel across the bar along the line of deepest water, which is the existing navigable channel, and the improvement in depth over that of last year. A comparison between the surveys of 1885 and 1886 shows that the shore-line outside the jetties has not essentially altered. Within the jetties the high and low water lines remain practically unchanged on the Salisbury Beach side. At the most southerly point of the cove, just inside of the south jetty, the high-water line has advanced about 150 feet, thus strengthening this weak part of Plum Island. The remain- der of the high-water line to the gorge section and the low-water line show no material change. The distance from the gorge section along the 9-foot channel of 1885, to the outside 18-foot curve, was 5,300 feet. From the same point along the 12-foot channel of 1886, to the outside 18-foot curve, the distance is only 4,900 feet. This difference is caused by the straightening of the channel, which at the bar has moved about 500 feet southward, and by so much nearer the proposed true axis, and also by the westward advance of the ex- terior 18-foot curve. A comparison of the "Thalwegs" of 1880, 1885, and 1886 shows the extensive excavations made by the currents on the bar proper, part of the material apparently having been deposited by the flood-current in rear of the bat-. The freshets of the river during the year have not been in excess of the average high-water stages, and were not characterized by unusally high velocities. The apparent increased action of the jetties during the year can, therefore', be accounted for only on the probable supposition that the jetties have become more consolidated by settling and filling with sand, and thus better able to direct the currents at low stages. The balance available July 1, 1886, $3,242.46, is not sufficient to con- tinue the improvements beyond the repair of the sand-catch. The amount required for the completion of the existing project is $205,000, all of which can be profitably expended during the fiscal year 560 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ending June 30, 1888. If such an appropriation is made it is proposed to apply it to the rapid simultaneous construction of both jetties. This work is located in the collection district of Newburyport, Mass., of which Newburyport is the port of entry. The nearest light-house is on Plum Island, at the entrance to the harbor. The accompanying commercial statistics for the fiscal year ending June 30, 1886, have been furnished by the collectors of customs for Newburyport, Mass. Money statement. July 1, 1885, amount available .......................................... $9,868 14 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-............... -- ......................... 6, 625 68 July 1, 1886, amount available.......................................... 3,242 46 Amount appropriated by act approved August 5, 1886..-.................. 37,500 00 Amount available for fiscal year ending June 30, 1887................-------------------.... 40,742 46 Amount (estimated) required for completion of existing project.-.-.167,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 167, 500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HOUSE, NEWBURYPORT, MASS., Collector's Office, July 12, 1886. SIR: In reply to yours of May 25, 1886, 1 would report "commercial statistics " show- ing the amount of revenue collected, number of entrances and clearances, tonnage and character of the same, foreign and domestic, during the fiscal year ending June 30, 1886. Amount of revenue collected, $1,996.32. Vessels. Number. Tons. Foreign trade, entered--...-------..--..-....---.......--------..---.......----.------------...........-..--------........... 20 2, 801 Foreign trade, cleared ........ ......... ......... -....... .... .. .. ................ 31 4, 304 Domestic trade, entered ................. ................. ..... ............ ...... 290 91, 630 Domestic trade, cleared---...... ............-- ........... ....... ..........-- --.... ....... 288 89, 240 The fisheries, entered ............................................................. 77 1, 649 The fisheries, cleared ....-- ............ ......... .. ........ .............--.......... 78 4, 304 No particular change has taken place in the situation of the harbor and its neces- sities since last report in 1885 ; therefore no other particular suggestions are offered. I am, very respectfully, yours, &c., DANIEL P. PIKE. Deputy Colleclor. Maj. G. L. GILLESPIE, Corps of Engineers, Bvt. Lieut. Col., U. S. A. B 2. IMPROVEMENT OF MERRIMAC RIVER, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. A., of the charge of this work, February 4, 1886, in accordance with Special Or- ders No. 16, Adjutant-Generas Office, dated January 20, 1886. The object of this work is the improvement of the channel of the river from its mouth, near Plum Island Light, to the head of the Upper Falls, APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 561 a distance of 211 miles. Previous to its commencement the channel was narrow and crooked in several places, and much obstructed by bowlders, ledges, shoals, and the remains of old crib-work and piers. The project was adopted in 1870 and modified in 1874. It provides for a channel of navigable width, its various parts having the following depths at high water of ordinary stages of the river: From the mouth near Plum Island Light to Deer Island Bridge, 16J feet; from the Deer Island Bridge up to Haverhill Bridge, 12 feet; thence to the foot of Mitchell's Falls, 10 feet; thence to the head of the Upper Falls, not less than 41 feet, with the mill-water at Lawrence running. The cost of the improvement under the amended project of 1874 was estimated to be $47,000. The following appropriations have been made for this work by Con- gress: By acts from July 11, 1870, t June 18, 1878..$.. - ....................... $132, 000 By 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 By the river and harbor act of July 5, 1884............. ........... ...... 3,500 Total .......... .". . ................. ........ .... .............. 170, 500 The total amount expended to June 30, 1885, was $169,910.81. The condition of the improvement June 30, 1885, was as follows: The channel from the mouth of the river to the head of the Upper Falls had been completed in accordance with the amended project. The excess of expenditure over the estimate was caused by the re- moval of rocks and other obstructions whose existence was unknown, or whose removal was not contemplated when the original estimate was made, and by the making of surveys and examinations not provided for in the estimate. No operations were in progress during the fiscal year ending June 30, 1886. The balance available July 1, 1886, $299.04, will be used in in- specting the improvement from time to time. Certain additional improvements are needed for this lower part of the river, and are recommended as follows : 1. Remove sunken rocks and shoals from the falls above Haverhill .......... $1, 500 2. Remove the " Boilers" in Newburyport Harbor to a depth of 5 feet at mean low water, estimated to contain 350 cubic yards, at $25.................. ------ 8,750 Contingencies ...... ...... ...... ................ ...... ................. 1,250 Total.... ... ........... ................ ........ ............ ........ 11,500 To extend the improvement so that the depth of water obtained through Mitchell's Falls can be carried to Lawrence (a distance of 5 miles from the head of the falls) was in 1882 estimated to cost, for dredg- ing through Gage's Shoal and Andover Bar, and removing bowlders and ledges, $11,000. Or for the improvement of the channel from its mouth at Plum Island to Lawrence (a distance of 261 miles) would require an additional ap- propriation of $22,500. For the purposes above mentioned this amount could be profitably expended during the fiscal year ending June 30, 1888. This work is located in the collection district of Newburyport, Mass., of which Newburyport is the nearest port of entry. The nearest light-house is the Plum Island Lights and the Newburyport Upper Harbor lights. 36 E 562 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1, 188, aiuount available...... ---....--...-----...... .................. $589 19 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185.....-- ---....----------------......-------------..-------.. 290 15 July 1, 1886, amount available--...----------------......----. ---- ...---.-----.... 299 04 (Amount (estimated) required for completion of existing project .... .... 22, 500 00 j Amount that can be profitably expended in fiscal year ending June 30,1888 22,500 00 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. B 3" IMPROVEMENT OF SCITUATE HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. A., of the charge of this work, February 4, 1886, in accordance with Special Orders No. 16, Adjutant-General's Office, dated January 20, 1886. The object of this improvement is to create a harbor of refuge for vessels when eastward of Boston. At the commencement of the improvement the harbor had a low- water area of about 57 acres, over 6 acres of which there was a depth of at least 3 feet at mean low water. It was open to the action of east- erly winds. The project adopted in 1880 is to build two breakwaters; (one from " Cedar Point," on the north side of the entrance, and the other from the point of the " First cliff" on the south side); and to deepen the area inclosed and in front of the entrance by dredging. The breakwaters are to be of rubble stone and are to be 20 feet wide on top, which is in a plane 4 feet above mean high water, except at the outer ends, which are raised 6 feet higher, so as to be conspicuous guides for entrance. The dredging proposed (covering a channel length of 2,700 feet) will require the removal of 500,000 cubic yards, and will give a depth of 15 feet at mean low water in the entrance channels; from 12 to 15 feet be- tween the breakwaters; 12 feet immediately in rear of the south break- water, and 10 feet for the main harbor basin. The estimated cost of the breakwaters was $100,000, and of the drdtg- ing $190,000, or a total of $290,000 for this improvement. In aid of this project 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 By the river and harbor act of July 5, 1884......................---------------------... 10, 000 ....----.........------......--.. Total---- ---------------------.........--------------.......-----...--... 37, 500 The total amount expended to June 30, 1885, was $37,108.54. The condition of the improvement June 30, 1885, was as follows : The north breakwater had been constructed to its full height for a length of 720 feet, about 15,000 tons of rubble-stone having been put in place. The south breakwater had not been commenced. A portion of the beach between Cedar Point and the land had been protected by a I Z9 J ' 2 - n Iv. .>0; 0 5 02 - 2 ) 2.o A a '3 10.,1- *. 21.o ?3 ;s ) Y- z a /\ 210 6- OLD S 0VW a '9 ' /3 ' i 9. 13. l 18, .1 -40S 19 r% _ a4 1 4'y ii sg, ' . N - /O 8A 1.2 4- - Oa 1i, - I pg r_ t , 5 Z 2 9 2 1" , A-5 9 32-13V 14. 9 -Z 6 1-s1'3)0.1./ 0.y 13. /2. 12. 13., S 1 ,p. 13 _ .- -3ts3., l. - 4.'" 1 1k 3g L3 35 1 k 5 48 j 4.1 1" 5 1"5.3X o 2 y l S, 2-- 5 r P- LrlLO k- j~ 16 . I?' /U / 357( 9 59 B Z' - . °5 t 13 0 2 t Id, .0~ 19 _" . _ _ " 3 ° 354 567 0 1s ?. 2 . " 46 0 .3 331. 1 tf"f 3 ° 3 / 5 Q t 7 1" ' 3 7 2 2 . 3 - 7_5 9)3 . i 3. ti3 O6 . 3a %. .5 $ 9 "5 3 - 186 21 7 7-65(35"o 2- 6 '6 , Z ' 2 . 149 7 6 1 1.9 2333" 2.5 JO'S h~~~131 s . -2. 99 *. 3 , 03 .16 - 6 7 3I y 1, /1.7 3. ' 4 9.0 0 98 6 3 2.0 1.y 1n 3"i -7. 67 74 2p 23 8 2. 2 7 g (4- 1.9 031 1,3 .331)0 0 93 6.9 (0,25 2p .71Z .3 36j.03Z - 2 2.3 , 20., °o &3 26_ .3 - _ _ .6.1 24 -_ 3- 1 & 0 1,. . 9 14,\ o, . 18 o 2 21" 2 -? 32~ 1.'3)z 2n esr( 033313 2 3(613 5" ~" - _ _ -. 3 2 /d VI ~ 2/~~ 06. ~ Y. 3 3 L s~ i 3 , 53 -. ' " SCITUATE HARBOR . MASS. _ _ ' ': - -- - - ---- - - c7 ? * ,r 333i 33( . 33W '033" s c ' 1 i n2 Peet3 1 ° '\ -$ _ _' - d.d ad c'.'Pt 13fr,33' ,ur'v.-.s m/ 0 93for o.-,du ea. ch 87wae iu'ooter P1 an showing condition of improvement June 30. 1886 SCALE OF PLAN (1:6000) Major of Eninieers, Bvt Lt (o. US.A. ; -HE AIMElCP(; . GPF:_ :CO..N.Y. 1 Exlpt2 v2 49 2 APPENDIX B--REPORT OF LIEUT.-COL. GILLESPIE. 563 brush and stone bulkhead 45 feet long, in front of which was a stone apron 10 feet wide and 385 feet long. For temporary relief to commerce, a channel 1,600 feet long, 100 feet wide, and 5 feet deep at mean low water, starting at a point 300 feet east of the north end of the proposed south break water, had been cut as far westward as the " Deep Hole," where an inner basin had been prepared, 200 feet by 160 feet, with 7 feet depth at mean low water. No work of improvement was done during the year, but a survey was made the latter part of June, 1886, which shows that the dredged chan- nel and basin have not materially changed since the completion of the work in June, 1885. The 5-foot channel is generally more than 100 feet wide, although at a point opposite the proposed south breakwater it is for a length of 150 feet only 50 feet wide, of the full depth (5 feet). The remainder of the width is about half a foot shoaler. The balance on hand July 1, 1886, is $165.60, not sufficient to continue the improvement. It will be applied to inspecting the condition of the improvement from time to time. "Harbor Rocks" should be removed. They form an obstruction marked by a buoy, about 500 feet east by south from the outer end of the south breakwater, and near the southern edge of the dredged channel. They consist of several detached rocks, covering an area of about 50 feet square; they project about li feet above mean low water, and to reduce them to the plane of the bed of the sea in the vicinity will re- quire the removal of 108 tons of stone, estimated to cost $648. To complete the project will require an appropriation of $252,500, of which amount $100,000 could be profitably expended during the fiscal year ending June 30, 1888. This sum, if appropriated, it is proposed to expend in continuing the approved project as follows: Build south breakwater, 20,000 tons, at $2.15 ...--....--.....--.....---......... $43, 000 ----------------------------- Remove harbor rocks, 108 tons, at $6 ......--------........................ 648 Enlarge basin to eight acres, 10 feet deep, and channel to 150 feet wide and 10 feet deep, at mean low water, 160,000 yards, at 30 cents................ 48, 000 Contingencies .---................-----------------......-----.......----.....................---------------------.. 8, 352 100, 000 This work is located in the collection district of Plymouth, Mass. The nearest port of entry is Plymouth, Mass. The nearest light-house is Minot's Ledge Light, distant about 5 miles. The accompanying commercial statistics for the fiscal year ending June 30, 1886, have been furnished by the collector of customs at Ply- mouth, Mass. Money statement. July 1, 1885, amount available ................ .......... ............... $391 46 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885------......----....--..--......--------------......................--....------ 225 86 July 1, 1886, amount available............ ............................ 165 60 Amount appropriated by act approved August 5, 1886....................- 10, 000 00 Amount available for fiscal year ending June 30, 1887...... --............ -10,165 60 Amount (estimated) required for completion of existing project---..-- 242,500 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. 564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. COMMERCIAL STATISTICS. CUSTOM-HOUSE, PLYMOUTH, MASS., Collector's Office, June 25, 1886. SIR : I answer to your request for " detailed" information for " Scituate Harbor" I answer that personally I have but little knowledge of it, as it is some 25 miles dis- tant from this port, but from information gathered from deputies and others I am enabled to present the following report: There is belonging to the port 4 vessels, ranging from 6 to 10 tons burden, that are engaged in mossing and fishing, producing annually about $35,000 worth of Irish moss (as it is called), and $4,000 worth of fish. There is landed annually about 12 cargoes of lumber and 10 of coal, and about 100 sail of small size vessels, such as yachts, &c., harbor there in the course of the season. The channel dredged by Government does not fill up, and the Government works stood well the heavy storms of the last winter. There is no manufacturing interests of consequence at the port, the business being mostly agricultural. Its value as a harbor of refuge is quite uncertain, but should a ship in distress within the bay be so fortunate as to enter the harbor, the saving of life and property in this one instance would far outweigh all the costs of construction. We do not feel competent to (as asked) offer any suggestions for future improve- ments, knowing that engineering skill and practical knowledge far outweigh theories. Very respectfully, your obedient servant, SAMUEL H. DOTEN, Collector of Custom8. G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. B 4. IMPROVEMENT OF BOSTON HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, of the charge of this work February 4, 1886, in accordance with Special Orders No. 16, Adjutant-General's Office, dated January 20, 1886. The object of this improvement is, first, to preseve the harbor by protecting the islands and headlands, and, second, to improve it by widening, straightening, and deepening the channels. The projects adopted for this purpose since 1866 have been mainly in accordance with the recommendations of the United States commis- sioners, whose labors terminated during that year. The works of preservation consist of sea-walls, aprons, jetties, &c., which protect the shores of the islands and headlands, prevent addi- tional wash into the channels, control the tidal scour, and preserve the full height of anchorage shelter for vessels in the roadsteads. The works of improvement have been by dredging and blasting, by which means many dangerous rocks and shoals have been removed. The following sums have been appropriated by Congress for this im- provement since 1866: By acts from March 2, 1867, to March 3, 1879--.. ---- ......----- .....---. $1, 331,000 By act of June 14, 1880 ($30,000 to be expended in Boston Harbor; $22,500 at the mouth of Charles River, in said harbor, and up to Watertown; $17,500 at the mouth of the Mystic River, in said harbor, and $5,000 from said harbor to Nantasket Beach) ........ ... ... ... 75,000 By act of 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 Watertown; $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 By act of July 5, 1884.............................................. 5, 000 Total............................................................ 1,607,500 The total amount expended to June 30, 1885, was $1,598,971.01. APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 565 WORKS OF PRESERVATION. The condition of the works of preservation on June 30, 1885, was as follows, viz: Point Allerton.--This point, at the southeast entrance of the harbor, was protected by a granite sea-wall 1,202 feet in length. It was com- pleted in 1873. Its concrete foundation, for a distance of 1,005 feet, was protected by an apron and eight jetties of granite rubble-stone. The work was generally in good order. Some of the joints required re- pointing. During the year no work has been done on this wall. In November and December, 1885, and in January, 1886, severe storms cut the bluff and beach to the west of the wall. To more fully protect this part of the bluff the wall should be extended to the westward about 150 feet; this is estimated to cost, with proper riprap aproning at its west end, $15,000. The beach further west, along Stony Beach, Telegraph Hill, and Wind-Mill Point, shows signs of abrasion, but no immediate danger to the channel is anticipated from this wear. Great Brewster Island.-This island, on the north side of the en- trance to the main ship-channel, was protected by a granite sea-wall 2,840 feet in length, which was completed in 1869. It was in fair order. Some stones, at the southeast angle of the wall, were loose and re- quired resetting, and about 300 feet of the coping course required re- setting; these repairs were estimated to cost $3,000. During the year, no work was done on the wall, and it now remains in essentially the same condition as on July 1, 1885. George's Island was protected by a granite sea-wall, with rip-rap ex- tensions at the south and west ends. The sea-wall is 2,150 feet long, and it and the southern rip-rap, ,600 feet long, were completed about 1835. The western rip-rap, which is 450 feet long, was built in 1884-'85. The sea-wdll and ripraps were in good order on June 30, 1885. No work was done on them during the year. During the winter of 1885-'86 the unprotected western shore-line of this island, in front of the Government buildings, was considerably abraded; the high-water line was moved back, in places nearly 20 feet. This shore-line, 1,400 feet long, should be protected by a light sea-wall, which is estimated to cost $35,000. Some minor repairs are needed to the sea-wall; these are estimated to cost $100. Lovell's Islcnd.--The western shore of this island was protected by a rubble-stone apron, built in 1873, repaired and extended in 1884. It is 975 feet long. The northern shore was covered by a granite sea-wall, built in 1843, and repaired in 1878. It is 750 feet long. The eastern shore was protected by a granite sea-wall, 800 feet in length, completed in 1869; and by rubble-stone aprons between the northern and eastern sea-wall, 1,440 feet long, and south of the east sea-wall one 1,330 feet long. Those walls and aprons were in good order June 30, 1885. No work was done on them during the fiscal year. The storms of the winter of 1865-'66 caused the southern part of the western riprap to settle and move seaward slightly. It is, however, now as efficient a protection as ever, and requires no immediate repair. The north sea-wall and both of the eastern ripraps are in good order. The eastern sea-wall was considerably injured; about 200 feet of the coping stones on its north end and the cobble-stone paving in rear of this portion of the wall were displaced and thrown, some in front and some in rear of the wall. This part of the wall requires additional relief to conform to the main part of the wall. These repairs are estimated to cost, including contingencies, $6,000. The southern shore of the 566 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. island has suffered some considerable abrasion, but no repair is recom- mended at present, as the study of the survey of this part of the harbor has not yet been completed. Gallop's Island.-The western, northern, and eastern shores of this island at the close of 1871 had been protected by a granite sea-wall 1,7851 feet long, and by an apron (covering also the foundation of the sea-wall) 3,050 feet long. Both the sea-wall and apron were in good order June 30, 1885. No work was done on them during the fiscal year. To more completely protect the northwestern bluff of this island the sea- wall should be extended about 150 feet to the southward. This, it is estimate(d, will cost $7,500. The present sea-wall and riprap shore pro- tection are in good order. Deer Island.-The three prominent heads of this island had been pro- tected by granite sea-walls originally built about 1827. They are of the following lengths: The north head wall 1,740 feet; the middle head 840 feet, and the south head 380 feet. In 1865 and 1869 these walls were partly rebuilt, and in the weakest places were backed with concrete. All these walls were originally built dry, and they have from time to time required repairs. On the 30th of June, 1885, the necessary re- pairs were estimated to cost $150. These repairs were made in Octo- ber, 1885. No other work was in progress during the fiscal year. The present condition of these walls is as follows: The north head wall is in fair order; in the middle head wall about 50 feet of the paving in rear of the wall, near its northern end, requires relaying, and 105 feet of the coping stones, near the southern end, must be reset (the stones have been thrown off the wall and the paving in rear of them injured) ; these repairs will cost, it is estimated, $750. At the south head wall, near its northern extremity, about 75 feet of the wall has been demolished by the winter storms, and requires entire rebuilding, and, for an addi- tional length of 60 feet, one or two courses require resetting. These re- pairs are estimated to cost $3,000, but in view of the value of this south head in the defense of the harbor it would seem better policy to rebuild this wall, which would cost, for 250 feet of new wall at $75 per foot, and including about 10 per cent. for contingencies, $20,000. Long Island.-The north head of this island was protected by a gran- ite sea-wall 2,0814 feet long, completed in 1874. The foundation of the sea-wall and its southern and western ends are protected by an apron of rubble-stone aggregating 1,375.feet in length. This apron was built in 1874 and extended in 1884. All was. in fair order June 30, 1885, at which date it was estimated to cost $400 to make some repairs to the pointing of the masonry. During the fiscal year no operations were in progress. The present condition of the work is as follows: The wall and riprap are in good order, but some repointing should be done, which is estimated to cost $1,000, and the southeastern riprap shore protection should be extended 250 feet. This is estimated to cost $2,000. Rainsford Island.-The north head of this island had been protected by a dry granite wall 1,500 feet long, originally built in 1840, arid ex- tensively repaired in 1884-'85. It was in excellent order June 30, 1885. No work was done on it during the fiscal year, and none is anticipated to be necessary during the year ending June 30, 1888. Castle Island.-This island had been protected by a dry granite sea- wall 3,300 feet long, built in 1835, and a high riprap extension of it to the southwest 300 feet long, built about 1865. June 30, 1885, the riprap shore protection was in good order, and the wall required some repairs, which were estimated to cost $350. No work was done during the fiscal year. The present condition of the work is as follows: The riprap is APPENDIX B--REPORT OF LIEUT.-COL. GILLESPIE. 567 in good order, but about 100 feet of the sea-wall has undermined and requires taking down and relaying. - This will cost, it is estimated, $1,000. Governor's Island.-The bluffs and shore-line of this island have never been protected. They stand, however, in very important relations to the main ship channel at the Upper and Lower Middles. In addition to this the bluffs are occupied by important heavy batteries for the de- fense of the inner harbor and the navy-yard. Serious abrasions of these bluffs have been in progress for some years. The two main bluffs, the east and south, should at once be protected by light sea-walls. That at the east battery will be 500 feet long, and is estimated to cost $30,000; the south bluff wall should be 1,800 feet long, and is estimated to cost $50;000. WORKS OF IMPROVEMENT. The condition of the works of improvement on June 30, 1885, was as follows: The main ship-channel had been widened, straightened, and deepened by dredging and the removal of sunken rocks so that it was nowhere less than 600 feet wide and 23 feet deep at mean low water; originally it was but 100 feet wide and 18 feet deep. In effecting this improvement to the main ship-channel dredging and blasting was done at the following places (reference being had to the plan of the harbor accompanying Report of the Chief of Engineers for the year 1883): At Nashe's Rock Shoal, during the years 1876-'78, 365 yards of ledge were removed. At Kelly's Rock and Shoals, during the years 1869 to 1879, 222 cubic yards of ledge were removed. Tower, Corwin, and Channel rocks were removed during the years 1867-'75; they aggregated 608 cubic yards. From the west end of Brewster Spit, during the years 1874-'76, 29,226 cubic yards of sand and gravel were dredged and 954 cubic yards of ledge were removed. At Lovell's Island, from the southeast and southwest points, 267,2941 cubic yards were dredged during the years 1867-'77. At Castle Island Bar and Shoals, opposite the lower middle, during the years 1880 and 1883, 36,957 yards were dredged and 20 tons of rock were removed. At the Lower Middle. 1874-'75, State and Palmyra rocks were removed. They aggregated 62 cubic yards. At the Upper Middle, during the years 1870 to 1876, 268,278k cubic yards were dredged and 118- cubic yards of ledge were removed. At Anchorage Shoal, during the years 1879 to 1882, 65,327 cubic yards were dredged. At Man-of-War Shoal, 85,917 yards were dredged in the years 1878-'80. At Mystic River Shoal, during the years 1879-'82, 82,082 cubic yards were removed. This improved main ship-channel extends through the lower and up- per harbors. The improvements along it in the lower harbor, with the exception of the dredging at Great Brewster Spit, have been apparently permanent. The exact condition of this part of the channel will be shown by, and any project for its further improvement based upon, the results of the survey made during the last year, the notes of which are not yet fully plotted. 568 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In the upper harbor the improvements of the channel have been per- manent and show no.deterioration. The original project of 1867 pro- vided for a channel in this part of the harbor 1,000 feet wide and 23 feet deep. This project has been carried out so far that the channel is now 600 feet wide only and 23 feet deep. It should be at once widened to 800 feet, which it is estimated will require the dredging of 253,200 cubic yards (scow measurement), at a cost of. $128,000. In addition to these improvements of the main ship-channel through the upper and lower harbors dredging and blasting had been done in the following tributary channels: 1. Charles River.-The original project for the improvement of this river consisted in straightening, widening, and deepening the channel, first, from its mouth up to the Western Avenue Bridge (a distance of about 44 miles), so that there should be a minimum depth of 7 feet at mean low water, with a width of 200 feet; second, from Western Avenue Bridge to Market Street Bridge (34 miles), so that the least width should be 80 feet, and the least depth 6 feet at mean low water; and third, from Market Street Bridge up to the dam at the head of tide-water (14 miles) so that the least width, should be 60 feet and the least depth 2 feet at mean low water. The original estimated cost of this improvement'was $85,000. This estimate was revised in 1881 and then made $1 25,000. The following amounts were specialiy appropriated for this improve- ment: By act of June 14, 180.....------..--- ---......------......-- .....----...--..- ------....- ..--..---..--......---- $22, 500 ----...----. --- By act of March 3, 1881----...-..----.....----..---..---......--- ............-----...... ..---- 35, 000 Total ............................................................... 57,500 The total amount expended to June 30, 1885, was $55,398.18. The condition of the improvement on the 30th June, 1885, was as fol- lows : The projected improvement had been completed from the mouth of the river up to the Arsenal Street Bridge, a distance of 74 miles. Work was stopped at this point for the reason that the draws and piers of this bridge do not conform to the projected channel above it; 127,971 cubic yards were dredged during the years 1880-'84. No work was done during the fiscal year. This improvement, so far as completed, is not regarded as an important benefit to commerce, for the reasons given in the Report of the Chief of Engineers for the year 1884. The balance, available July 1, 1886, $2,018.49, is not sufficient to con- tinue the improvement, and will be expended in surveys and examina- tions of the work. To complete the improvement to the head of tide-water, in accordance with the existing project, will require the expenditure of $116,000. Of this amount $50,000 could be expended to advantage during the fiscal year ending June 30, 1888, in continuing the improvement above Ar- senal Street Bridge, provided the draws of the two bridges on that part of the river are rebuilt, to conform to the projected channel. 2. Hingham Harbor.-The original project for the improvement of this harbor was made in 1874; it provided for a channel 100 feet wide and 8 feet deep at mean low water up to the wharves in Hingham. The cost was estimated to be $10,000. By the act of 1875, in the appropriation for Boston Harbor, it was provided that not exceeding $10,000 should be spent in Hingham Harbor. During the years 1875-'76 and 1884 25,160 APPENDIX B -REPORT OF LIEUT.-COL. GILLESPIE. 569 cubic yards were dredged and 83 cnubic yards of ledge were removed, at a cost of $9,316.58, and the projected improvement was completed. 3. Nantasket Beach Channel.'-The project adopted in 1880 was to widen and deepen the channel, so that it should not be less than 100 feet wide and 94 feet deep at mean low water. During the years 1881 and 1883, 41,922 cubic yards were dredged, and 54 yards of ledge were removed; completing the proposed improvement. 4. Channel between Nix's JlatJ and Long Island.-In 1883, 19,8991 cubic yards were dredged at this point, by which a channel 12 feet deep at mean low water, and 200 feet wide was obtained. This is a very im- portant interior channel, and its usefulness in connection with the mean ship-channel will be much enhanced when its width and depth have been increased, and its proper direction determined after study of the new survey. 5. Barrel Bock.-An obstruction on the north side of Broad Sound was removed in 1869; it contained 116 cubic yards. During the fiscal year ending June 30, 1886, operations have been limited to the following: Repair of Deer Island sea-walls, noted above, and hydrographic sur- vey of a portion of the lower harbor. This survey was authorized by Department letter of August 6, 1884. It was to include portions of the main ship-channel south of Boston Light, Brewster Bar and its slopes, the Narrows, Nix's Mate bar, and the flats west of Lovell's Island. The survey was commenced May 29, 1885, and the field-work was closed November, 1885. Reduction of soundings, drift studies, &c., were made during the winter, and the plotting of the notes was commenced in May, 1886, and continued as rapidly as the reduced office force would permit. No results can be as yet deduced from this survey, and it may be found necessary to slightly extend the lines of soundings running northwest from Nix's Mate, for the purpose of determining more accurately the direction to be given to the new channel on that side. A complete study of the condition and requirements of the main ship-channel would necessitate a survey of the channel near the upper and lower middles; this is estimated to cost $3,000, and should be done as soon as funds are available. The balance available July 1, 1886, is $3,976.41, and will be applied to the completion of the chart of the late survey. The amounts recommended for expenditure for Boston Harbor dur- ing the fiscal year ending June 30, 1888, are as follows, viz : For extension of the sea-wall at Point Allerton, 150 feet, at $100.......-.... $15, 000 For repair of Great Brewster wall ..----.......... ...... ........... 3, 000 For extension of George's Island sea-wall, 1,400 feet.--..--..- --.......... 35, 000 For repair of George's Island sea-wall-------- ......-----------..---......--...------.... 100 For repair of Lovell's Island east sea-wall.---... ........---......... ...... 6, 000 For extension of Gallop's Island sea-wall .................. ............. 7, 500 For repair of middle head-wall, Deer Island .......... ................ 750 For rebuilding south head-wall, Deer Island, 250 feet..-........... ...... 20,000 For extending riprap shore protection at Long Island ................. 2,000 For repair of Long Island sea-wall........... .......................... 1,000 ------------------------ For repair of Castle Island sea-wall..........-----------....... ................ 1,000 For protection of east bluff at Governor's Island, 500 feet, at $60........... 30, 000 For protection of south bluff of Governor's Island, 1,800 feet. ... .. .... 50, 000 For continuing the project of improvement of the main ship-channel, by re- moving 253,200 yards at the Upper and Lower Middles, making it 800 feet wide and 23 feet deep at mean low water.----------....------------------ 128, 000 For survey of Upper and Lower Middles .-.............. ......... ...... 3, 000 For contingencies............................................ ....... 17, 650 Total ......--------..------...... ......---....--............---.......................... 000 32-------0, 570 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The several works completed and projected for the improvement of this harbor are located in the collection district of Boston and Charles- town, Mass. Boston is the port of entry. The accompanying commercial statistics for the fiscal year ending June 30, 1886, have been furnished by the collector of customs at Bos- ton, Mass.: Money statement. July 1, 1885, amount available .......--...... .... --- ....----....... ....---.... $8, 528 99 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885... --...... ..........--. $4,537 58 July 1, 1886, outstanding liabilities -......----.-----...---. -15 00 4,552 58 July 1, 1886, amount available..---...---................ ...........--......----. 3,976 41 Amount appropriated by act approved August 5, 1886...----------... 56, 250 00 Amount available for fiscal year ending June 30, 1887 ...... -.... --. -.... 60, 226 41 Amount (estimated) required for complItion of existing project ........ 263,750 00 Amount that can be profitably expended in fiscal yearending June30,1888 264, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HousE, BOSTON, MASS., Collector's Ofice, July 20, 1886. SIR: In compliance with your request of May 25, I inclose report of the transac- tions of commerce and navigation at this port during the fiscal year ending June 30, 1886. The records of that time in this office were not consolidated until to-day. In noticing your further request, I can only wish you such success in your efforts as will make this port the most safe and desirable on the Atlantic coast. Very respectfully, etc., L. SALTONSTALL, Collector. LieNt. Col. G. L. GILLESPIE, Engineer Coyrs, U. S. A. TRANSACTIONS OF COMMERCE AND NAVIGATION AT THE PORT OF BOSTON DURING THE FISCAL YEAR ENDING JUNE 30, 1886. Importations: Merchandise, value ........................................... $58, 43, 707 00 Coin and bullion.............................. . ............... 121,995 00 Domestic exportations: Merchandise ------.... ...... ------........--....---- ..........----.....----..--..--------......------ 53, 428, 513 00 Coin and bullion ............................. ...................... 1,000 00 Foreign exportations (re-exports): Merchandise ..... .............. ................ ...... 670,555 00 Coin and bullion ................. ..................--..........--- None. Vessels arrived from foreign ports : Number ....... ................................ ........... 2,592 Tonnage.................................................. 1,183, 067 Vessels cleared for foreign ports: Number.... --- ................................ ............. 2,498 Tonnage.--..----..... ---................ .................. .. 1,918,911 Total custom collections : From all sources.-. .......................................... $21,079,311 36 Hospital dues included in above................................... 424 73 APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 571 B 5. IMPROVEMENTS OF PLYMOUTH HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. A., of the charge of this work February 4, 1886, in accordance with Special Orders No. 16, Adjutant-General's Office, dated January 20, 1886. The object of this improvement is to protect the harbor by the pres- ervation of Long Beach and to deepen and widen the channels of ap- proach to the wharves at Plymouth. The preservation of Long Beach has been carefully attended to for many years, as the existence of the harbor depends on it, and from the nature of the work it can at no time be considered completed and permanent; small annual appropriations are necessary t immediately repair any damage caused by storms. The various devices employed for this purpose are described in the Annual Report of the Chief of Engineers for 1877. The project for the improvement of the main channel was originally adopted in 1875. It provided for straightening the channel so that its total length would be 2,286 feet, gave it a width of 100 feet and a depth of 6 feet at mean low water. This project was ,modified in 1877 so as to include the dredging of a basin 866 feet long, 150 feet wide and 8 feet deep in front of the city wharves. This modified project was esti- mated to cost $41,500. The project was again modified in 1884. It was then proposed to dredge the channel to a depth of 9 feet at mean low water, widen it to 150 feet, and round off its junctions with the main ship-channel and the basin. In 1885 it was proposed to deepen the basin to 9 feet at mean low water. This modified project required the excavation of 81,000 cubic yaris (scow measurement), and was originally estimated to cost $27,000. This amount was revised in 1885, in accordance with the low prices for dredging then current, and the cost of the work was then estimated to be $22,500. Before improvement the channel to the town wharves was about 6 inches deep at mean low water. From 1866 to 1884, inclusive, the following allotments or appropria- tions were made for this improvement: Amount allotted in 1866 from appropriations made July 2, 1864, for har- bors on the Atlantic coast .-..-.---- ....-- ..- .-.----- $8, 300 Amount allotted, act of July 25, 1868 .........---------..-------.........--. .---. .... 7,500 Byiriver and harbor act of July 11, 1870 ..-..-........................ 10,000 March 3, 1871... ................ ... .... -.. 10, 000 ......--.. 2, 500 June 10, 1872 .........--.....-----......----- March 3, 1873 ............................... 3, 000 --- 5,000 June 23, 174 .......----.....----------......---........ March 3, 1875............................... 10,000 June 18, 1878 ................................ 5,000 March 3, 1879.............................. c 3,500 June 14, 1880 ................... ......... 10,000 March 3, 1881.....-----...................... 10, 000 14,000 August 2, 1882..--...-----....---.....-----......--.... July 5, 1884_ .................... ..........-- . 10, 000 Total ...------...--..--------..........-- 108,800 ------............-----......--....----.......--- Of which amount there had been expended to June 30, 1885: For beach protection ................................................... 70, 329, 75 For dredging .--..--....................--------- .... 35, 152 75 -----....--............-----------.... Total -................ -...... ..... ...... ...... 105,482 50 .. ......... ..... The condition of the improvement June 30, 1885, was as follows: Long Beach was essentially in good order. 572 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The dredged channel was 90 feet wide and 9 feet deep, with rounded junctions at the basin and main channels. The basin originally dredged to 8 feet depth had shoaled to an aver- age depth of 7 feet. This shoaling was caused by the lowering of Town Brook immediately after the basin was excavated, and no in- crease of shoaling has been discovered since that time. During the fiscal year ending June 30, 1886, operations have been confined to repairing Long Beach. The storm of December 26, 1885, caused extensive damage to the southerly part of the beach. At nine different points, from Eel River Bridge to a point 4,000 feet north of it, large breaches were made in the beach. The sand and gravel thus cut out by the sea was thrown into Eel River, damming it up, and threaten- ing to give it an outlet directly into the sea to the consequent injury of the harbor. Private parties removed those dams and re established the original course of the stream. The gaps in the beach were filled with brush and stone bulkheads (under direction of this office), aggre- gating 476 feet in length, with 22 jetties, each 15 feet long. These bulkheads consist of a triple row of 7 by 7-inch posts, 9 feet long, set generally 4 feet into the sand and 5 feet apart. They are braced, top and bottom, in both horizontal directions, by 2 by 3 inch strips spiked on. Spurs or jetties 15 feet long, and the same distance apart, similarly built, project from the front and rear. The bulkheads and spurs are filled with brush, which is loaded with bowlders taken from the beach. An apron of bowlders about 5 feet wide is placed at the outer end of the spurs, extending the whole length of the bulkhead. A survey of the beach covering that portion repaired during the year, and connecting with previous surveys of the northern end of the beach, was made during the latter part of June, 1886. The resultant chart accompanies this report. The whole length of beach is now in good order. The balance available July 1, 1886 ($1,059.69) it is proposed to reserve for any urgent necessary repairs of Long Beach that may occur. To complete the modified project will require the appropriation of $21,500, all of which could be profitably expended during the fiscal year ending June 30, 1888, in the following manner: Widening the channel to 150 feet and deepening it to 9 feet, 44,574 cubic yards... ...... ... ...... ...... ...-- ...... ----.. .. ....... -.............. . $13,500 Deepening the basin to 9 feet, 20,000 cubic yards--------------..------..------. 6, 000 Contingencies .----...--------.....------.....------ .....----......------...........---- ......-------..---...------...... 2, 000 ....-----------------......------------.......... Total ..................----------.....-- 21, 500 This work is located in the collection district of Plymouth, Mass., of which Ply- * mouth is the port of entry. The nearest light-houses are the Plymouth (Gurnet) lights, about 5 miles from Plymouth, and Duxbury Pier Light, distant about 2 miles. The accompanying commercial statistics for the fiscal year ending June 30, 1886, have been furnished by the collector of customs for the port of Plymouth, Mass. Money statement. July 1, 1885, amount available.......................... . ... .. ...... $3, 317 50 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....--.......... --.......... $1, 900 63 July 1, 1886, outstanding liabilities ............ .............. 357 L8 2, t57 81 July 1, 1886, amount available...... ...... .............................. 1,059 69 Amount appropriated by act approved August 5, 1886 ....- --...... -.... ....- 6, 000 00 Amount available for fiscal year ending June 30, 1887... ............... 7, 059 69 .__.____r -. - - ._.__ _ - -- - - - - __ C_~I -- I 1- lxi ua 11 I PLYMOUTH HARBOR -MASS. w~w. ;s -- >,- - uw. 13 Plan loea ion oi 240 "~ I~: 14t 2;W $T7 7 I.'W. ? 16 rt L .w. C5 H.W. work of preservation showinr and improvenuent e : 50 S2 :: 227 .w LONG IBEACH 92 50 52 227 SCALE OF PLAN% (1:12,000) SCALE OF PR 0PFIZE t00 Sou 14a squ '_ y "Sao iom, Fr, S 00 200 000 4201. 140R1201Al(1:2400) 5o to 0o 0 4A s 0o 0o 70 o. V IITIoAL (1'h80) I I I AM ulb,c,&,e2Zf, eooorarnwerkror k lkhotooos OOif pooooo 4, ;??o7( Ietweweoo V h, (ptllE~su-n rrcZ Urittes C'l rftrraurr7- l,' a r r I2 5k, Sfoone-'7afl Wih oooooCoo r2 t ;. 7!t... V1. y 7Y} l,ovtoo and brus7h y rooo IoS1ooo 6ooooboo7crt - /YlOt ' f;' 187, f~r~r.Ho in .o- botot ; to %h 16 .47 90 200 U. S.Eu ineer Office O o, douoot'-io tri - 1 rzr- fote b,-h Ltn 85'Y. Bosfon ,viass. Jjulv24 . 1886. 1 0 f To accoiipain aynual report eo Af .K Ok t ), ? xl - loh ta- 4 t7sri -. B l rXo'o- .Ai. ,. u'tlkh ecar .- 7 . , 'o n'f f fs i !' is ;. '7 -: ' 7 t:' follfh orots, ., 1.0,, mean JI 7 Mor of mniuecno, LBvit. Col.U7S.A. Noro tho r fS l: oT moo - oootl,-d 4xion /7 -/L-x-%<- 1 e ,zcrv s po'r rto 1 o 78f'Cstc - ,-- x'oo Julxe made ootd Li foo ' ,..' i '-Ar ----------------------------------- -- 4 . ------- t------- ', K T 1 1 ;~~ 7 -' 0 0 6 Feet YcFvt ._..r.- .rGTN . \ jtjf IrE.? FLATS D A RT _L T 'LVA TWEI 00 <"0. ~ - ;T--- ", \ 1, WI I T E Fl, AT S , . - - - - -- - -- -- ornnGRAPHI THMERICA UC.,N.r H Exl pt2 v2 49 2 APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 573 Amount (estimated) required for completion of existing project........ $15, 500 00 Amount that can be profitably expended in fiscal year ending June 30, 1883 15,500 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HOUSE, PLYMOUTH, MASS., Collector's Office, June 30, 1886. SIR: I have the honor to forward to you a report of receipts and disbursements of revenue at this port, the amount of merchandise in bond, domestic arrivals and clear- ances, composition of cargoes, arrival and departure of all vessels for a harbor and otherwise, estimated number of passengers by steamers, &c., estimate amount of an- nual business of the port, and Government property here located, and other statistics that may be of possible value to you in your official estimates. Revenue: Official collections from all sources........---....................... $------ 30, 901 25 Disbursements ................... ................................. 2,442 43 Net amount ...... ................ ...... ...... .................--- 28, 458 82 Foreign imports: Pounds. Rivet rods......_................_... 2,130,302 . Basic steel ............ .......... . .......... ...... .. .... ........ .... 1,874,205 Salt ---------- ----------------......--...- -. --.----.----------.. -- 22,400 W ool ............ ...... ...... ...... ..... ...... .. .. . .. ... . -..... . 2, 778 Total....................---......----...-- --.........----...... ....--....-----.... 4,039, 685 Foreign exports : Cordage ..................................... ...................... 76,848 Remaining in bond: Rivet rods ...... ...... .... --- ----............. ......--.... --...... ........ 1, 344, 228 Articles. No. of cargoes. Tons. DOMESTIC IMPORTS. Coal . .............................................. .....--.......................... 65 17, 680 Scrap-iron ....... ............. ----......... .... ...... ............. .. ............... 12 2, 091 Lumber......................................................................................... 24 4, 000 Fish ....... ................. ......... ...... .... ............................... 9 300 Hay ............... ... .... .................. ..................................... 9 670 Molding sand................................................................ 1 200 Granite............................................................................. 2 200 Tar .. .... . ....... .. ..... ............ . ...................................... 1 150 Miscellaneous (by packets, steamers, &c.) .-------....................................... 90 12, 000 Total ........................................ . ........... 213 37, 291 DOMESTIC EXPORTS. Wood ............. ....... ................... ....... .... ..... ................... 10 700 Nails ................... ......... ........... ............... .......................... 9 650 Fish ........... ..................................................................... 2 175 Barrels ................................................................ 4 70 Gravel ............................ ..... ......... ......................... 43 3, 800 Total ....................... ..... .............. ............. 68 5, 395 SUMMARY. Number of cargoes : imports and exports. ........ ....... ... ... ... .... 281 Tons of merchandise : imports and exports....4........................ 42, 686 Arriving and sailing of all vessels for harbor and other purposes, estimated num ber ...... ............ ......-............ ...-.. ........... .. .. . 2, 300 Number of passengers arriving and departing by steamers, packets, &c., es- timated ...................... .................... .............. 45,000 BONDED WAREHOUSES. There are seven bonaea warehouses, in which are stored foreign goods now in bond, all in charge of Government. 574 , REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. GOVERNMENT PROPERTY AT THIS PORT. One double light-house at Gurnet Head. One single light-house at Duxbury Pier. One first-class life-saving station at the Gurnet. One first-class life-saving station at Manomet Point. One rented custom-house, with furniture, records and files dating from 1773 to date. One rented post-office and contents. All thus far enumerated is property in Government hands at this port, all of which is directly benefited by Government surveys and appropriations. As this is the first and probably the only statement we shall have the honor to forward to you, we have taken the liberty to add to it the business statistics of the port, by which you will see that it is largely dependent on its harbor facilities, and that appropriations and surveys by Government have been turned to good account, and that there is still room for further improvement. MANUFACTURING INDUSTR Y. The aggregate capital of twenty-two of the principal manufactories amounts to $2,017,000, manufacturing cordage, cottons, woolens, duck, iron, nails, tacks and rivets, zinc, castings, and other staple goods, valued annually, $3,372,000. The aggregate banking capital is $3,335,377. All this capital receives a direct benefit from the improvements and protection of this harbor by the General Govern- ment. Through the fostering care of the Government and the deepening and widening of its channel it has already become a noted sea side resort, and the steadily increasing number of visitors for business and pleasure by steamers from Boston and elsewhere that are daily landed here gives the best evidence that what has thus far been ac- complished by Government is, as it should be, well appreciated in all its parts, and of great benefit not only to the town, but to the community at large. As the Department calls for "suggestions," we would respectfully suggest that Long Beach, that forms the protection of Plymouth Inner Harbor, was severely injured in the storms of the last winter; and whatever is dlone for the benefit of this harbor, Long Beach should be the first object of attention, as without it our harbor would be but an open "sea-way," and thus become useless to navigation and an injury to the town almost beyond estimation. We would suggest that if the appropriation of $6,000 now before the House should be granted, that so far as is wanted it should be used for this especial object. The channel cut by the Government requires more width and depth to make it the more useful, but Long Beach is of the most importance. We only make the above suggestions from the fact they are called for, as we believe that Government engi- neers are the best and only sure evidence in all cases where needed. Very respectfully, your obedient servant, SAMUEL H. DOTEN, Collector of Customs. G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. B 6. IMPROVEMENT OF PROVINCETOWN HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. Army, of the charge of this work February 4, 1886, in accordance with Special Orders No. 16, Adjutant-General's Office, January 20, 1886. The object of this improvement is to preserve one of the most valua- ble harbors of refuge on the Atlantic coast. The entire commerce of New England and a very large local fishing interest is directly bene- fited by its maintenance. It is situated at the extremity of Cape Cod, and its existence depends entirely on the preservation of the sandy beaches inclosing it. The project for its improvement was adopted in 1866, and modified in 1869, 1872, and 1873. It consists in the construction of detached APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 575 bulkheads of wood and stone, jetties of wood and brush, dikes, sand- catch fences, and the extensive planting of beach grass-all for the sole purpose of preventing or arresting the movement of the sand by the winds and waves. A full history of these improvements will be found in the Annual Reports of the Chief of Engineers for the years 1876 and 1879. While the harbor on the east side covering East Harbor and the salt meadow has been made secure by dikes and bulkheads constructed by the Government and by the State, the west side has been left com- paratively unimproved, except at the eastern extreme end of Long Point and at Lancy's Harbor, adjacent to Abel Hill. Between these two last points there is but a slight fringe of beach separating the harbor from the ocean on the outside, through which the seas frequently penetrate, threatening extensive crevasses in this natural bulkhead. These sea encroachments tend to level the beach as well as to open swales through it, and it would be a wise policy to commence at an early day an im- provement which will have for its object to unite Long Point with the mainland at Stevens Point by a substantial timber and stone dike, which will oppose a strong front to the sea action and assist in building up the intervening flats. An estimate for this improvement accompa- nies this report. Since 1866 the allotments or appropriations for this harbor have been as follows: Amount allotted in 1866 for appropriation made for harbors on the Atlan- tic coast by act June 28, 1864 .---.... _ .. . . ... . .. ....... $30,000 00 Appropriated by act of June 23, 1866....................-------------------..---------..........--.. - 43,068 44 Appropriated by act of July 28, 1866 .................................... 8,000 00 Allotted from appropriation, river and harbor act of April 10, 1869....... 8, 910 00 Appropriated by act of- March 3, 171......----..........--......----- .... ...........----........ 6, 000 00 June 10, 172......--------......----......-------......---......--......---.........---.......5,000 00 March 3, 1873---....---.....--.....................--......--...---..----...... --------- 6,000 00 June 23, 1874---..---------------.................----.......------......----.......- ---....---............ 6,000 00 March 3, 1875....---..---..--....--..---.--..--.....-----......----- ........................------------ 5,000 00 August 14, 1876--..-----..--.....-.....---..----...----.. .....------.....--------..-............... 4,000 00 June 18, 1878...........------------.......---............------......------------......----......------...... 1,000 00 March 3, 1879.........----...--------------......----............--------......---......------......---..------.... ---- 1,000 00 June 14, 1880....-------..---.. ----..-----......---......----..--..... .---...---......----..... 500 00 March 3, 1881...........--------......------.....-------..---.---.....-----...........----------------...... 5,000 00 August 2, 1882.---.....----.....---.....------..---....----...............------......- --.... ---. 5,000 00 July 5, 1884......------......-----------......---..................---------............---------........ 2, 000 00 ......---...------...--...-----......-- Total ......-----------......------ ----............ 136,478 44 -.........-----.-----. The amount expended to June 30, 1885, was $135,924.59. The condition of the improvement June 30, 1885, was as follows (see accompanying map): Long Point.-This long, narrow, low point forms the southwestern limit of the harbor. It had been protected on the southeast or outside by bulkheads, groins, and aprons, built of rubble-stone. These were all generally in good order. No work was done here during the year end- ing June 30, 1886. The advance of the point in a southeast and iorth- east direction is very marked. The bulkhead should be backed up with small granite chips and brush, to retain the sand thrown up, and about 600 tons of additional large stone is required to "level up" the bulkhead. Beach Point.-This beach lies between the main and East Harbors. It had been thoroughly protected by bulkheads and jetties and was in excellent order. No work has been done here during the year, and none probably will be necessary during the next year. This beach has steadily 576 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. improved in height and strength since the State dike closing East Har- bor entrance was completed in 1870. High Head Dike.-This dike was in good order. It is situated at the head of East Harbor, between it and the " Salt Meadow." It was built in 1869, for the purpose of arresting the rush of the sea should it break through at the " Cove Section." No work was done on it during the year and none probably will be needed during the next year. Cove Section, a narrow, low part of the outer beach at the head of the " Salt Meadow." The beach here had continued to increase in width and height. No work was done here during the year, and none proba- bly will be needed during the next year. Abel Hill Dike, a dike built to prevent a rush of water from " Lancy's Harbor" over House Point Island Flats into the main harbor. The dike was in good order. During the year ending June 30, 1886, no work was done. The brush bulkheads to the southward of Abel Hill Dike should be repaired and extended about 50 feet on its southern end. This is estimated to cost $200. House Point Island .Flats.-These flats have for many years been steadily moving to the southeast, to the manifest injury of the harbor. In November, 1885, House Point Island was swept away by a violent storm. No work of preservation was done during the year. A survey of these flats and the adjacent harbor was in progress during the year. The field-work was closed in February, 1886, as no more funds were then available. The information gained by the survey, in connection with a late personal examination of the flats, enable me to say that no project for the preservation of the harbor will be effective, or give promise of permanency, which does not involve the construction of a strong dike from Stevens Point, across the flats, to near Lobster Point, a distance of one mile approximately. Such a dike, with the improve- ments already made at Long Point, would effectually seal the harbor against storm encroachments, and would cause such extensive sand accumulations on the northwest side as to raise the flats above the plane of any known tides. It should be located along the high-ground on the east side, and should be constructed of a double row of piles filled with brush and stone. It is estimated to cost $15 per running foot, or an aggregate of $80,000. The accompanying chart shows the location and dimensions of the proposed dike. The balance available July 1, 1886, is $4.54, not sufficient to continue the improvement. During the year ending June 30, 1888, the following sums could be expended to advantage: The construction of 5,200 feet of timber dike, connecting Stevens and Lobster points, at $15 per foot.---..--...------..-------------..---..---...-------$78, 000 To complete the backing of the Long Point breakwater. ................--- 3,800 To restore the height of the Long Point breakwater, 600 tons, at $3..... 1, 800 To complete survey ---..----------------- --------......---------.....--.....------.... 500 To repair and extend bulkheads at Abel Hill 50 feet, at $4 .............. 200 For immediate repair of probable storm damages.... .... ...... .... .... 700 Contingencies......----......-----....... ......--....... ........... ......... . 8, 000 Total----..... ......------....--...... ---- ---------......---......---------......--......--.............. 93,000 Provincetown is a port of entry in the collection district of Barnstable, Mass. The nearest light-houses are Long Point and Wood End lights. The accompanying letter of the deputy collector at the port of Prov- incetown furnishes the commercial statistics for the fiscal year ending June 30, 1886. - ~ I s - -L---~P -- --r~l------------------ ---------- ~ C ~C_' I IL I I------r_ ill F -I_- _I -L -~ ----CP--- L ---- 3i- IL---L - -- ~L --IU-~-LC~rBB ^l-- ---- I~p~ - _- _.I L_-LL-- -lIIIIL sCi------ -- ~t -- ---- --- ---1117-UI- ~ ~ pi Ilb -LICIO-C ~P- TT O v A-,A CEA PR OVINCETOWN HARBOR , MASS. Sketch showing location of workR of improveitent completed ani proposed d a .. Bruhl looPA,4ood oo-odelooo at ibo~er'toa, beti/ltj a 1873- 7. yb, S..oyaa. at 0 y. Pead ,d, boo/r r i .59-3870. , _Bush aced piuutzk &1 lAecnns. brr,sh ",'e!&- ar nd e/<,rrc- (1. t oaaoroorsof 1ttPfootie.D bui2lt in18-18(19. e S. Sta.ne A dalo ad and groaw a .oLLoao P buil -ii.s iV-.188¢. z lak Plank ooklecTad dj lofnt ao t Gog f ln- t d 4iiFPIvrYVb r o 1871, 'I 7rt 1).laratatt r 7 rsk from ,Stevens Pt. 1.; .I aintej ?2t. andi/ rs 1'h, .tAbeLd l .D, Dkeae io1J71-1872. Aait S s(14 oatch-sooos oo,,Boooooa enaoAbo1 11Kil bail'? in 1885. 1 , P oosed ZYyke 1010.00000 Seer foa' 7e 79 and Lo0,3re 19 -Beach pooas oos Afoo t jsbold at bn (I de, fdf" r rl i . zb'. SCALE.Of MAP (0.AOO ) /L3/ F16 / / No..f f jf 9dos a P rarswd "--sod e-- f' U ow wcti; acld .9, tr~~v lrcue hity rvn'tet". PROPO SED DYKE BETWEEN STEVENS POINT AND POINT LOBSTER O X00 9 -0000ao 600 00 oo 00 000 11oo001m00o 00 ro Iso 1500 1 1700e 1roo" HORIZONTA SCALE =1: 600o .. . p - .- 0 0 10 1 15 to 15 25 . .- 50t i i , T r r r - ,, -;T 30 to 35 "rT I 30' 40 45 5 5 55 SCARE O V'ERTICAS AND DETAILS 1:2001 SPRIN lHOOH WATER I rr; ''i -'--' .,'* C19 r re o M EAMN LOW WATER I 1QW~A~~9 _,,3m ~MtAW L ,-,---- B O ---- T------0- - -- g p r yy M.HK.W. M.H.W. MH.. M.H.W. IT. S.En ineer Office Boston, Mass. July 24.1886 -BRUSH Toro ccompany annual.ol. .. A. t f I J I ... i .. Major of Enmineers, Bvt.Lt. Col. U.S.A. PLAN -FRONTd LEVATrO N SE CTION - - _.... THE AMERICAN GRAPHIC CO.,N.Y. B 213. APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 57 7 Money statement. --- ----............... July 1, 1885, amount available.......................... $553 85 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 185........... ............ ...................... 549 31 July 1, 1886, amount available.------..----....---..........---......---......-------.. 4 54 Amount appropriated by act approved August 5, 1886..... ....--....... 3,000 00 Amount available for fiscal year ending June 30, 1887... ...... ...... ... . 3, 004 54 (Amount (estimated) required for completion of existing project-....----... 90, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 90, 000 00 { Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. DEPUTY COLLECTOR'S OFFICE, Port of Provincetown, June 30, 1886. SIR: In compliance with your directions of the 27th ultimo, I would state the amount of revenue collected at this office for the year ending this day was $708.24. Tons. Number of foreign entries at this office, 32.................................. 2,704 Number of foreign clearances, 34..-...... .. -......................-....... 2,886 Number of coastwise clearances, 8......---................................------------------------. 810 Number of entrances of merchandise in bond ........................ ...... 34 Including 142 sail vessels and 1 steamer belonging to this port, whose aggregate. tonnage is 12,541 tons, the number of vessels that entered and departed from this port during the year was, as nearly as could be estimated, 7,000. The estimated value of commerce and navigation that sought shelter in Province- town Harbor during the ,past year was $18,500,000. Respectfully, JAMES GIFFORD, Deputy Collector. F. B. Goss, Esq., Collector of Customs, Barnstable. B 7. IMPROVEMENT OF LYNN HARBOR, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. Army, of the charge of this work February 4, 1886, in accordance with Special Orders, No. 16, Adjutant-General's Office, dated January 20, 1886. The object of the improvement is to obtain an increased depth of water and a more direct and wider channel of approach to the city wharves. Before the improvement there was about 6 feet at mean lpw water in the channels which were narrow and crooked. The project was adopted in 1884. It provides for the excavations of a channel 200 feet wide and 10 feet deep at mean low water, from a point near and east of the White Rocks to deep water opposite Little Nahant, or 3,610 feet in length of this the lower channel. The upper channel, 6,450 feet in length, extends from deep water opposite Sand Point to the Lynn Harbor line, with the same width and depth. It is supposed that the upper or western part of the upper channel will have to be maintained by occasional dredging. To aid in keeping the lower chan- nel open, a training-wall is proposed, which is to join the land at Little Nahant if experience shows that its construction is necessary. 37 E 578 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The cost of this improvement was originally estimated to be $145,000. This estimate was revised in 1885, and the total cost was then stated to be $157,000-an increase of $12,000, due to an additional amount of dredging found to be necessary in rounding off the junctions of the dredged channels with deep water, in providing slopes for the sides of the dredged channels, and to provide for surveys and inspections. But one appropriation has been made for this work, viz: By river and harbor act of August 2, 1882 .-----..----......-----..---............... $60,000 00 The amount expended to J une 30, 1885, was ........ ..... .... ... .. 50, 209 06 The condition of the improvement on June 30, 1885, was as follows: The lower channel, 3,610 feet long, had been dredged to a width of 200 feet and a depth of 10 feet at mean low water, from near White Rocks to deep water opposite Little Nahant; and the upper channel, 6,450 feet long, had been dredged 100 feet wide and 10 feet deep at mean low water, from deep water opposite Sand Point to the Lynn Harbor line. About 170,500 cubic yards were removed by contract, which was closed December 20, 1884. No operations were in progress during the fiscal year ending June 30, 1886, but close comparative surveys were made of the dredged areas, by which it appears that no material change has taken place in the channels, although in one or two places a slight decrease in width of channel is noticed, owing to the falling in of the side slopes, or to in- juries caused by vessels getting aground. To complete the work, including the training-wall, would require the appropriation of $97,000. But it seems more desirable to repair and complete the upper channel to its full width and depth, and to await further developments before building the wall. To effect this will re- quire the removal of about 160,000 cubic yards of material at an esti- mated cost of $32,000. This work could be advantageously done during the fiscal year ending June 30, 1888, and for this purpose the following appropriations are recommended, viz: For removal of 160,000 cubic yards of material from the upper channel, making it 200 feet wide and 10 feet deep at mean low water, at 20 cents. $32, 000 Contingencies ----...---.----.- -..---------------.--------..----......... 3, 000 Total ----..--....------..-...----...---.................................-----------------------------. 35,000 The balance available July 1, 1886, is $7,035.09, part of which will be required for surveys, &c., leaving $30,000 to be appropriated to com- plete the work so far as now recommended. Lynn is a port of entry in the Marblehead collection district. The nearest light- house is Egg Rock (Nahant) Light, distant about 3 miles. The accompanying commercial statistics for the fiscal year ending June 30, 1886, have been furnished by the collector of customs for the port of Marblehead, Massachusetts. Money statement. --.....- July 1, 1885, amount available -----------......---........ -----......---...... $9, 790 94 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .. ..................................... . 2,755 85 July 1, 1886, amount available....--..----..---...---.....----....------...... ------........------.... 7, 035 09 ..................----. Amount appropriated by act approved August 5, 1886-- 6, 000 00 Amount available for fiscal year ending June 30, 1887 ............ .... 13, 035 09 --- - -------- --- --- --- ~ ~------------~----I------- I -I-- __ ~ I - --I-'~ ----------- ~--------~-- - -- __ *-~ --.-- ----- -----~--- LYNN HARBOR, MASS. 1. Map o f the dredged 10- UPPER CHANN E L as surveyed in June 1886 87 (see SUBSKETCH aft c-d) Pt. i"1 (Scale 1:50001 50 0 tu oo 20 .-30 a.. On. inna.. ,.. 400 ... _ 50o n... ....., 00o a.. 700 Soo 1000.,.1.00 1300900 .. HO 1....,. et n __ 1000 _ I0ooFrt 100 too %,~ ~ 0.1 . 0 \. Qj _ \ * N ~ II. Wofe. The soundirnr are expressed in feet and tenofh and refer to ntean low water; add 9,feet "for mean hiyl wafer. The full lites, thus - are tze limh's of the proposed channel(upper) 200 feet wide andlOft. deep at m.. 1. The areas shoaler than 10 Ofeet wifthn these li'u ar linekhaded thus U. S.E-n ineer Office The loer channel has been dredgt-ed Boson , Mass. Juily 24.1886. 200feet wide and 10 feet deep at 'n. Lw. (se /7 IC ,ju.bsketch at a-b) To accomanyn anual Bepv oi.U., The broken 2line from a-Pe on ubske c ......... 7Major of En ineers, Bvt.Lt. Col. US.A. shows location of the (ra.im g wall poposed by the -Board of 1Entineers. April 10. 1884. Mean Lou WaterLine shown t -us ..-.. .. LYNN SUBSKETCH HARBOR 6 feet curve........ Showin, location of channels pss P( i m I 10 . .. M . ... ..-... .... harbor C'orm.sioners Line o . . .... SS CA LE 1:5 0,0 0o 0 0 [' . 0lllllll.ll 1.. TRlE MERIDLAu N - ~~~-------- I~~~------~~~ --- ~- --- - - -I -. -~~----'"--- -~^ ~~~~~------?l~iT~" "---~ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _---- ~~~~- _ _ _ _ _ _ _ _ _ _ I ___________________________________.~r- THE AMERICAN GRAPHIC CO.,N.Y. pt2 v2 49 2 H Exl APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 579 Amount (estimated) required for completion of existing project ........ $91, 000 00 Amount that can be profitably expended in fiscal year ending June 30,188 30,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. Number of vessels arriving from foreign ports during the year ending June 30, 1886 .---...----..--..-...... ......---......-- ---......--...........--.........-----...... 26 Gross tonnage of said vessels ..-....- ... ...... ...-..- ... - ..... 2,647 Value of merchandise imported in said vessels .--...................... $9, 641 Amount of revenue collected in Lynn during the fiscal year ending June 30, 1886------........................$1,343 Number of coastwise arrivals during the year ----........................... 415 Amount of coastwise tonnage--...... ................................. 82, 585 Value of merchandise brought to Lynn in coastwise vessels............ $774, 500 This amount of $774, 500 includes these items: ---....--.....---...........-----------........----------..- Coal......-------.--..... -..--....--------....------. $590,000 Lumber---...----..........------..... ...------...--...............-------..........------------..------.. 90, 000 Fire-wood ..-----.....----......----- ..-----.....---------......----------............ .......------.....------......- 3,500 Lime and cement ....---- .....----.. -----------....---.............--------.....-------....----...... 36,000 Stone, sand, and bricks ................................................ 15, 000 Miscellaneous, hay, tiles, water-pipes, paving and crossing stones, drain pipes ......----........................-...---- ...........---.....-- ......-----.... 40, 000 .....----...----....----...---..............-------------------.. Total--- ------------.............----. 774,500 B 8. IMPROVEMENT OF MALDEN RIVER, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. Army, or the charge of this work February 4, 1886, in accordance with Special Orders, No. 16, Adjutant-General's Office, dated January 20, 1886. The object of the improvement is to increase the width and depth of the river channel from its mouth up to the second draw-bridge in Mal- den. Previous to the improvement there was a navigable depth of barely 7 feet at mean low water (the mean rise and fall of the tides is 9.8 feet), and the ch anel was narrow and crooked. The p ect was originally proposed in 1880. It contemplated the excavation of a channel 100 feet wide and 12 feet deep at mean high water up to the second draw-bridge, with two cut-offs, one east of the island, near the junction of The Malden and Mystic rivers, and the other through the marsh land, about half a mile above. This project was modified in 1882, when it was proposed to excavate a channel, following the natural bed of the river, which should have a depth of 12 feet at mean high water 100 feet wide, up to the draw- bridge in Malden, and 75 feet wide thence to the second draw-bridge, near the rubber works. The cost of the adopted project was estimated to be $40,000. By the river and harbor act of August 2, 1882, Congress appropriated for this work ........----.....---.........-... ........ $10,000 Total amount expended to June 30, 385 ....--........-.... .......... ...... 10,000 580 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The condition of the work June 30, 1885, was as follows : Thirty thousand eight hundred and eleven and a half cubic yards (measured in scows) had been removed from the natural channel of the river from its mouth to the draw-bridge in Malden, a distance of 1. miles. The channel had a least width of 50 feet (it was 70 feet wide at turns) and a depth of 12 feet at mean high water. No work was done during the fiscal year ending June 30, 1886. There was no balance available July 1, 1886. To insure reasonable permanency to this improvement the cut-offs proposed in the original, but not included in the existing, project should be executed, and the banks should be revetted. To complete the improvement in accordance with the existing project will require an appropriation of $37,000. This is $7,000 in excess of the original estimate, and is caused by unanticipated difficulties in dis- posing of the dredged material and by increased quantities to be dredged to provide slopes to the banks, which were not provided for in the original estimate. If this amount is appropriated it can be expended to advantage during the fiscal year ending June 30, 1885, in completing the existing project. This work is located in the collection district of Boston. The nearest port of entry is Boston, Mass. The nearest light-house is Long Island Head Light, in Boston Harbor. Money statement. (Amount (estimated) required for completion of existing project-........ $37,000 00 I Amount that can be protitably expended in fiscal year ending June 30, 1888 37,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867 B 9. HARBOR OF REFUGE AT SANDY BAY, CAPE ANN, MASSACHUSETTS. I relieved Maj. C. W. Raymond, Corps of Engineers, U. S. Army, of the charge of this work February 4, 1886, in accordance with Special Or- ders, No. 16, Adjutant-General's Office, dated January 20, 1886. The object of the work is the construction of a "National Harbor of Refuge of the first class." No project for this improvement has been adopted definitely. The cost of the improvement, as determined by the preliminary pro- ject of November 28, 1883, is $4,000,000. This estimate was increased by The Board of Engineers to which it was submitted to $5,000,000; and they also estimated that not less than $2,500,000 would be required for buoy age, lighting, and defense of the harbor. The preliminary operations and the condition of the work June 30, 1885, were as follows: The river and harbor act of August 2, 1882, provided- That the Secretary of War is hereby directed, at his discretion, to cause examina- tions or surveys, or both, and estimates of cost of improvements proper, to be made at the following points, namely: * * Sandy Bay, Rockport, Mass., with a view to the construction of a breakwater for a harbor of refuge. By order dated August 11, 1882, the Chief of Engineers directed Col. George Thom to make a preliminary examination and submit an esti- mate of the probable cost of such survey, and whether " said harbor APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 581 * * * is worthy of improvement, and that the work is a public ne- cessity." General Thom's report, dated October 7, 1882, states that the bay was worthy of improvement and the work one of public necessity. The Chief of Engineers, on April 24, 1883, directed Maj. C. W. Ray- mond, Corps of Engineers, to prepare plans and estimates for this work. Major Raymond reported, November 28, 1883, a project for a break- water, with rubble-stone mound, surmounted by a vertical wall of masonry. The cost was estimated at $4,000,000. In the river and harbor act of July 5, 1884, the sum of $100,000 was appropriate d for this work, with the proviso- That a Board of three Engineers, to be appointed by the Secretary of War, shall decide that this point is the best location on the coast between Boston and Portland for such a harbor, that shall serve all the uses for which it may be needed. The Board of Engineers constituted July 28, 1884, under the provis- ions of the act of 1884, submitted reports, dated August 23, 1884, and December 11, 1884. The decision of. the Board was that Sandy Bay was the best location on the coast, between Boston and Portland, for a harbor of refuge of the first class, and also that the plans recommended for the breakwater by Major Raymond were the best that could be adopted. On April 15, 1885, interested parties asked the honorable the Secre- tary of War to direct operations to be commenced. They stated that the expenditure of the sum available would more clearly mark Avery's Ledge, which would be "a very substantial benefit to commerce," and if more funds were provided "one end of the breakwater would be already corn pleted." The subject was referred to the local engineer, who stated that the construction of a pier on the ledge, "extending above high water, would, without doubt, be a benefit to navigation, whether a breakwater is or is not built in the future." On May 5, 1885, the Chief of Engineers submitted this report to the Secretary of War, and recommended that the local engineer be called upon "for a project of the pier on Avery's Ledge, the said pier to form the beginning of a breakwater at Sandy Bay, should additional appro- priations be made by Congress for continuing its construction in the future." The recommendation was approved by the Secretary of War, and May 20, 1885, Major Raymond submitted a project for a solid stone pier 30 feet in diameter, rising to 12 feet above high water, and to cost $46,000. On June 25, 1885, The Board of Engineers reported that the form and dimensions of the pier proposed by Major Raymond would have sufficient stability, but believed that the cost would be reduced by building the lower part of it of concrete in situ inside of a cast-iron ring. These several reports were submitted to the Secretary of War, and on the 6th of July, 1885, the work of building a pier to mark the site of the ledge, as well as to form one terminus of the proposed break- water, was ordered to be commenced. Surveys and preparations of the project were in progress until Sep- tember 10, 1885, when it was proposed to place on Avery's Ledge two large blocks of concrete which should weigh 371 tons. They were to be constructed on shore, and when dry placed on the ledge. This structure was to extend to the level of half tide, and was to be sur- mounted by an iron spindle. It was estimated to cost $6,000. The 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. balance of the funds it was proposed to expend in the construction of a portion of the rubble base of the breakwater, commencing 140 feet from the initial point and extending northward along the axis of the breakwater for a distance of about 1,282 feet. The top of this rubble base was to be 40 feet wide, and in a plane 22 feet below low water. This project was approved by the Chief of Engineers September 15, 1885, except that it was directed that the concrete blocks should not rise higher than the level of one foot below mean low water. On September 25, 1885, proposals were invited for placing 122,000 tons of rubble-stone in the breakwater. Six large buoys for service in connection with the placing of the con- crete blocks were moored round Avery's Ledge by contract awarded August 3, 1885. Ranges on the salvages for guiding the dumping of the stone were also established. On October 26, 1885, the proposals invited for rubble-stone were opened. Eight bids were received, the highest $1.67 per ton, the low- est 58.3 cents. On October 30, 1885, a contract was entered into with the lowest bidder, the Rockport and Pigeon Hill Granite Companies, Chas. S. Rogers, receiver. Work was commenced by the contractors in November, 1885, and during the fiscal year they delivered 49,762 tons, all of which was dumped between stations 340 and 1275. On March 8, 1886, proposals were invited for building and placing on Avery's Ledge a concrete block to weigh approximately 168 tons. Bids were opened April 15, 1886. Only one bid was received, that of Mr. B. G. Bailey, of New York, which was for $7,707. The proposal was not of the required form, and the justification of the guarantors was not complete; it was rejected. As the season was too far advanced to readvertise the work, or to admit of the construction of a sufficiently hardened block in timne for its sinking before the approach of the variable weather of autumn, the plan of this kind of base for the pier was abandoned, and it was de- termined to substitute for it a spindle, which was absolutely required to give a permanent range for the convenience of the contractors in dumping stone. On March 11, 1886, proposals were invited for a wrought-ironm spindle 8 inches in diameter. The bids received were opened March 22, and the contract awarded to the lowest bidder, the Bridgewater Iroi and Steel Company. Their bid was for 54 cents per pournd. The spindle was de- livered April 15, 1886. On May 25, 1886, sealed )proposalswere opened for drilling a hole in Avery's Ledge and erecting therein the iron spindle. This work was approved and the contract awarded by Department letter of May 28, 1886, to the second lowest bidder, Mr. George W. Townsend, of Boston, Mass., with whom on the 9th of June, 1886, a formal written contract was executed for this work. Work ulnder this contract was commenced June 18, but the contractor was unable to complete the work during the fiscal year, owing to un- favorable weather. The contract is still in force. An apprehension having arisen that it might be impracticable to drill the hole in the rock for the accommodation of the spindle, it was de- cided to make an attempt to sink a cast iron ring, 23 feet in diameter and 6 feet high, around the initial point, to be filled with concrete and to form an antuchiorae for the spindle as well as to furnish the base of the future pier. The great desire was to secure the erection of the OF MAP 'C 5 36 77 24 6 + - « fie. .\ HALIBU POINT THE ATLANTIC COAST .r FROM PORTSMOUTH . H. TO S CITUAT l , MASS. MILES, CAPE NEDQItK STATUTE uAU7' CAL MILES. BOON it =NEW p_ SISHOF ' LANE D PORTSMOUTH NS CVVIIi ISLES or SHOALw FIGE"O: IMI . C LITTLE BOAR'd $0.1 GREAT BOAR'S NO. PIGEO] HAMPTON cow HARRC 0 At[RA1, NEWBURYPORT APPENDIX B-REPORT OF LIEUT.-COL. GILLESPIE. 583 spindle, the construction of the pier being only a secondary considera- tion. This plan was likewise approved by the Department May 14, and immediately thereafter a contract was awarded to Messrs. G. W. and F. Smith, of South Boston, the lowest bidders, for the construction of the iron shell at 3 cents per pound, delivered at Rockport, by July 15; and several minor contracts were made for the delivery of concrete material and of the timber for making shears and other appliances. Work was immediately started on all these contracts, and good prog- ress has been made in perfecting arrangements for the work. The balance available July 1, 1886, was $57,817.43. It will be ap- plied to the completion of the existing contract for rubble-stone, to the building of the pier on Avery's ledge, and in marking the location of this submerged pier by an iron spindle. In continuation of the rubble mound substructure of the breakwater during the fiscal year ending June 30, 1888, $500,000 could be advan- tageously expended. Sandy Bay is situated in the collection district of Gloucester, Mass. The nearest light-house is Straitsmouth Light, situated on the northeast end o Straitsmouth Island, at the southeast side of the entrance to the bay. A letter from the collector of customs at Gloucester, Mass., which gives the com- mercial statistics of this district for the fiscal year ending June 30, 1886, is annexed. Money statement. July 1, 18-5, amount available ----..----.--.. ---.----.----. ----- $..95, 659 97 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ......-------.....- ... ... $25, 284 80 July 1, 1886, outstanding liabilities..---...............------.....---.... 12, 557 74 37, 842 54 -----. 57, 817 43 July 1, 1886, amount available.---------............--------......--..------....--........---.... Amount appropriated by act approved August 5, 1885 .................... 100, 000 00 Amount available for fiscal year ending June 30, 1887 ...........--...... 157, 817 43 Amount that can be profitably expended in fiscal year ending June 30, 1888 500, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. Abstract of proposals for rubble-stone for Sandy Bay Breakwater, Massachusetts, opened October 26, 1885, by Maj. C. W. Raymond, Corps of Engineers. Price per No. Names of bidders. ton of 2,000 pounds. 1 Rockport Granite Company and Pigeon Hill Granite Company ...................... $0 58, 2 Charles li. Ed wards ......................................................... 68 3 John Cam eron ................ ............... .. ............ ................ 7211 4 Charles W. Parker and Isaac A. Sylvester .-------..--.. __................................... 87 5 George E. Runyon ..----... ........--.....................--------------------...---------------..................--.. 90 6 Samuel R. Cumming and M. J. Dady ........................-------------------------....................... 99 7 Charles Guidet ..................................... . ---------------.. ... 1 51 8 David V. Howell .............................---------------------------------.................................. 1 67 Contract was awarded to the Rockport and Pigeon Hill Granite Companies with the approval of the Chief of Engineers, 584 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of proposalsfor drilling hole in Avery's Ledge, Sandy Bay, Cape Ann, Massachu- setts, and inserting an iron spindle therein, opened May 24, 1886, by Maj. G. L. Gillespie Corps of Engineers. Gross No. Names of bidders. sums bid Remarks. for work. 1 2 William E. Chapman ...............- ....... $1, 275 3 Adoniram Fairchild ...............-- .. 425 Proposal withdrawn by permission. 4 Hugh Bowen.................................. 965 5 Edward McDonald............................ 3, 000 George W. Townsend ........................ 900 ' Contract was awarded to George W. Townsend, with the approval of the Chief of Engineers. COMMERCIAL STATISTICS. CUSTOM-HOUSE, GLOUCESTER, MASS., Collector's Ofice, July 7, 1886. SSI : As requested in your favor of May 25, I send you the following statistics in re gard to this district: Tonnage of district, 495 vessels, 31,437 tons. Number of vessels entered from foreign countries ......- _.. -... .. .......... 128 Number of vessels cleared to foreign countries ... ......-................ 113 Number of vessels' registers and enrollments granted ...... ..........-..... 98 Number of vessels' licenses ............ ..................----------- ......-----.......... 504 Value of irports- --........................ Duties on imports......----......--............ ......................... ...........................--.. -....$109,236 -.... $13, 827 Number of vessels boarded by inspectors ... __ .......... ........... .....- -. 3, 400 I (These are nearly all the vessels in the foreign and coastwise trade, as many of our local fishermen are not boarded.) There is about 50 sail of vessels (fishing and coasting) owned at Rockport (Sandy Bay), and they have 3 or 4 foreign arrivals each year from Nova Scotia. A sum of money could be expended to good advantage in Gloucester Harbor in making improvements and removing rocks. Respectfully, D. S. PRESSON, Collector. Maj. G. L. GILLESPIE. APPENDIX C IMPROVEMENT OF HARBORS AND RIVERS ON THE SOUTHERN COAST OF MASSACHUSETTS AND IN RHODE ISLAND AND CONNECTICUT. REPORT O+ LIE UTENANT-COLONEL GEORGE H. ELLIOT, CORPS OF EN- GINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1886, WITH OTHER DOCUMENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Harbor of Refuge at Hyannis, Massa- 10. Warren River, Rhode Island. chusetts. 11. Newport Harbor, Rhode Island. 2. Harbor of Refuge at Nantucket, Massa- 12. Harbor of Refuge at Block Island, chusetts. Rhode Island. 3. Wood's Holl Harbor, Massachusetts. 13. Little Narragansett Bay, Rhode Isl- 4. Westport Harbor, Massachusetts. and. 5. Wareham Harbor, Massachusetts. 14. Harbor of Refuge at Stonington, Con- 6. Taunton River, Massachusetts. necticut. 7. Pawtucket River, Rhode Island. 15. Pawcatuck River, Rhode Island and 8. Providence River and Narragansett Connecticut. Bay, Rhode Island. 16. Removing sunken vessels or craft ob- 9. Green Jacket Shoal, Providence River, structing or endangering navigation. Rhode Island. ENGINEER OFFICE, UNITED STATES ARMY, Newport, R. L, July 28, 1886. GENERAL: I have the honor to submit herewith annual reports for the year ending June 30, 1886, for river and harbor works in my charge. I was assisted auring the year by Assistant Engineer Norman W. Eayrs. Very respectfully, your obedient servant, GEORGE H. ELLIOT, Lieut. Col. of Engineers. Brig. Gen JOHN NEWTON, Chief of Engineers, U. S. A. C I. HARBOR OF REFUGE AT HYANNIS, MASSACHUSETTS. The harbor of Hyannis lies on the south shore of Cape Cod, about 15 miles to the westward of the heel of the cape, and is an important har- bor of refuge. The mean rise and fall of the tide is about 34 feet. 585 586 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ORIGINAL CONDITION. Before improvement it was an open roadstead, exposed to southerly storms. PLANS OF IMPROVEMENT. In the years 1827-'38 a breakwater of riprap granite 1,170 feet long was constructed, covering an anchorage of about 175 acres, the entrance to which has a depth of about 15- feet. It was not as strongly built as we would now build a breakwater in a locality of like exposure, and in the years 1852-'82 extensive repairs were made in increasing the width of its base and the size of the stone forming its sides and top. The depth of water inside the breakwater is insufficient for many ves- Sels that seek the harbor for refuge, and the river and harbor act of July 5, 188-, provided for a preliminary examination and survey of the harbor, with a view of deepening it. The reports in the case, with a plat and an estimate of the cost ($45,743.20), were printed in House Ex. Doc.No. 96, Forty -eighth Congress, second session, and may also be found in the Report of the Chief of Engineers for 1885, Vol. I, pages 560 and 619-'21. The commencement of this work has been approved by Con- gress making an appropriation of $ 10,000 therefor in the act of August 5, 1886. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1886. No work has been in progress during the last fiscal year. The amount expended on this work has been $123,276.77, and the breakwater has been completed according to the original project and the subsequent plans for strengthening it. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. The execution of the project before referred to, of deepening the an- chorage area inside the breakwater, will be commenced at the eastern end of the anchorage, and the full width of the area p)roposed to be deepened will be carried to the westward as far as the appropriation of August 5, 1886, will allow. Hyannis Harbor is in the Barnstable collection district, and Barnstable is the nearest port of entry. The amount of revenue collected in the last fiscal year was $1,670.92. The main value of the harbor is for a harbor of refuge. The nearest light-house is Hyannis Light; the nearest fortification is the fort at Clark's Point, New Bedford, Mass. Money statement. July 1, 1885, amount available ....... ...... ..--....--..... ......---...... $105 48 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...----. -- ..... --.. .. --.. - -.. --...... --....... 24 67 July 1, 1886, amount available ...... .................................-----------------------------------------.. 80 81 Amount appropriated by act approved August 5, 1886 .................. 10,000 00 .. 10,080 81 Amount available for fiscal year ending June 30, 1887................--- SAmount (Amount (estimated) required for completion of existing project -----. 35, 662 00 that can be profitably expended in fiscal year ending Jnne 30, i888 35, 662 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 587 COMMERCIAL STATISTICS. HYANNIS, June 21, 1886. SIR: I have the honor to report the receipt of your letter of the 17th, and have gathered the following statistics, in compliance with your request, for the year 1885: IMPORTS. Coal .....-....---...----...... ----- .........-----------------...--....---...--................ tons. 8, 000 Lumber .--...---.----......-----......--------.----.......-------...------..---...-..--.....------ feet. 1, 750, 000 ---....---..........----.........------- Cotton....-----.. ......... -------..--- bales. ..----------------.... 1,000 Grain ....----.-....- --...-- ---- ..-- ..--.... -- --...---..---- .----... ........ -- -...... - -...- ....----bushels. 108, 000 Lime -------......--.....--.......-------............-- ---........--....---....-------........-----..--... barrels. 500 Hay ....------....---....--.. --..----....--..--...... -------------................--.. bales. -....--........ 300 EXPORTS. Fish, iced ......---....................--..-..... .... ..------ ......... ---.. barrels. 42, 000 Schooners harboring during year .............. ...........-. ... ... 1,600 English....-----------........................................................ 150 American ......------------......-------......------............-------------..........------.... ---...--........ 1, 450 Draught .--..... -........... --..---------------. .--............ ---- feet. 3 to 15 Tonnage ...----....-..-......--------------......-----......------......----...-......---..----............ 25 to 1,000 Steamers harboring during year ........................................ 210 Tonnage ....-----........... .. --.....-......- - ...... ...... ............ 75 to 500 ........ Draught .------.....--......----...------ ------------....-----....--... -.--.. -----...... feet. 6 to 13 There would probably be a larger n umber of vessels harbor here if the harbor inside the breakwater was dredged. Very respectfully, ALONZO F. LOTHROP, Keeper of Hyannis Light Station. Lieut. Col. GEORGE H. ELLIOT. C 2. HARBOR OF REFUGE AT NANTUCKET, MASSACHUSETTS. Nantucket Harbor is the only one between the harbors of Martha's Vineyard (Vineyard Haven and Edgartown) and Provincetown, a dis- tance of about 100 miles, except the small harbor of Hyannis, on the other (the north) side of Nantucket Sound, the navigation of which is intricate and dangerous by reason of numerous shoals. Nantucket Harbor has deep water inside, and the object of the improvement is to make it a harbor of refuge for vessels plying between ports north and south of Cape Cod, estimated at 50,000 annually. In the memorial to Congress on which the first appropriation for this harbor of refuge was based it was stated that more than 500 vessels had been wrecked in the vicinity of the island. The mean rise and fall of the tide is about 3 feet. ORIGINAL CONDITION. Before the commencement of the present works there was a shoal about 1- miles in width outside the entrance, through which shoal the channel or line of best water was only about 6 feet deep, and very crooked, and subject to changes in location. PLANS OF- THE WORKS. The present approved project is to construct jetties of rilprap stone projecting from either side of the present entrance to the harbor for the 588 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. purpose of concentrating the strength of the tidal currents and exca- vating a channel of 15 feet depth by scour, and, at the places where the full depth required will not be reached by this means, to complete the work by dredging. A plan of the works may be found in the Report of the Chief of Engineers for 1885, Vol. I, page 578. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended on this project up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $100,211.25, and the result was the construction of the west jetty to a point 3,955 feet from the shore. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year no work was in progress. My project for the location of the east jetty and the completion of the works required for making Nantucket Harbor a harbor of refuge for vessels of 15 feet draught and less, with certain modifications proposed by the Board of Engineers for Fortifications and River and Harbor Improve- ments, having been approved by the Chief of Engineers, advertisements were issued for proposals for furnishing riprap granite for commenc- ing the construction of the east jetty and placing the same in the jetty. The proposals received and the terms of the contract will be found in the appended table. In September, 1885, the right of way to and from the east jetty by land, the right to connect it with the shore, and to erect temporary buildings for public purposes at the root of the jetty were obtained and placed on record in the office of the register of deeds at Nantucket. Work on the jetty commenced April 29, and continued until the end of the fiscal year, when it was still in progress. The amount of stone de- livered during the fiscal year was 2,000 tons. Careful surveys were made in June last of the bottom of the entrance to the harbor to determine what effect, if any, the west jetty alone had produced on the bar, reports having been received that the water had aeepened and that vessels experienced much less difficulty last spring than formerly in crossing the bar at low tide. Our survey fully con- firmed these reports. The lighting of the end of the west jetty, which, until the two jetties are completed and a lighthouse is erected on one of them, will be a source of danger to vessels entering and leaving the port at night, was faith- fully attended to during the year. Mr. Thomas A. Churbuck was local inspector of the work of construc- tion of the east jetty. AMOUNT EXPENDED DURING THE LAST FISCAL YEAR AND RESULTS TO JUNE 30, 1886. The amount expended during the last fiscal year, including liabilities outstanding June 30, 1886, was $5,620.87. The east jetty was com- menced and fully completed to a distance of 120 feet from the initial point on the shore, which is the outer end of the middle of the three northwest spurs built on Coatue Beach some years ago, and the founda- tion was laid and the jetty partially completed for an additional distance of 100 feet. The crossing of the deep flood-tide channel, which ran near APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 589 and parallel to the shore of Coatue, made the construction of this part of the jetty comparatively slow. Although but little, if any, effect had been expected before the two jetties should have been extended until they should become parallel and contract the channel to the width contemplated, viz, 1,000 feet, it was found in the survey just referred to that on a line from Brant Point to the present end of the west jetty the least depth of water was nearly 1J feet greater than at the time of our previous survey, and vessels had less difficulty in entering and leaving the harbor. It is believed that the channel depth would already be much greater except for the " Hog Backs," or slight elevations of the bottom, covered with strong sea-weed which protects the sand from scour. When the channel has become somewhat more contracted by the extension of the east jetty, I design to harrow the bottom in the line of deepest water by the aid of a steamer, for the purpose of breaking up the roots of this sea-weed and stirring up the sand in order to facilitate the action of the strengthened tidal current upon it. The indications are that in this way a considerable deepening of the water in the channel will be pro- duced long before the final contraction of the channel to the width con- templated for it. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PRO- JECT. . The work required to be done to complete the existing project is the completion of the east and west jetties, and the excavation by dredging of so much of the channel as will not be excavated by tidal scour. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exten- sion, as far as possible, of the east jetty. Nantucket is in the Nantucket collection district, and is a port of entry. The amount of revenue collected in the last fiscal year was $185.02. The value of the har- bor is mainly as a harbor of refuge. The nearest light-houses are Nantucket Cliff and Brant Point lights. The nearest fortification is the fort at Clark's Point, New Bed- ford, Mass. Money statement. July 1, 1885, amount available ............................ ......... $9, 788 75 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885................ .......... $3, 048 81 July 1, 1886, outstanding liabilities .......................... 2, 572 06 5, 620 87 S July 1, 1886, amount available----................. ...................... 4,167 88 Amount appropriated by act approved August 5, 1886 :.................. 15, 000 00 Amount available for fiscal year ending June 30, 1887 ........---- ....--...--..----. 19,167 88 SAmount (estimated) required for completion of existing project--......-.. 250,000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 100, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. 590 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Abstract of proposals for furnishing riprap granite for the east jetty at Nantucket, Mass., and placing the same in thejetty, received at Engineer Office, United States Army, Newport, ,RB. I., in response to advertisement dated September 26, 1885, and opened at 12 o'clock, noon, on the 17th October, 1885. No. Name and address of bidder. Price per Remarks. ton. 1 Chas. H. Edwards, Quincy, Mass............ $1 96 Work to be commenced within one 2 John A. Bouker, Jersey City, N. J...- ..- ..- 2 37 month after signing of contract, except 3 Wm. H. Molthrop & Co., New London, Conn. 2 47 otherwise agreed in writing, and to be 4 James Scully, Groton, Conn ..--...----........... 2 50 finished on or before June 30, 1886. 5 James V. Luce, East Lyme, Conn......-..... 2 78 Contract awarded to C. H. Edwards, with the approval of the Chief of Engineers, and dated October 26, 1885. Time of commencement extended to April 1, 1886, and time of completion to August 31, 1886. COMMERCIAL STATISTICS. CUSTOM-HOUSE, NANTUCKET, MASS., Collector's Ofice, June 30, 1886. SIR: In compliance with your letter of June 17, 1886, I inclose you herewith; a statement of imports into this port during the last fiscal year; also a statement of tonnage. The amount of revenue collected at this office during the past year aggre- gates the sum $185.02. I have the honor to remain your obedient servant, ALBERT A. GARDNER, Collector. Lieut. Col. GEORGE H. ELLIOT. Aggregate amount of imports for the year ending June 30, 1886. Coal, hard .----..--.....-----.......----.....--- tons.. 8, 750 Brick ............ ...... number.. 255, 000 Coal, gas ..................... do... 200 Lime ....................... casks.. 800 Railroad sleepers ........... pieces.. 3, 500 Cement ....................... do.... 270 Grain ............. ....... bushels.- 27, 000 Wood........................ cords.. 541 Flour................... barrels.. 4, 500 Salt ..............--- .......... pounds.. 145, 550 Hay ... ................. tons.. 175 General merchandise..............ons.. 4, 500 Lumber . ............... ......... feet.. 1, 800, 000 About 218 vessels entered our harbor during the past year of the following classi- fication : No. Class. Average Average draft. size. Feet. Tons. 112 Schooners ............................................. .. .......... 8 115 28 Sloops ............................ .............. .......... ... 6 45 23 Steamers ............................................................ 7 400 7 Barges............................................................. 6 100 48 Yachts, of various sizes, and rigs................................. ....... ....... Very respectfully, ALBERT A. GARDNER, Collector. APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 591 C 3. IMPROVEMENT OF HARBOR OF WOOD'S HOLL, MASSACHUSETTS. This harbor is on the north side of Vineyard Sound, and is divided into Great Harbor and Little Harbor. The name " Wood's Holl " is also applied to the adjoining strait which connects Vineyard Sound with Buzzard's Bay. The site of the works now under construction is Great Harbor, Wood's Holl. The rise and'fall of the tide is about 2 feet. ORIGINAL CONDITION. Before improvement, the site of the present works was a submerged point of land extending from the shore of the harbor. PLANS OF IMPROVEMENT. The adopted project for the improvement of Great Harbor, Wood's Holl, was for the construction of retaining-walls on the shore, a hollow pier and wharves for the use of the United States Fish Commission, and to serve also as a coaling station for vessels of the Revenue Marine and other branches of the public service, and as a iarbor of refuge. A plan of the works may be found in the Report of the -Chief of Engineers for 1884, Vol. I,page 598. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended on these works to June 30, 1885, including liabilities outstanding at that date, was $77,842.66 The retaining and pier walls and the dredging of the interior of the hollow pier and the berths for public vessels had been completed, and the coal, the west, and the cross wharves had been essentially completed. OPERATIONS DURING THE LAST FISCAL YEAR. 7For year. want of funds no workhas been in progress during the last fiscal WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work required for the completion of the project for the improve- ment of Great Harbor, Wood's Holl, is the construction of the south and east wharves. In the strait of Wood's Holl there is a large and dangerous rock which is to be removed. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the con- struction of the south and east wharves, and the removal of the dan- gerous rock in the strait of Wood's Holl, just referred to. Wood's Holl is in the Barnstable collection district. New Bedford is the nearest port of entry. The amount of revenue collected in the last fiscal year was at Barn- stable $1,670.92, and at New Bedford $48,3b1.08. The nearest light-house is Nobsa Light; the nearest fortification is the fort at Clark's Point, New Bedford, Mass. 592 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Money statement. July 1,1885, amount available ......................................... $64 00 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ...............-- ... .. ....................---- .. 17 05 July 1, 1886, amount available ------------------.-.-----------------.. 46 95 Amount appropriated by act approved August 5, 1886 .-----..---- . 14, 500 00 Amount available for fiscal year ending June 30, 1887 ..--........----..... 14, 546 95 COMMERCIAL STATISTICS. PACIFIC GUANO COMPANY, Wood's Holl, Mass, June 30, 1886. DEAR SIR: In reply to your favor of the 17th instant, we send the following state- ment in regard to the commerce and navigation of this place. There have been received during the past year- Articles. Quantity. No.of Coal---- ........................................---------------------------..----...........------------ 6,500tons.. 21 Barrels ...........................................................-. - ------- 1,300 barrels 6 Lumber .........................................................-------------- 565,000feet 4 Hay, lime, brick, spiles, and wharf material . ........................ ....................---- 4 and there have been received and shipped 128 cargoes phosphate rock, brimstone, nitrate of soda, fish scrap, and other fertilizing materials and completed fertilizers, aggregating 49,000 tons, in sailing vessels of from 100 to 1,200 tons, and one foreign steamer of 2,600 tons. There have also been shipped 3,000 barrels of fish and other general merchandise and produce by lines of steamers to New Bedford, Martha's Vineyard, and Nantucket besides all the materials and supplies which Martha's Vineyard and Nantucket re- ceive from the interior via the Old Colony Railroad. Our harbors are in constant use throughout the year by fishing vessels, yachts, coasters, and wrecking steamers as a harbor of refuge. Yours, truly, ASA SHIVERICK. Lieut. Col. GEORGE ELLIOT. C4. IMPROVEMENT OF WESTPORT HARBOR, MASSACHUSETTS. Westport Harbor is an estuary of a bay lying between Narragansett Bay, Rhode Island, and Buzzard's Bay, Massachusetts. This is a new work, and no appropriation had been made for it until, by act approved August 5, 1886, Congress appropriated $1,000 "for sand-fence." The late General Warren, then in charge of this district, in reporting, De- 4" cember 12, 1878, on the survey which he had made in accordance with section 2 of the act of June 18, 1878, stated that the wearing of Horse Neck Point (on the north side of the entrance) could be prevented jby small sand-catch jetties, and these could be gradually prolonged so as to narrow the space opposite and increase the average depth" (of the channel); and named $1,000 as the amount that could reasonably be expended in this way. It is supposed, therefore, that the $1,000 ap propriated by the act of August 5, 1886, are intended for the construc- tion of the sand-catch jetties recommended by the late General Warren, and the funds will be expended accordingly. Money statement. Amount appropriated by act approved August 5, 18s6 .-................. $1,000 00 APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 593 C 5. IMPROVEMENT OF WAREHAM HARBOR, MASSACHUSETTS. This harbor is an estuary at the head of Buzzard's Bay. The object of the improvement is to deepen and widen the channel leading from Buzzard's Bay to Wareham; the industries of which and of several towns in the vicinity with which it is connected by rail are chiefly the manufactures of iron, and depend largely on transportation by water of the material used therein. The commerce of Wareham is carried on in sailing vessels, and the channel is to be made a beating channel for such vessels. Another object of the improvement is in the raising of Long Beach, over which the sands from the bay were washed into the harbor. The mean rise and fall of the tide is 4 feet. ORIGINAL CONDITION. Before improvement the ruling depth in the harbor was about 7 feet at mean low water in a narrow and very crooked channel. Long Beach, a narrow sand-spit at the mouth of the harbor, was washed and abraded by the waves and currents at high water, and the material was carried into and shoaled the channel inside. PLANS OF IMPROVEMENT. The original approved project of 1871 for the improvement, and its subsequent modifications, provides for a channel 250 feet wide and 10 feet deep at mean low water from Barney's Point down to the entrance to the harbor. Above Barney's Point the width of the channel is to be 350 feet, with the same depth--10 feet-as below that point. The plan includes also the raising and strengthening of Long Beach, of which a large portion was submerged at low water, to carry it above the storm waves and currents and to hold it there, in order to prevent the filling of the improved channel above by material abraded from the beach. A plat of Wareham Harbor, showing the lines of the channel now being excavated, may be found in the Annual Report of the Chief of Engineers for 1885, Vol. I, page 586. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The total amount expended on the improvement up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was *56,467.43, and the result was % channel through and above the upper bar to the wharves with a width of not less than 100 feet and a depth of 10 feet at meany low water. A large part of the work on the lower reaches of the channel had been done and the river oppo- site the wharves had been deepened to 9 feet below mean low water. Long Beach was raised above high-water storm-tides, except in a few places, so that the major part of the wash of sand into the improved channel inside the beach had been stopped. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year the work of dredging the chanluel was in progress under the contract with the Atlantic Dredg- ing Company, of Brooklyn, N. Y., which was described in the last an- 38 E 594 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. nual report. It continued to August 5, 1885, when the contract was completed. The amount of material removed from the beginning of the fiscal year was 43,444 cubic yards of dredged material and 2.24 cubic yards of bowlders, all of which was carried to the dumping-ground be- tween AbiePs Ledge and Dry Ledge, in Buzzard's Bay. New bounds were placed to mark the channel-lines of the entire improvement, and small repairs were made during the year to the stone and brush pro- tective works at Long Beach damaged by the storms of the winter of 1885-'86. The lumber of the old sand-catch fence at Long Beach, destroyed in the great storm of January 9. was sold at auction March 31, after due advertisement, and the proceeds were deposited in the Treasury. Mr. Thomas A. Churbuck was local inspector of the work. AMOUNT EXPENDED DURING LAST FISCAL YEAR AND RESULTS TO JUNE 30, 1886. The amount expended during the last fiscal year was $8,485.21. The channel in the upper part of the harbor in front of the wharves was carried to its full width and completed, and about one-half of the first reach below the wharves was excavated to its full depth of 10 feet be- low mean low water. This reach includes the heaviest cutting in the entire improvement. The ruling depth of the approaches to Wareham has now been increased from 7 to 9 feet, and the channel has been greatly widened in all the reaches, especially in the main reach below the wharves. Vessels of larger draught can be carried to Wareham than formerly, and the increase in width of channel is already a great help to all vessels in beating in and out of the harbor. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work required to complete the existing project is the excavation of the channel to its full Width and depth from the point to which it was carried by the last contract down to the deep water above Long Beach. There will also be required the expenditure of a few hundred dollars more in the further building up of Long Beach. OPERATIONS CONTEYIPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to carrying on the work according to the approved project as far as the funds will admit. Wareham is in the New Bedford collection district. New Bedford is the nearest port of entry. The amount of revenue collected in the last fiscal year was $48,381.08. The nearest light-houses are Bird's Island and Wing's Neck lights. The nearest for- tification is the fort at Clark's Point, New Bedford, Mass. Money statement. July 1, 1885, amount available .- -......---......--......... ---..---........--..... $8, 532 67 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .._ ... ............... .... .... ..... ... .... 8, 4s5 21 July 1, 1886, amount available ................................... ..... 47 4 Amount appropriated by act approved August 5, 1886 ......-............. 15,000 00 Amount available for fiscal year ending June 30, 1887 ...........-..... 15, 047 46 APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 595 Amount (estimated) required for completion of existing project ...... . $4, 050 00 Amount that can be profitably expended in fiscal year ending June 30,1888 4, 050 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. WAREHAM, MASS., July 10, 1886. SIR: Replying to your inquiry referring to the commercial statistics of Wareham Harbor, I have the honor to write that I learn of no such changes in its commerce since the date of my advices to you in that respect of last year as will materially alter the carefully prepared statements that appear in your official reports for 1884 and 1885 upon the impro-ement of this harbor. An increase of commerce in some staple articles is apparent here, but it is not an equivalent for the decrease incident to the general depression inthe manufacture of iron commodities. The commerce of this port has plainly been stimulated by the intended improvements in its navigation, but the benefits and great utility of these improvements cannot be realized fully until the completion of the work throughout as projected. Very respectfully, GERARD C. TOBEY. GEORGE H. ELLIOT, Lieut. Col. of Engineers, U. S. A. C 6. IMPROVEMENT OF 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. It is about 44 miles in length, measured along its course. The object of the improvement is to deepen and widen the channel leading to the city of Taunton, at the head of navigation, which requires large quantities of coal, iron, clay, moldings, sand, and other heavy articles for its extensive manufactures, dependent largely on water transportation, so that vessels of 11 feet draught can reach the city at high water. The rise and fall of the tide before improvement was 54 feet at Dighton and 3.4 feet at Taunton. ORIGINAL CONDITION. In its original condition the channel was narrow and obstructed by bowlders, and from Berkley Bridge to Taunton the 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 Taunton. PLANS OF IMPROVEMENT. The approved project of 1871 and its subsequent modifications pro- vides for a channel 60 feet wide and 11 feet deep from Weir Bridge to the ship-yard; a channel 80 feet wide (100 feet at the bends) and 11 feet deep from the ship-yard down to and through the Needles and Briggs's Shoal; thence to Berkley Bridge a channel of the same width and 12 feet deep, and from Berkley Bridge to the deep water at Dighton the channel was to be 100 feet wide and 12 feet deep. The depths are esti- mated from high water. The ledge which crosses the bottom of the 596 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. river at Peter's Point, and the numerous bowlders which lay on the bottom and sides of the channel from Taunton to Dighton were to be removed. A plat of the river, showing the improved channel, was published in the Annual Report of the Chief of Engineers for 1884, page 606. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended on the improvement of the river up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $134,470.44. With the exception that but 40 feet of the 60 feet of width could only be dredged between the bridge at Weir and the ship-yard on account of interfering with private property, and that on account of the hardness and depth of the material at the sides the 80-foot channel was not, in all cases, dredged to its full width, the channel down to Berkley Bridge had been completed. The major part of dredging below the bridge had been done, but this part of the channel still lacked in width at some places. The channel had been cleared of bowlders from Taunton down to Berkley Bridge. The work of uncovering the ledge at Peter's Point preparatory to its removal had been commenced. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year work was in progress under a contract with J. H. Fenner, of Jersey City, N. J., described in the last Annual Report, for cutting a channel 12 feet deep and 100 feet wide through the ledge at Peter's Point, and excavating by dredging a chan- nel of the same dimensions between the upper part of "The Nook" and Dighton. The work of uncovering the ledge at Peter's Point by re- moving the overlying bowlders and gravel was completed in August, 1885, when a very careful survey was made to determine the cubic con- tents of the prism of rock to be excavated, to serve as a basis for pay- ment to the contractor when the ledge work should be completed. The blasting and removal of the ledge was then commenced, arid has con- tinued until the end of the fiscal year with the exception of a suspen- sion during the winter on account of ice, and other suspensions by rea- son of damages to the contractor's plant. The major part of the mate- rial blasted in the eastern half of the channel has been dredged, and deposited in the form of a half-tide dam running from Reuben's Island to the west shore of the river, with the view of accelerating the current in the dredged channel off and above Dighton and preventing depos- its in this part of the channel. During the year surveys were made of the channel between Church's Wharf and Berkley Bridge, of Pioneer Rock and the shoal at the mouth of Three-mile River, and examinations were made of the channel at "Burt's Turn" and between North Digh- ton and Weir. The contract with Mr. Fenner has been extended, with the approval of the Chief of Engineers, to September 1, 1886. Mr. C. O. Abell was the local inspector of the work. AMOUNT EXPENDED DU'RING THE LAST FISCAL YEAR, AND RESULTS TO JUNE 30, 1886. The amount expended during the last fiscal year, including liabilities outstanding June 30, 1886, was $2,917.95. All of the bowlders and gravel overlying the ledge at Peter's Point within the lines of the pro- APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 597 posed channel have been removed; the work of blasting the ledge has been nearly completedl; the major part of the broken rock has been removed by dredging, and the half-tide dam between Reuben's Island and the west shore of the river has been essentially completed. The ruling depth of water in the river has been increased from 5 to 11 feet at mean high water, and vessels of 11 feet draught can now reach Taun- ton, at the head of navigation. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT There remains to be done to complete the existing project the com- pletion of the removal of the ledge at Peter's Point; the completion of the dredging of the channel between Berkley Bridge and Dighton, and widening and deepening at a few points above the bridge, for all of which it is hoped the funds now available will be sufficient. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the remainder on hand July 1, 1886, to the completion of the removal of the ledge at Peter's Point, and to the en- largement by dredging of the remainder of the channel between Dighton and Berkley Bridge as well as above the bridge. \ Taunton River is in the Fall River collection district. Fall River is the nearest port of entry. The amount of revenue c)llected in the last fiscal year was $16,645. The nearest light-house is the Borden Flat light-house. The nearest fortification is Fort Adams, Newport Harbor, Rhode Island. Money statement. July 1, 1885, amount available....--..... ..--......... .................. $22, 529 56 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885-... .....--......... $2, 130 46 July 1, 1886, outstanding liabilities..-..............-......... 787 49 2, 917 95 July 1, 1886, amount available-.. ............ ................ 19,611 61 COMMERCIAL STATISTICS. TAUNTON, July 10, 1886. DEAR SIR: In reply to yours of the 9th we will inclose to you the following com- mercial statistics: Articles. Quantity. Articles. Quantity. Lumber .................. ..... feet.. 11, 000, 000 Metals of all kinds .......... tons.. 39, 000 Grain .................. .bushels.. 1, 238, 000 Cotton .. .............. bales.. 25, 500 Flour ... .................... barrels.. 40, 000 Molding-sand ............. ..... tons.. 22, 000 Coal ... ....... . .. tons.. 240, 000 Clay................. ........... . tons. . 28, 000 All other kinds of merchandise .tons.. 20, 000 There are owned in Taunton forty-four schooners, whose total carrying capacity is nearly 35,000 tons. There are also belonging to Taunton nine coal barges with a total carrying capacity of 10,000 tons. A large part of the above vessels and all the barges go to Taunton with a part and in many cases with a full cargo. In addition to this there are four large boats constantly employed on the river and one or two pleasure boats and barges. 598 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The population of Taunton has increased about 1,200 in the last year, and the busi- ness on the river is constantly increasing. In addition to the above allow us to say that previous to February of the current year the channel which has been deepened and widened-since the commencement of the last improvement on the river, has not filled in to any extent. In February last this section of country was visited by a terrible flood, being the most severe of any- thing of the kind for at least one hundred years. After the flood etnt down, it was found that in many places (one in particular a short way below Weir Village) the channel had been filled in 2 or 3 feet. We hope these shoals may be removed as quickly as possible and that the channel in the bends of the ri ver may be widened. Yours, truly, STAPLES & PHILLIPS. Col. GEO. H. ELLIOT. C 7 . IMPROVEMENT OF PAWTUCKET RIVER, RHODE ISLAND. The navigable part of the Pawtucket (or Seekonk) River, an arm o Providence River, extends from Providence to Pawtucket, a city which has a population of about 23,000, and extensive manufactures, depending largely on water transportation. The object of the improvement is to widen and deepen the channel leading to Pawtucket, so that vessels of 12 feet draught can reach that city at mean low water. The mean rise and fall of the tide is about 5 feet. ORIGINAL CONDITION. Before improvement, the channel in the river had a ruling depth of about 5 feet at mean low water. PLANS OF IMPROVEMENT. The original project as modified in 1883 provides for the excavation by dredging of a channel 100 feet wide and 12 feet deep at mean low water from the deep water above Red Bridge to the ledge opposite Grant & Co.'s Wharf at Pawtucket; thence, the deepening by blasting of the channel through the ledge to Pawtucket Bridge to the same depth and 40 feet wide. A plat of the river showing the lines of the proposed channel was published in the Annual Report of the Chief of Engineers for 1884, page 608. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended to June 30, 1885, was $52,718.44. The channel had been excavated under the original project to a width of 75 feet and a ruling depth of 7 feet at mean low water. A contract had been made for deepening and widening this channel according to the modified plan of 1883, but the work had not been commenced. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year no work was in progress. ' A contract, described in the last Annual Report, had been made in Octo- ber, 1884, with Elijah Brainard and Thomas H. Benton, of New York, for dredging a channel 12 feet deep and 100 feet wide from the deep water just above Red Bridge as far towards the city of Pawtucket as the available funds would pay for, but the work was not to be com- menced until the old Washington Bridge across the river near its APPENDIX C.-REPORT OF LIEUT.-COL. ELLIOT. 599 mouth, which formed such an obstruction to navigation as would inter- fere with the passage of tows of the dredged material, should be, re- moved. This delayed the commencement of the woIk till August 7, 1885, from which time it was continued until December 7, when the work was suspended for the winter by ice, and it was resumed on ApriL.9, 1886. The time of completion of the contract was extended by author- ity of the Chief of Engineers to June 7, 1886. It was completed May 28, 1886, 212,734.57 cubic yards of material having been removed dur- ing the fiscal year. In November, 1885, a series of observations of the rise and fall of the tide at Pawtucket was made for future determina- tions of the effect of the enlargement of the water-way on the tides art that place. Mr. John S. Engs, jr., was the local inspector of the work. AMOUNT EXPENDED DURING THE LAST FISCAL YEAR, AND RESULTS TO JUNE 30, 1880. The amount expended during the last fiscal year, including liabilities outstanding June 30, 1886, was $49,241.02. The new channel, 12 feet deep and 100 feet wide with wide enlargements at the bends, has been carried from its mouth at the deep water just above Red Bridge, a dis- tance of about 8,740 feet, or to a point.about 1,000 feet above a line drawn from Bucklin Island to Swan Point Wharf. This completed portion of the channel is already a great benefit to the commerce of the river and gives much satisfaction. A ruling depth of about 6 feet can be carried from the upper end of our present work to Pawtucket. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work yet to be done is to excavate by dredging the channel 12 feet deep and 100 feet wide from the point to which the last contract carried it to a point opposite Grant & Company's Wharf, and from thence to Pawtucket Bridge to deepen the channel through the ledge to the same depth with a width of 40 feet. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exca- vation by dredging of the upper reaches of the new channel, and, if the funds will admit, to the commencement of the work on the ledge which lies in the channel off Pawtucket. Pawtucket is in the collection district of Providence, and that port is the nearest port of entry. The amount of revenue collected at Providence in the last fiscal year was $180,933. The nearest light-house is Sassafras Point Light. The nearest fortifi- cations are Fort Adams, Newport, Rhode Island, and the fort on Dutch Island, Rhode Island. Money statement. $49, 287 52 July 1, 1885, amount available .----..-----....... ------ ------.... ----.....-------.......--------..------...... July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............. ....... $49, 217 27 July 1, 1886, outstanding liabilities ......-......--..-.....-. 23 75 49,241 02 July 1, 1886, amount available ---- ---....-------.............--.--..-..------. ....-----.... 46 50 Amount appropriated by act approved August 5, 1886 .....-..-----...... 30, 000 00 Amount available for fiscal year ending June 30, 1887 ....----....-----...... 30,046 50 600 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required for completion of existing project .- . $302, 478 00 Amount that can be profitably expended in fiscal year ending June 30,1886 75, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. MERCIAL STATISTICS. PAWTUCKET BUSINESS MEN'S ASSOCIATION, Pawtucket, July 20, 1886. DEAR SIR: Your letter of the 17th ultimo to the President of this association in relation to improvements of Pawtucket River was received in due time. In his absence I will simply state the statistics collected by the committee from this asso- ciation in 1883 were substantially accurate, and correct for the last year if about 10. per cent. be added to the same. Yours, very respectfully, A. K. GOODWIN, Vice PresidentPawtucket Business Men's Association. Lieut. Col. GEORGE II.ELLIOT, Corps of Engineers, U. S. A. COMMUNICATIONS FROM THE PAWTUCKET, R. I., BUSINESS MEN'S ASSOCIATION. 1. PAWTUCKET, R. I., June 14, 1883. DEAR SIR: Your favor of May 22, addressed to the Pawtucket Business Men's As- sociation, was duly received, and the undersigned, a committee appointed by said association to obtain the information desired, most respectfully submit the following statistics of the commerce in Pawtucket River for the year 1882: IMPORTS. Articles. Quantity. Articles. Quantity. Coal ....-.....--..--............. tons. 86, 000 Ammonia water ............. barrels. 210, 000 Iron. -............. .... ....... do.. 5, 300 Lime ...... .. ... ........ do.. 2, 500 Gravel.........--..............do. 300 Cement .....--................. do.. 15, 000 Clay .......................... do.. 50 Long lumber.... ..... ...feet - 9, 000, 000 North River stone ............... do. 500 Short lumber, as shingles, laths, clap- Paving-stone.................do.. 240 boards, &c.. ................ 3, 000, 000 Brick................................. 2,000, 000 Spool lumber (about) .........feet.. 2, 000, 000 The above merchandise was received chiefly by barges and sailing vessels carrying from 150 to 600 tons each, and drawing from 71 to 11 feet of water. The number of water-craft passed through the draw-bridges for the year 1882 was as follows : Class. Number. Steamboats.......... ........... ........... ................................ ........ 402 Tow boats --....---.................... ----......... .... .... ................. ................. ... 760 Sailing vessels .................... ...... ........ ... ... ..... .... ..... .................. 413 Sail-boats ........... .. .. ........................... .............................. . ... 248 Miscellaneous......................................................................... 458 Total.................. ... ............................................ 2,281 We would call attention to the fact that the commerce upon the river is steadily increasing; also that extensive manufacturing establishments are now being erected upon the banks of the river, which will greatly increase the commerce upon the same, and in order to meet the demand for transportation in large barges and sailing vessels APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 601 increased facilities to navigate the Pawtucket River should be made by widening and deepening the channel and removing the obstructions. We wish especially to call attention to an obstruction known as Seal Rock, lying nearly in the middle of the channel of the river at the head of navigation, and we hope that such recomumendation will be made as will cause its removal. All of which is most respectfully submitted. GEO. F. NEWELL, GEO. P. GRANT, HENRY E. JENKS, Con mittee. GEORGE H. ELLIOT, Lieut. Col. of Engineers, U. S, A. PAWTUCKET, August 2, 1883. DEAR SIR: We, the undersigned committee, beg leave to submit the following sup- plemental report in accordance with your request to furnish additional information respecting the commerce and manufactures that would be benefited by further im- provement of the Pawtucket River. Pawtucket, situated at the head of navigation, 4 miles above Providence, becomes a distributing point for merchandise to supply an extensive inland tradc. Among the towns which draw more or less of their supplies from Pawtucket may be men- tioned East Providence, Seekonk, Rehoboth. Attleboro', Mansfield, Wrentham, Frank- lin, Cumberland, Lincoln, Smithfield, and North Providence. Pawtucket naturally commands the trade of the territory for half the distance to Boston and entire valley of the Blackstone River. One hundred and thirty trains over Boston and Providence, the Providence and Worcester, and the New York and New England Railroads pass through this place daily. Its convenience for transporta- tion by rail, the facility with which its citizens can reach all the large centers of business, together with its manufacturing and mechanical industries, have attracted people from various parts of the world to settle here. The growth of Pawtucket has been rapidly increasing. In 1N65 there were 5,000 inhabitants; at the present time, 1883, there are between 23,000 and 25,000. If we include the immediate villages of Central Falls, Valley Falls, Lonsdale, and Sayles- ville, we may safely say we have a population of upward of 35,000. Within these limits there is a great variety and a vast amount of manufacturing and mechanical industries carried on, and from which the General Government has in years past received large revenues. They paid during the fiscal year ending June 30, 1866, $636,691.98 into the office of the assessors for internal revenue for the first dis- trict of Rhode Island. The revenue from the Pawtucket post-office for the fiscal year ending December 31, 1882, was $12,298.28, which will give you some idea of the business which is transacted here at the present time. Pawtucket is largely a manufacturing community, and in the extent and variety of its manufactures is not surpassed by any place of equal size in the United States. It contains some of the largest establishments of their kind which are to be found in the country, among which may be mentioned the Conant Thread (ompany, manufact- urers of the J. & P. Coats spool cotton, with a capital of $3,000,000, and employing over 2,000 operatives, and consuming in the single item of coal 20,000 tons annually. The W. F. & F. C. Sayles bleacheries, with their manufacturing establishments, employ over 1,500 hands, and their consumption of coal per annum is 15,000 tons. The Rhode Island Horse Shoe Company, situated in Valley Falls, in the immediate vicinity of this place, is the largest of its kind in the world, and calls for a transpor- tation of 150 tons per day, with a consumption of 12,000 tons of coal per annum. Without entering further into detail, we would add that not less than $25,000,000 are invested in the different manufacturing industries, all of which could not fail of being benefited by the removal of the obstructions and the improvement of the chan- nel of the Pawtucket River. The specific improvements needed to put the river in proper condition are the re- moval of the obstructions at the Railroad and Washington bridges, the straighten- ing, widening, and deepening of the channel, so that when completed it shall have a width of 150 to 200 feet and a depth of 12 feet at low water; also the removal of Seal Rock, near the head of navigation. Provision has been made by the State government for the removal of the present Washington Bridge and the obstructions under the same, making a depth of water of not less than 15 feet at low water; also providing for five commissioners, to be ap- pointed by the State, the town of East Providence, and the city of Providence, to execute the foregoing provision, build a bridge in the place of the present Washing- 602 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ton Bridge, with a draw having two openings of 80 feet in width, and two years' time has been allowed the commissioners for the completion of the work. Commis- sioners have already been appointed by the State and the town of East Providence. All of which is most respectfully submitted. GEO. E. NEWELL, GEO. P. GRANT, HENRY F. JENKS, Committtee of Pawtucket Business Men's Association. GEORGE H. ELLIOT, Lieut. Col. U. S. Engineers. C 8. IMPROVEMENT OF PROVIDENCE RIVER AND NARRAGANSET BAY, RHODE ISLAND. Providence River is an estuary of Narragansett Bay. The object of its improvement is to furnish a 'wide and deep channel for European and coastwise commerce from the ocean to Providence, a city of about 125,000 inhabitants, largely engaged in manufactures, and a port of entry for an extensive region of country with which it is connected by railroads. The mean rise and fall of the tide is 4.7 feet. ORIGINAL CONDITION. Before the improvement of the river was commenced, in 1853, many shoals obstructed navigation and at one point in the channel-a place called ' The Crook "-the available low-water depth was but 41 feet. PLANS OF IMPROVEMENT. There was expended between 1852 and the 30th June, 1882, $290,459.34 in deepening the channel, first to 9 feet, then to 12 feet, then to 14 feet, and again to 23 feet, as the increasing sizes of vessels and the growing commerce of Providence demanded. Bulkhead Rock was also removed during this period to a depth of 20 feet .below mean low water. The approved project of 1878, modified in 1882, under which we are now working, provides for a channel 25 feet deep and 300 feet wide, suitable for large ocean vessels, extending from Fox Point, in the city of Providence, to the deep water of Narragansett Bay, and for an an- chorage-basin between Fox and Field's Points of the following dimen- sion, in cross-section, viz: 300 feet wide, 25 feet deep. 600 feet wide, 20 feet deep. 725 feet wide, 18 feet deep. 940 feet wide, 12 feet deep. 1, 060 feet wide, 6 feet deep. The 25-foot channel has been laid out in straight reaches (with en- largements at the angles) with a view to lighting them by range or lead- ing lights, such as are used in similar cases in Cheasapeake Bay, Dela- ware River, and other localities, if it should be found necessary. A plat of Providence River, showing the improved channel, was pub- lished in the Annual Report of the Chief of Engineers for 1884, page 622. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount-expended on the present project up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that date, was $210,180.96. At that date about one-half of the excava- tion required for the anchorage-basin above Field's Point had been done. Bulkhead Rock had been removed and the condition of the six APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 603 straight reaches into which the 25-foot channel, 300 feet wide, is divided was as follows : The Fox Point, the Sassafras Point, the Field's Point, the Pomham and the Pawtuxet reaches had been completed, and the lowest, the Gaspee Reach, had been excavated to a width of 200 feet. OPERATIONS DURING THE LAST FISCAL YEAR. For want of funds no work has been in progress during the last fiscal year. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. To complete the 25-foot channel 300 feet wide, to the deep water of Narragansett Bay, there remains the increasing to 300 feet the 200 feet of width already excavated in the lowest (the Gaspee) reach. There also remains for the completion of the existing project the remainder of the excavation of the anchorage-basin betwen between Fox and Field's Points. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of Augqst 5, 1886, to the com- pletion of the dredging required in the Gaspee Reach, and to continuing the excavation of the anchorage-basin above Field's Point. Providence River is in the collection district of Providence, which is a port of entry. The amount of revenue collected in the last fiscal year was $180,933. The nearest light-houses are the six light-houses in Providence River. The nearest fortifications are fort on Dutch Island, and Fort Adams, Rhode Island. Money statement. July 1, 1885, amount available....--...................... .----.......--. - $3, 419 67 July 1, 1886, amornt expended during fiscal year, exclusive of liabilities outstanding July 1, 1885--..---------........---..----.......-----......-------------------....... 749 93 July 1, 1886, amount available ----- -- .. ------- 2,669 74 Amount appropriated by act approved August 5, 1886-................... 30,000 00 Amount available for fiscal year ending June 30, 1887....- - --... - -...... - -- ..- .. 32, 669 74 ( Amount (estimated) required for completion of existing project --........ --- 205, 000 00 ) Amount that can be profitably expended in fiscal year ending June 30, 1888 100,000 00 Submitted in complance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. PROVIDENCE BOARD OF TRADE, SECRETARY'S OFFICE, Providence, R. I., June 22, 1886. DEAR SIR: In reply to yours of the 17th, I beg leave to make reply as follows: The whole number of arrivals at this port from foreign countries during the year 1885 was 86, of which 27 only were American, bringing- Articles. Quanti- ties. Articles. Quanti- ties. Lumber .---........--------......--------.......... feet.. 2, 562, 000 Logwood.....................pounds.. 5, 341, 000 Shingles.... .. ......................... 2,443,100 Brimstone....-................. tons.. 680 Laths ................................ 6, 868, 000 Molasses .--...--.. ..--.......... gallons.. 54, 976 Pickets ..................... .... 38, 000 Potatoes.----..... .. ......--....bushels.. 12,102 Piling...... pieces.. 14, 200 Coffee--..--..... --.... ......... pounds.. 17, 057 Wood.-.....- ... cords.. 1, 866 Hides -.. ...-.. ..-...-- ...----- . 184 Salt---- ....... - ... pounds.. 8, 293, 269 Amount of duties collected................ ................................ ............. $189, 335 10 Amount of tonnage dues ................................................................... 348 45 604 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There were also received- Articles. Quantities. Mode of trans- portation. Cotton ........................................................ bales.. 245, 607 Water and rail. Wool ......................................................... do.... 130, 849 Do. Flour ........................................................ barrels. 269, 277 Do. Corn ...................................................... bushels.. 1, 671, 580 Do. Coal ............................................................ tons.. 870, 147 W ater. Lumber ....................................................................... feet.. 37,142,208 Do. TONNAGE. - - Description. No. Tons. Sail vessels ....................................................................... 109 13, 300.14 Steam vessels .................................................. 38 24, 945. 28 The above figures are as near as I can get them, and I have no means of separating the receipts by water and rail. Yours, &c., F. P. LITTLE, Secretary. To Lieut. Col. GEORGE H. ELLIOT. LETTER OF MR. GEORGE R. PHILLIPS. PROVIDENCE, R. I., June 18, 1886. DEAR SIR: Your favor of the 17th instant received, and contents noted. The for- eign importations to the port of Providence for the year 1885 are as follows : Articles. Quantity. A rtlcles. Quantity. Lumber.....................feet.. 2, 562, 000 Logwoood .................. pounds.. 5, 341, 000 I Laths...........................do... 6, 686, 000 Brimstone.................... tons.. 680 I - Shingles . ................. 2, 431, 000 Molasses ................... gallons.. 54, 976 Pickets ............--------- ---.... .. 38, 000 Potatoes......... ........ bushels.. 12, 102 Wood........... .............. cords.,. 1, 866 Coffee................. pounds.. 17, 057 Piling......................... pieces.. 1, 420 Salt ........................... do .. 8, 293, 269 1 The domestic importations were as follows, with some exceptions not reported : Articles. Quantity. Articles. Quantity. Coal........................tons.. 870,147 Beef........................pounds.. 21, 707, 906 Cotton ........................ bales.. 245, 607 Oil............ ............. barrels.. 88, 688 Wool.......-..................do.. 130, 349 Liquors .................... do.... 108, 757 Flour...................... barrels.. 269, 277 Iron and steel ........... pounds.. 44, 316, 511 Corn .---..................... bushels.. 1, 671, 580 Lumber........................ feet.. 37, 142, 208 There has been an increase in many of the importations over last year. It is to be hoped that the General Government will take some notice of the request of many of our citizens to have Green Jacket Shoal taken away. It is a great barrier to naviga- tion, and the space could be used to advantage as anchorage-ground. Very truly, yours, GEORGE R. PHILLIPS. GEORGE H. ELLIOT, Lieutenant-Colonel of Engineers. APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 605 C 9. REMOVAL OF GREEN JACKET SHOAL, PROVIDENCE RIVER, RHODE ISLAND. Green Jacket Shoal is in that part of Providence River which consti- tutes the harbor of Providence. It lies off the wharves on the south front of the city, and occupies a part of the harbor that is required for anchorage purposes. This is a new work, and no appropriation had been made for it until by the act of August 5, 1886, Congress authorized its commencement by making an appropriation of $26,250 therefor. My report of January 10, 1885, of the survey of the shoal, the plat, and the estimate of the cost of the work ($112,346.25) on which the ap- propriation was founded, were published in the Annual Report of the Chief of Engineers for 1885, Vol. I, pages 598-602. It is proposed, with the appropriation of August 5, 1886, to commence the work by removing that part of the shoal where additional anchorage is most required. Green Jacket Shoal is in the collection district of Providence, which is a port of entry. The amount of revenue collected during the last fiscal year was $180,933. The nearest light-houses are the six light-houses in Providence River. The nearest forti- fications are fort on Dutch Island and Fort Adams, Rhode Island. COMMERCIAL STATISTICS. For the commercial statistics, see report of the improvement of Prov- idence River and Narragansett Bay, Rhode Island, Appendix. Money statement. Amount appropriated by act approved August 5, 1886...........-...... $26,250 00 (Amount (estimated) required for completion of existing project.. ...... 86,096 00 Amount that can be profitably expended in fiscal year ending June 30,1888 50, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. C 'o. IMPROVEMENT OF WARREN RIVER, RHODE ISLAND. Warren River is an arm of Narragansett Bay north of the harbor or Bristol. This is a new work and no appropriation had been made for it until by act approved August 5, 1886, Congress appropriated $5,000 for the improvement of the river. In my report, January 12, 1885, of the survey made in accordance with the act of July 5, 1884, I stated that the obstructions to navigation were a rocky reef below Little Isl- and, and a submerged bowlder near mid-channel opposite the lower wharf of the town of Warren, and recommended that this bowlder and the reef referred to be removed as far as it could be done with an ex- penditure of $5,000 for both purposes. They are doubtless the improve- ment appropriated for by act of August 5, 1886, and the funds will be expended accordingly. A plat of Warren River was published in the Annual Report of the Chief of Engineers for 1885, Vol. I, page 630. Money statement. Amount appropriated by act approved August 5, 1886.................... 5, 000 00 606 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. C II. IMPROVEMENT OF NEWPORT HARBOR, RHODE ISLAND. This harbor is at the mouth of the main entrance to Narragansett Bay. 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 accessible. The ob- jects of the improvement are to widen and deepen the southern (the main) entrance to the harbor, and to enlarge its capacity for vessels seek- ing refuge in storms, by increasing the area and depth of the anchor- age within it. The mean rise and fall of the tide is about 33 feet. ORIGINAL CONDITION. Before improvement the capacity of the inner harbor was limited by shoals, and it was not adequate to the number and size of vessels seek- ing it for refuge. The southern (the main) entrance was obstructed by a bar which stretched out from Goat Island, and. the general business wharves of the city could not be reached at low tide by vessels draw- ing more than 8 feet. PLANS OF IMPROVEMENT. The original project and its modifications under which we are now working are substantially as follows: Deepening the southern entrance to 15 feet at mean low water, and widening it by dredging Goat Island Spit northward to a line drawn from the dolphin which marks the spit to clear the permanent dock at Fort Adams by 100 feet; the excavation of a channel 750 feet wide and 15 feet deep at mean low water around and to the eastward of this dol- phin; excavating to 13 feet at mean low water the area included be- tween the 13-foot curve on the west, a line drawn from the southwest corner of Perry Mill Wharf to Lime Rock on the south, the harbor-line on the east, and a line drawn parallel to and 50 feet from the City wharf on the north; excavating to 10 feet at mean low water the area north- west of a line drawn from Lime Rock through the spindle which is in the southeast part of the harbor; the excavation of a channel 10 feet deep at mean low water along and outside the harbor line south to a point opposite the gas company's wharf, and the construction of jetties on the western shore of Goat Island to arrest the drift of littoral sand and gravel into the southern entrance. A plat of Newport Harbor, showing the plans of the work, was pub- lished in the Annual Report of the Chief of Engineers for 1885, Vol. I, page 604. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended up to the close of the fiscal year ending June 30, 1885, includling liabilities outstanding at that date, was $86,966.66, with the following results: Of the area to be dredged to 13 feet within the harbor, abouttwo-thirds had been completed, except at a few places in the northern part of the harbor where the material was found too hard for the dredge in use at the time. and except that a bulkhead was left in the extreme northeast part of the harbor to protect an anchorage APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 607 for small vessels. The channel along and outside the harbor line south to a point opposite the gas company's wharf and the 15-foot channel 750 feet wide around and to the eastward of the dolphin on Goat Isl- and Spit had been completed. Of the 460 feet (about) of increase of width to be made between the 15-foot curves at the southern entrance by dredging the spit south of Goat Island, 224 feet had been gained. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year the work of widening the south- ern entrance to the harbor by dredging Goat Island Spit to a depth of 15 feet at mean low water was in progress under a contract with the Hartford Dredging Company, of Hartford, Conn.,which was described in the last Annual Report, and the time of completion'of which was ex- tended to October 1, 1885. The contract was completed September 8, 1885, and the amount of material removed during the fiscal year was 20,184.54 cubic yards. Mr. John S. Engs, jr., from July 1 to August 1, 1885, and Capt. B. F. Case, from August 1 to September 8, were local inspectors of the work. Several bowlders were removed from the bed of the harbor, and the stone jetty on the southwest shore of Goat Island was raised and re- paired in a very substantial manner and extended to a distance of 133 feet from the shore. AMOUNT EXPENDED DURING THE LAST FISCAL YEAR, AND RESULTS TO JUNE 30, 1886. The amount expended during the last fiscal year was $5,853.38, and the result was the further widening of the 15-foot depth at the south- ern entrance by 180 feet, or to within 56 feet of the p)roposed northern limit of this channel, viz, a line drawn from the dolphin which marks the Goat Island Spit to clear the permanent dock at Fort Adams by 100 feet, and the effectual stopping for the present of the supply of littoral sand and gravel from the outside of Goat Island into the southern en- trance by the extension and raising of the jetty on the southwest shore of the island. When the northwest angle between this jetty and the shore has been filled and the sand and gravel commence to be washed around its end, another jetty further northward on this shore will be required, but this will probably not occur for many years to come. The southern entrance is completed with the exception of the small amount of work above mentioned, and it is now wide and safe for vessels of15 feet draught. Of the total area to be deepened within the harbor (about 90 acres) about one half has been completed. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work required to be done to complete the existing project is the small remainder of the cutting away of the spit south of Goat Island to 15 feet depth, the remainder of the excavation within'the harbor of the anchorage area of 13 feet depth, and the excavation, also within the harbor, of the anchorage area of 10 feet depth; also the building of additional jetties outside of Goat Island whenever they may be required to arrest the drift of littoral saud and gravel into the harbor entrance. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30. 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the com- 608 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. pletion of the deepening to 15 feet below mean low water of the spit south of Goat Island to the northern limit before stated; to the exten- sion of the anchorage area within the harbor of 13 feet depth, and if the funds will allow, to the commencement of the extension, also within the harbor, of the anchorage area of 10 feet depth. It is also proposed to do a small amount of dredging at the end of the wharf at Fort Adams, at which supplies for the fort are landed. Newport is in the collection district of Newport, and is a port of entry. The amount of revenue collected in the last fiscal year was $1,622.81. The nearest light-houses are Lime Rock and Newport (Goat Island) lights. The nearest fortification is Fort Adams, Newport, R. I. Money statement. July 1, 1885, amount available.----..... ............ ....------...... .... .... .... $6, 235 37 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885. --.--..----- .. -- .----.----.-..----. 5, 853 38 July 1, 1886, amount available...---.... ...... ............ .........--- .... 381 99 Amount appropriated by act approved August 5, 1886 ..... .. ....--.... 15. 000 00 Amount available for fiscal year ending June 30, 1887..... .... ......-.-. 15, 381 99 ( Amount (estimated) required for completion of existing project....- -....- 52, 000 00 J Amount that can be profitably expended in fiscal year ending June 30, 1888 30,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HOUSE, NEWPORT, R. I., Collector's Ofice, July 13, 1886. SIR: I have the honor to acknowledge the receipt of your letters of the 17th ultimo. During the year ending June 30, 1886, about 5,000 vessels of all classes have arrived at this port, either for a harbor or to discharge cargoes; this includes steam and sail vessels engaged in the coasting trade, fisheries, and yachting. During the year ending June 30, 1886, 11 vessels have arrived at this port from for- eign ports and discharged their cargoes; 13 vessels have cleared from this port for for- eign ports. The cargoes from foreign ports consisted of- Articles. Quantity. Value. Spruce boards ...... ..... ............. .... .- .... -................ :feet.. 1, 216, 993 $12, 827 31 Spruce laths................... ........................... pieces.. 115, 700 1,707 72 Hemlock boards ..........-.... ....--.... ....................... . feet.. 20, 349 142 44 Pine boards ......................--- ....... ...... .. .... ..... ............... do.... 62, 896 814 17 Shingles .... --............................... ....... ...... .... .......... 461,000 876 25 During the same year there has been landed at this port, say: Articlbs. Quantity. Articles. Quantity. Coal........... .... ....... tons.. 48, 000 Brick ..................... ... ... 4, 500, 000 Shingles ............................ 4, 500, 000 Lumber........................feet.. 11, 500, 000 Laths................................ 9, 000, 000 Hay ..................... ..... tons.. 1, 000 Lime ........... .......... barrels.. I 12, 500 Grain .. .... ................ bushels. 350, 000 Cement ............ .... ......... do... 8, 500 The amount of revenue collected in this district from duties on imports, tonnage tax, inspection of steam vessels, and miscellaneous receipts during the year ending June 30, 1886, was $1,622.81, the decrease from previous years being on account of changes in the law abolishing certain fees, &c. APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 609 There are 128 vessels owned and hailing from this port, viz, 107 sail, 21 steam, the tonnage of which amounts to : Gross tonnage, 5,64415o1-; net tonnage, 4,522- 0 .a-show- ing an increase over that of year ending June 30, 1885, and which will be still further increased in a few weeks by the addition of the fine new schooner James C. Clifford, 358 gross tonnage, 377,; net tonnage, -f-, which has just been built in Boston to hail from this port; and also by the addition of the new ferry-boat Conanicut, which has just been launched. The tonnage of the largest vessel is 708 1 o gross, 673 -o net; - that of the smallest vessel, 2-oo5 gross, 2- 0 net. The largest vessel draws 13 feet when loaded. Trusting these statistics are sufficient for your purpose, I remain, respectfully, J. H. COZZENS, Collector. Lieut. Col. GEORGE H. ELLIOT. LETTER OF TIIE SUPERVISOR OF THE OLD COLONY STEAMBOAT COMPANY. OLD COLONY STEAMBOAT COMPANY, FALL RIVER LINE, Newport, R. i., July 10, 1886. DEAR SIR: In reply to your inquiry of the 17th ult. am pleased to inform you that the steamers of this line carried between New York and Fall River, via Newport, 250,000 tons of merchandise and 255,000 passengers during the year ending May 31, 1886. Yours truly, GEORGE PEIRCE, Supervisor. Lieut. Col. GEORGE H. ELLIOT. LETTER OF 'tiHE SUPERINTENDENT OF TILE NEWPORT AND WICKFORD RAILROAD AND STEAMBOAT COMPANY. SUPERINTENDENT'S OFFICE, NEWPORT AND WICKFORD RAILROAD AND STEAMBOAT COMPANY, Newport, B. I., July 20, 1886. SIR: In reply to yours of yesterday I have to say that our business for the year 1885, as reported to our board of directors, was as follows: Source of revenue. Amount. From 68,945 1-2 passengers........................................................................... $50, 684 47 From carrying United States mails ................................................... 8, 947 56 From freights (mainly local) ............................................................. 3, 808 12 From Adams Express Company ..................................................................... 1, 425 82 Total for the year................ ..................................... 64, 865 97 Yours, truly, THEO. WARREN, Superintendent. Col. GEORGE H. ELLIOT. C 12. HARBOR OF REFUGE AT BLOCK ISLAND, RHODE ISLAND. This island is a part of the State of Rhode Island. It is 14 miles east of Montauk Point, the eastern end of Long Island, and its nearest point is about 10 miles from the mainland. Besides the wants of the mackerel fishing fleet and the general coast navigation, the island is an important point on our shores for ocean navigation. It has a signal station, con- nected by submarine telegraph with the mainland. Vessels are pass- 39 E 610 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing the island at all times and on all sides of it, and its position renders it of national importance. The object of the improvement is to furnish a harbor of refuge-for vessels engaged in foreign and coastwise com- merce. The mean rise and fall of the tide is about 3 feet. ORIGINAL CONDITION. Before the construction of the present harbor of refuge Block Island had no harbor which afforded protection for decked vessels. The only ones used were open boats, which on the approach of storms were hauled up on the beach by oxen. The largest of these boats were of about 10 tons burden. PLANS OF THE WORKS. The original project and its subsequent modifications provided for a harbor of refuge on the eastern side of the island, consisting of an inner harbor or basin for small vessels and an exterior harbor for large ones. The basin was to be about 250 by 300 feet in area and inclosed, with the exception of an opening of 80 feet in width. Tlie exterior harbor was to be formed by a riprap breakwater, which has been built. About 300 feet from the sea end of this breakwater, which is 1,900 feet long, a gap 200 feet long was left for the convenience of vessels. The present pro- ject contemplates the filling of this gap, which was found to let in too much sea in stormy weather. A plat of Block Island, showing the posi- tion of the harbor of refuge and a l)lan of the works, may be found in the Report of the Chief of Engineers for 1885, Vol. I, page 612-613. On the 8th December, 1884, the Senate of the United States directed that report be made of the necessity and cost of enlarging the inner harbor of refuge. The report, which was accompanied by plans and an estimate of the cost ($46,189), was printed in Senate Ex. 1)oc. No. 27, Forty-eighth Congress, second session, and may also be found in the Re- port of the Chief of Engineers for 1885, Vol. I, page 610. The commence- ment of this work has been approved by Congress making an appropri- ation of $12,000 therefor in the act of August 5, 1886. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The total expenditure up to June 30, 1885, including liabilities out- standing at that date, was $318,925.09. The inner harbor and the main breakwater, built in prolongation of the eastern side of the inner harbor and extending 1,900 feet from the shore, were constructed in the years 1870 to 1879, inclusive. The utility of the work at once became appar- ent. In stormy weather the inner harbor, especially, was filled with fish- ermen and coasters, and it soon became necessary to increase its depth from 7 feet, to which it had been dredged in the first instance, to 9 feet at mean low water. In 1883 a strong jetty was built out from the cliff to the eastward of the inner harbor, and a masonry wall was constructed on the inside of the crib work forming the eastern side of the inner har- bor. The major part of the sea which formerly came into the outer har- bor through the gap in the main breakwater in easterly storms had, at the beginning of the last fiscal year, been stopped by the partial filling of the gap. OPERATIONS DURING THE LAST FISCAL YEAR. At the beginning of the last fiscal year thIe work of filling the gap in the main breakwater was in progress unlder a contract with James APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 611 Scully, of Groton, Conn., described in the last annual report, for fur- nishing riprap granite and pllacing the same in the gap. The contract was completed August 27, 1885, 2,376 tons of stone having been laid in the gap since the beginning of the fiscal year. In addition to this, the inside of the foot of the inner harbor east wall was covered with sand and clay to protect the pile foundation of this wall from the teredo; a stout wooden barrier was built on the east side of the inner harbor to prevent the wash of sand and gravel into the harbor in easterly storms, and ring-bolts were placed in the east side of the harbor for mooring fishing and other vessels using the harbor for refuge. A survey was made of a rel)resentative portion of the main break- wa-er, a greater portion of which has now for many years been ex- posed to the full force of the waves of the Atlantic, to see what had been the degrading effect of these waves. This breakwater was con- structed of riprap granite. The width at tol) (which is 6 feet above mean high water) was 25 feet, the outer slope was 1 on 2, and the inner slope was 1 on 1. It was found that the inner and outer angles of the top had been rounded off and the width at top had been somewhat reduced, but the height along the axis of the breakwater had been diminished but little, and the breakwater is now as efficient a barrier against the sea as when it was constructed, and it could, if necessary, be placed in its original condition with but little cost. Mr. Andrew Ri. Elliot was local inspector of the work. AMOUNT EXPENDED DURING THE LAST FISCAL YEAR AND RESULTS TO JUNE 30. 1886. The amount expended during the last fiscal year was $5,438.79. The filling in the gap in the main breakwater was carried to the height of about 1 feet above mean high water, and at the close of the work under the last contract about one-half of the total amount of stone required for the completion of this work had been delivered and placed in the gap. The good effects of this filling, although incoml)lete, have already been noticed, and vessels, both in the outer and inner harbor, lie more quietly at their moorings in easterly storms than before. THE WHARF AT BLOCK ISLAND. I respectfully renew my suggestion of last year respecting the Gov- ernment wharf on the land side of the inner harbor of refuge at Block Island, and recommend that it be turned over to the town of New Shore- ham, the corporate name of Block Island, for the public use of said town. Before the works which form the harbor of refuge at Block Island were commenced there was, as has before been stated, no harbor at the island, nor was any wharf practicable on account of the exposure of its shores, and the small vessels there used were hauled out on the beach by oxen. During the construction of the sides of the inner harbor, which were formed of cribs of wood filled in with stone, and after they had advanced far enough to afford protection to a wharf, a small one was constructed by the United States on the land side of this harbor for temporary pur- poses of construction. Since the completion of the inner harbor the use of this wharf by the Government has been very slight, but all the passen- gers, now many thousands annually, and all the freight to and from the island, have always used, and continue to use, this wharf, except that in the summer months a steamer from the mainland lands its passengers 612 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. at a small private wharf in the outer harbor, but this latter wharf can- not be used at other seasons on account of the exposure of the outer harbor. The wharf in the inner harbor, a narrow wooden wharf, is now in a dilapidated and dangerous condition, but the United States has now and prospectively so little use for it as not to warrant an estimate for its repair or reconstruction, which would cost about $2,500. I For the eason that this wharf occupies the only site available for a wharf inside the inner harbor of refuge, and outside this harbor the shore is too much exposed to the sea for any other. the continuance of its use by the inhabitants of the island is neceqsary, but as the case now stands they consider that, being a Government wharf, they have no right to repair it. I therefore recommend that the following pro- vision be attached to the item for Block Island in the next river and harbor bill: Provided, That the wharf on the land side of the inner harbor may be turned over to the town of New Shoreham for the public use of said town, but no tolls or charges shall ever be exacted fbr the use of said wharf by public vessels of the United States or freight carried in such vessels. The location of this wharf may be seen in the plat published at page 413 of the Annual Report of the Chief of Engineers for 1885. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work required to be done to complete the existing project is the completion of the filling of the gap to its fill height of 6 feet above mean high water and its full width at top of 25 feet and the enlarge- ment of the inner harbor of refuge. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to carrying on the filling of the gap in the main breakwater as far as the funds provided for it will admit and to the commencement of the enlarge- ment of the inner harbor. Block Island is in the Newport collection district, and Newport is the nearest port of entry. There is no duty collected at the island. The value of the harbor is mainly as a harbor of refuge. There are four lights at the island: the north and south lights * and the breakwater lights. The nearest fortification is Fort Adams, Newport, R. I. Money statement. July 1, 1885, amount available ......... .... .......... .... ........ .... $6, 074 91 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885- ...................... -...................... .5,438 79 July 1, 1886, amount available .............. . ...-.... ...... ......... Amount appropriated by act approved August 5, 1886 ... ..............20, 636 12 000 00 Amount available for fiscal year ending June 30, 1887 ................... 20,636 12 i Amount (estimated) required for completion of existing project........ 50, 189 00 Amount that.can be profitably expended in fiscal year ending June 30, 1888 50, 189 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 613 COMMERCIAL STATISTICS. BLOCK ISLAND, R. I., June 30, 1886. SIR : In accordance with your request of the 17th instant, relative to the furnishing you with amounts of merchandise received and exported from Block Island, and the amount of vessels making use of our harbors, &c., for the year ending December 31, 1885; would respectfully make the following report, which is based upon the best in- formation obtainable, and which I think is not far from correct: Amount of merchandise received and exported from Block Island during the year ending December 31, 1885. Articles. Quantity. Coal received............. .................................... ..... tons.. 5,000 Iron received................ ... ........ ............... .......... ................. do... 200 Grain received . .... ..................... . ............. ..... ........... .. bushels. 11, 000 Lumber received---...--...... ...............----- ................. .. ....... .... feet. 3, 500, 000 General merchandise, not incladed in the above, shipped and received............ tons. 15, 000 Arrival and departure of vessels. Steamers, from 50 to 1, 000 tons. .... ..... ........ ........... ....... ...... ..... .... ...... 1,850 Sailing vessels, from 10 to 200 tons, from 2 to 10 feet draught ............ ............. 112, 000 These figures cover all vessels that make Block Island Bay Harbor. All of which is respectfully submitted. NICHOLAS BALL. Lieunt. Col. GEORGE H. ELLIOT, Corps of Engineers, U. S. A. C 13. IMPROVEMENT OF LITTLE NARRAGANSETT BAY, RHODE ISLAND AND CONNECTICUT. Little Narragansett Bay. lies on the north side of the eastern entrance from the ocean into Long Island Sound; Pawcatuck River, upon which is situated the important commercial and manufacturing town of West- erly, R. I., empties into the eastern side of the bay, and has been im- proved by the United States. The object of the improvement of Little Narragansett Bay was to deepen the approach from Long Island Sound to Westerly. The mean rise and fall of the tide is 2.63 feet. ORIGINAL CONDITION. The navigable draught of water through the bay before improvement was about 4( feet at mean low water. PLAN OF IMPROVEMENT. The project of 1878 for the improvement of the bay provided for a channel 200 feet wide and 71 feet deep at mean low water from the en- trance to the bay to the mouth of the Pawcatuck, and the removal of the bowlers which then obstructed navigation and any others which the excavation of the channel might develop. Subsequently, it was de- termined to clear away sonme large bowlders which interfered with steam- 614 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. boat navigation between this channel and Watch Hill Landing. The estimated cost of the improvement was $51,000. A plat of Little Narragansett Bay, showing the improved channel, was published in the Annual Report of the Chief of Engineers for 1879, page 314. AMOUNT EXPENDED AND RESULTS. The. project was completed in the fiscal year 1883-'84. The main channel as projected was excavated to its full width and depth, and many bowlders were removed from the Watch Hill Channel. Vessels drawing 10 feet of water can now reach the mouth of the Pawcatuck River at high water, but the full benefit of the improvement cannot be utilized until further deepening of that river to enable vessels of the same draught to reach Westerly. A report on the further improvementof the Pawcatuck was submitted September 19, 1884, in compliance with the river and harbor act of Con- gress of July 5, 1881, which was printed as House Ex. Doc. No. 153, Forty eighth Congress, second session, and is also contained in the Re- port of the Chief of Engineers for 1885, Vol. 1, page 623. The remainder of the last appropriation for Little Narragansett Bay is reserved for comparative surveys of Sandy Point, at the entrance to the bay, which seems to be affected by the construction of the break- water in Stonington Harbor, and for range-marks on Pawcatuck Point to guide through the new channel. The total cost of the completed improvement was $35,856.96. Little Narragansett Bay is in the collection (listrict of Providence and Stonington, the dividiing line passing through the bay. Providence and S onington are the near- est ports of entry. The revenue collected in the last fiscal year was: Providence, $10,933; Stonington, $1,7:15.69. The nearest light-houses are the Stonington and Wati-h Hill lights. "'Thenearest fortification is Fort Trumull, New London, Conn. Money statement. July 1, 185, amount availale ..... .......... --...... -----.................. $143 04 July 1, 1886, amount available---......---....-......------------......----......-----....--.......... 143 04 C 14. HARBOR OF REFUGE AT STONINGTON, CONNECTICUT. Stonington Harbor lies on the north side of the eastern entrance from the ocean into Long Island Sound, and the main object of the improve- ment is to furnish a harbor of refuge for vessels entering and leaving this entrance to the sounld. The mean rise and fall of the tide is about 24 feet. ORIGINAL CONDITION. Originally it was an open bay, unprotected from southerly storms, and obstructed by a shoal having a low-water depth of but 6 feet at the shoalest part. This shoal nearly filled the inner harbor, and left but a narrow channel on either side of a depth insufficient to permit vessels of 12 feet draught to reach the upper wharves at low water. PLANS OF THE WORK. A short breakwater was constructed in the years 1828-'31, at a cost of $34,766.65 for the protection of the commerce of the town of Stoning- APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 615 ton. The enlarged project of 1871 for the improvement of Stonington Harbor and its subsequent modification, under which work is now car- ried on, embraced dredging in the upper harbor and the construction of two breakwaters in the outer harbor. One of these, the western, was to be built out from Wanmphassuck Point, the southwestern limit of the harbor, and to extend about 2,000 feet; and the other, the eastern, was to extend from the vicinity, of Bartlett's Reef to the Middle Ground. The western breakwater was completed in 1880, at a cost of $103,190. The amount expended in dredging in the upper harbor was about $45,000. The position of the western end of the eastern breakwater has not been determined, but it will probably be found necessary, in order to afford all the protection desired, to extend the breakwater at least until it intersects a range from Stonington Light to the middle of Wico- pessit Island. It may then be found desirable to carry it still further, possibly to the range from Stonington Light to the eastern end of Fisher's Island. A plat of this harbor, showing the position of the breakwaters, was published in the Annual Report of the Chief of Engineers for 1884, page 632. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended upon the eastern breakwater up to the close of the fiscal year ending June 30, 1885, including liabilities outstanding at that (late, was $89,575.98, and its length at that date was 1,850 feet. OPERATIONS DURING THE LAST FISCAL YEAR. For want of funds no work has been in progress during the last fiscal year. WORK REQUIRED TO BE DONE TO COMPLETE THE EXISTING PROJECT. The work required to be done is to finish the construction of the eastern breakwater. In case it be found that sufficient protection to the harbor of refuge has been afforded when the range from Stonington Light to the middle of Wicopessit Island is reached, which will proba- bly be the case, the length of breakwater yet to be built is about 720 feet. By reason of the great danger to the large passenger steamers of the Stonington Line (New York and Boston), which the western end of the breakwater now is, especially in foggy and thick weather, and will be un- til it is completed and a light-house and fog-signal are erected upon it, it is very desirable that the whole amount necessary to finish the break- water be granted in one appropriation. The completion of this work will afford a thoroughly protected an- chorage for vessels drawing 18 feet of water, and a harbor of refuge for the immense commerce which daily passes between Long Island Sound and the eastward. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is prop)osed to devote the small remainder on hand July 1, 1886, and the appropriation made by the act of August 5, 1886, to the exten- sion of the east breakwater as far as the funds will allow. 616 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Stonington Harbor is in the Stonington collection district, and is a port of entry. The amount of revenue collected in the last fiscal year was $1,735.69. The principal value of the harbor is as a harbor of refuge. The nearest lights are Stonington Light and Latimer's Reef Light. The nearest fortification is Fort Trumbull, New London Harbor, Connecticut. Money statement. July 1, 1885, amount available.................... .............. ...... $424 02 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...---------- ------ ----- - ---.. -- ----- --. ----... 123 70 July 1, 1886, amount available-----..................--.....-----.................. -- 300 32 Amount appropriated by act approved August 5, 1886.... .............. 20, 00 C00 Amount available for fiscal year ending June 30, 1887 ......-....- -.... ... 20,300 32 Amount (estimated) required for completion of existing project... _... - 33, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 33,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. CUSTOM-HOUSE, STONINGTON, CONN., Collector's Ofice, July 1, 1886. SIR: In reply to your favor of June 17, I herewith respectfully furnish commercial statistics for this port: Number of vessels entering from foreign ports ........ -..- .... ...-. 6 Number of vessels cleared for foreign ports.-.........-.............. 6 Value of merchandise imported ............. ......---..... . $4, $--- 877 30 Value of merchandise exported.- - -..-..."_.... ---- -. $100 00 Amount duties collected .-----........................................... $968 81 M iscellaneous ...................................................... $766 88 Entrance and clearance steamers. ........ ......................... 650 Estimated value cargoes coastwise received .----......... ........--...---.. $34, 900, 000 00 Estimated value cargoes coastwise shipped...- .... ...... $33, 100, 000 00 ....--..-.... Value product fisheries...-.......... ..................... ........ $135,000 08 Number vessels seeking harbor for refuge .................... .. .. 2, 100 Number of vessels registered in district ...... -......-.............. 105 Tonnage ...------------------------------...... ------ --..-----.... tons.. 6,448.15 Estimated tonnage of freight received and forwarded from wharf of Stoningtou Steamboat Company for year ending June 30, 1886..tons.. 600, 000 Very respectfully, H. N. TRUMBULL, Collector George H. ELLIOT, Lientenant Colonel of Engineers, U. S. A. C I5. IMPROVEMENT OF PAWCATUCK RIVER, RHODE ISLAND AND CONNEC- TICUT'. The navigable part of Pawcatuck River extends from the important manufacturing town of Westerly to Little Narragansett Bay, into which it empties. The approach to the river is through Stonington outer harbor and Little Narragansett Bay, and the object of the improve- ment is to deepen the river channel to the depth to which the channel through the bay has been dredged by the United Stetes, and also to widen it. The mean rise and fall of the tide is 2,0 feet at the mouth of the river, and 2--o feet at Westerly. APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 61T ORIGINAL CONDITION. Before improvement the channel was crooked and obstructed by nu- merous shoals, on some of which there was but 14 feet at mean low water. PLANS OF IMPROVEMENT. By means of appropriations made in the years 1871-'75, the river was improved by the United States by the excavation of a channel 5- feet deep at mean low water and 75 feet wide below the wharves, and from 35 to 40 feet wide between the lower and the upper wharves. My re- port of a resurvey of the river made in compliance with the river and harbor act of July 5, 1881, which was accompanied by a plat and an estimate of cost ($38,637.50), and was published in the Report of the Chief of Engineers for 1885, Vol. I,, pages 623-625, recommended the further widening of the channel to 100 feet below the wharves and by an additional width of two cuts of an ordinary dredging-machine, or about 40 feet, between the lower and the upper wharves ; also the deep- ening of the entire channel to 8 feet at mean low water. The commencement of this work has been approved by Congress. making an appropriation of $12,000 therefor in the river and harbor act of August 5, 1886. AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1885. The amount expended on the original project was $50,000, and it was completed. OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE 30, 1887. It is proposed to commence the work of widening and deepening the channel according to the enlarged project at the deep water near Lot- tery, and to carry it as far towards Westerly as the funds will admit, and also to afford such relief as the commerce of the river may require at the shoalest places in advance of the main work. Pawcatuck River is in the collection districts of Providence and Stonington, the dividing line passing through the river. Providence and Stonington are the nearest ports of entry. The revenue collected in the last fiscal year was: Providence, $180,- 933; Stonington, $1,735.69. The nearest light-houses are the Stonington and Watch Hill lights. The nearest fortification is Fort Trumbull, New London, Conn. Money statement. Amount appropriated by act approved August 5, 1886................--.. $12, 000 00. Amount that can be profitably expended in fiscal year ending June 30, 1888 26, 637 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. WESTERLY, R. I., June 28, 1886. DEAR SIR: I inclose statement of commerce, &c., on our river, furnished me by Captain Greenman, a reliable gentleman. I regret that I have not time to put the matter in better shape. Yors, respectfnully, CHARLES PERRIN, Secretary Business Men's Association. Colonel ELLIOT. 618 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. -STATEMENT OF BUSINESS DONE ON THE PAWCATUCK RIVER DURING THE YEAR 1885. Coal brought, all in sail vessels .-...-....... ...... ...... ..... tons.. 18, 373 Iron brought, all in sail vessels...... .... ...... ..... ..... --...... do... 650 Grain ............................................... ........... bushels.. 44,400 Lumber--...-----...... --....-------------........------- .....---..-----...-----...................----. feet.. 3, 972, 017 Bricks.-----------------------...... -- -----.. ....--.-------------------. 351,000 Sand............-------......----......---.................... ......... ..... tons.. 695 Stone out of river-------..----.......------------------.....----.....------..........do... 4,575 Vessels towed and sailed in and out with full cargoes, 203, drawing from 5 to 71 feet of water, which is the extreme draught, except at high spring tides. Thirty-one vessels arriving in Stonington with lumber, drawing from 8 to 11 feet, which cargoes had to be taken in scows to Westerly. Passengers by steamer Westerly under my command, 4,050. Steamer Sadie, running between Westerly and Watch Hill, making from two to four trips daily for three months. Steamer Julia runs between Westerly and Norwich, one trip daily, for three months. The passengers I have no means of ascertaining the number. WILLIAM GREENMAN. C i6. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGER- ING NAVIGATION. Wreck of iron steamship Perkiomen, sunk by collision in the Atlantic Ocean, off Cape Cod, July 16, 1885. By direction of the Department I made report on this wreck September 4, 1885. The legal notice to all persons interested that if the wreck should not be removed within thirty days it would be pronounced derelict and be removed by the United States was published in newspapers, and personal notice was also sent by mail to the several owners of the vessel and cargo. On the 21st September advertisements were issued for poposals to remove the wreck, and copies were also sent by mail to all wreckers and contractors for removing sunken vessels the addresses of whom could be discovered. The proposals received and the terms of the contract with Mr. William E. Chapman, of Brooklyn, N. Y., the lowest bidder, will be found in the appended table. The preparatory work of placing mooring-buoys was commenced No- vember 5, but the work of blasting the wreck was not begun until the 18th of the month. By reason of storms and high waves at the site of the wreck, which was on the edge of Nantucket Shoals, about 3 miles northeast from Pollock Rip light-ship, and of strong currents endan- gering the lives of the submarine divers, it was found that on an aver- age but about one day in six was it practicable to carry on the work of blasting the wreck. After three extensions of ten, ten, and thirty days, respectively, the wreck was finally removed to the required depth of 35 feet below mean low water on the 13th of January, 1886. The specifications for the contract required the contractor to save, during the removal of the wreck to the depth required, all parts of the wreck, her cargo, &c., that in the judgment of the inspector in charge of the work were valuable, and, considering the state of the weather and of the sea, could be saved. The winter of 1885-'86 was an excep- tionally severe one off Cape Cod, and the weather proving so unfavora- ble for work at the' site of the wreck, the judgment of the inspector under the circumstances was that nothing of value other than the two heavy anchors and a portion of the chain could be saved from the wreck -during the time provided in the contract, except with the certainty of APPENDIX C-REPORT OF LIEUT.-COL. ELLIOT. 619 an unwarrantable'delay in the removal of the wreck itself. When the full depth required by the contract had been attained the saving of the anchors and the portion of the chain judged recoverable not having been done, as directed, it was insisted on, and after waiting at Hyannis with steamer and appliances for the work for several days for suitable weather, the contractor asked permission to be relieved from the ex- pense of further attempts at their recovery, and instead to be allowed to pay their estimated value by having it deducted from the contract price. This was approved by the Department. and $422.50, the esti- mated value of the anchors and the portion of the chain judged by the inspector to be recoverable, and $105, the expense to the United States for local superintendent, &c., from the time for completion of the work as provided in the contract until its actual completion, were de- ducted from the contract price. Mr. Hiram W. Phillips was local in- spector for the removal of the wreck. Amount of contract----...-----...-......-----.......------....-......-----.....--..... $7,480 00 .------......------------..--...--.........----- 6,952 50 Amount paid to contractor .------..--.............. Surveys, salary of inspector, advertising, and other expenses connected with the wreck ....---------------------.....................----..----.....------------.. 766 67 Wreck of schooner Almon Bacon, sunk in the Atlantic Ocean, off Point Judith, R. I., November 5, 1885. By direction of the Department I made a report on this wreck on the9th November, 1885. The thirty days' notice to all persons interested required by law was published under ldate of November 18, and personal notice was also sent by mail to the owners andl underwriters. The masts were taken out of the vessel De- ember 11, at t he instance of the owners, by a wrecking schooner, assisted by the United States revenue cutter Dexter, and all danger to naviga- tion was thereby removed. Amount expended for advertising---------------------..-------........---- $6 75 --....--..-.. Wreck of schooners Mott Haven and Willie De Wolf, sunk by collision in the Atlantic Ocean, off the entrance to Narragansett Bay, December 25, 1885. By direction of the Department report was made of these wrecks December 29, but no action by the War Department became necessary. The Willie De Wolf drifted to the shore of Block Island at Clay Head, where it did not endanger passing vessels, and the masts of the Mott Haven were taken out at the instance of the owners by a wrecking schooner, assisted by the United States revenue cutter Dex- ter, on the 30th December, removing all danger to navigation. Amount expended for telegrams ---...----.... ----....--..-- ----....----........-----.... $0 99 In concluding this part of my annual report which refers to the re- moval of obstructions to navigation, I desire earnestly to invite atten- tion to certain disadvantages to the interests of the United States in the present laws on the subject. Section 4 of the river and harbor act of June 14, 1880, reads as follows: Whenever hereafter the navigation of any river, lake, harbor, or bay, or other nav- igable water of the United States shall be obstructed or endangered by any sunken vessel or water-craft, it shall be the duty of the Secretary of War, upon satisfactory information thereof, to cause reasonable notice, of not less than thirty days, to be given, personally or by publication, at least once a week, in the newspaper published nearest the locality of such sunken vessel or craft, to all persons interested in such vessel or craft or in the cargo thereof, of the purpose of said Secretary, unless such vessel or craft shall be removed as soon thereafter as practicable by the parties interested therein, to cause the same to be removed. If such sunken vessel or craft and cargo shall not be removed by the parties interested therein as soon as practicable after the date of the giving of such notice by publication, or after such personal service 620 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of notice, as the case may be, such sunken vessel or craft shall be treated as aban- doned and derelict, and the Secretary of War shall proceed to remove the same. Such sunken vessel or craft and cargo and all property therein when so removed shall, after reasonable notice of the time and place of sale, be sold to the highest bidder or bidders for cash, and the proceeds of such sales shall be deposited in the Treasury of the United States to the credit of a fund for the removal of such obstruc- tions to navigation, under the direction of the Secretary of War, and to be paid out for that purpose on his requisition therefor. The provisions of this act shall apply to all such wrecks whether removed under this act or under any other act of Congress.; Such sum of money as may be necessary to execute this section of this act is hereby appropriated, out of any money in the Treasury of the United States not otherwise appropriated, to be paid out on the requisition of the Secretary of War. In the river and harbor act of August 2, 1882,it was provided- That the power and authority granted to the Secretary of War under and by vir- tue of section 4 of the act of Congress approved June 14, 1880, relating to wrecks and sunken vessels, he and the same are hereby enlarged so that the Secretary of War may, in his discretion, sell and dispose of any such sunken craft, vessel, or cargo, or property therein, before the raising or removal thereof, according to the same regu- lations that are in the same act prescribed for 1he sale of the same after the removal thereof; and all laws and parts of laws inconsistent herewith are hereby repealed. The first of the above acts provides for the removal of the wreck at the expense of the United States and its sale after removal, but by rea- son of the depth of water at the site of the wreck, it is often the case that only a portion of the wreck, perhaps the masts, or the masts and upper works, are dangerous to p)assing vessels, and it is not necessary, in order to provide for safe navigation, to remove the entire wreck. In other cases, after a wreck has laid submerged during the length of time the law requires before it can be considered abandoned by its owners and pronounced derelict, the wrecked property is not worth the expense of raising and saving it. This is by reason of the time required, and the cost of the vessels and machinery and the hire of submarine divers engaged in the business of wrecking. These considerations, among others, doubtless led to the law of 1882, which authorizes the sale of the wreck before removal; but for the rea- son just mentioned, that the abandoned wreck is not worth the cost of removal (else it would not be left derelict by the owners), the removal must still, in some way, be at the expense of the United States. It is possible that the latter law contemplated the combining in one contract both the removal and the sale of the wreck; that is, that the con- tractor for the removal should take the wreck, or what he can save of it, in part payment for his work; but it has been considered that neither of the laws referred to, or both together, warrant a departure from the general laws governing public contracts and sales. Under these laws the removal must be done by the lowest bidder and the sale must be made to the highest bidder, and the removal and the sale must be separately provided for. In other words, the law of 1882 not being practical, it h, s been decided that the removal of a wreck and the saving of what can be saved must be done under a separate contract, and that the sale of the saved property must be made aj'ttr removal, as provided in the law of 1880. Specifications for removing wrecks now require, therefore, that the contractor shall raise and save the entire wreck, or specified parts of the wreck, or, as it is often impossible to decide beforehand what can be saved, sometimes he is required to save all of the parts of the wreck that in the judgment of the United States inspector in charge of the re- moval of the wreck are valuable and (considering the state of the weather and of the sea at the time) can be saved. APPENDIX C--REPORT OF LIEUT.-COL. ELLIOT. 621 But the uncertainties and delays in the work of removal of wrecks by efforts to save property, and the dangers and expenses attending the business of wrecking are so great, that any requirement, however slight, for saving property in the contract for removal of a wreck adds enor- mously to the cost of the removal and out of all proportion to the value of the property saved; and rather than to include in the contract any requirement to save anything whatever, it would often be cheaper and better for the public interests to cointract simply to destroy the vessel by blasting it by dynamite or other explosives down to the re- quired depth, leaving the debris scattered over the bottom of the sea. Still there is in almost every wrecked and abandoned vessel some- thing of value that can probably be saved-it may be only the masts and rigging or the anchors and chain-and the United States should in some way get the value of it, to offset in part and as much as possible the cost of removing the wreck. What can be saved depends "o much on the state of the weather and of the sea and on the judgment of how much of danger the vessels and other plant of the contractor and the lives of his divers and other work- men shall be subjected to at different stages of the removal of the wreck, that no one will buy what the winds and the waves may enable another person with diverse interests (the contractor for the removal of the danger to navigation) to raise and save. It is evident, therefore, since it costs in many cases more than it comes to for the United States to save wrecked property for the pur- pose of selling it after removal, that the sale should be made before re- moval, as contemplated in the act of 1882, and that that law should be enlarged so that the contractor for the removal of the wreck, or so much of it as may be necessary, may be required to purchase beforehand what- ever there may be of value'that he can save without delaying the re- moval beyond the contract time. The difficulty in this case is to pro- vide for competition for the purchase as well as for the removal. This can only be done by providing in the specifications for the removal that whatever he can save shall belong to the contractor for the removal. The bidders for the removal would then reduce their competitive bids by the value of what can be saved, or rather by the value of what they think they can save, and the bidders for this kind of work (professional wreckers) are the best judges of what can be saved, and what its value when saved is likely to be. It would not be safe, however, to vest the complete ownership in property saved under such a contract in the contractor until he had finally and completely removed all parts of the wreck that are above the depth required for safe navigation, depending on the locality of the wreck; and until the completion of his contract and the acceptance of his work he should be required to store the property as public property at some designated place on shore. In consideration of the foregoing I beg leave to suggest that the following provision be inserted in the next river and harbor bill: The power and authqrity granted to the Secretary of War by section 4 of the act of Congress approved June 14, 1880, relating to wrecks and sunken vessels, enlarged by the act of August 2, 1882, are hereby further enlarged, so that in any case of the removal under contract, after due public notice, of any abandoned and derelict ves- sel, or portion of such vessel, obstructing any of the navigable waters of the United States, the conditions of such notice and contract may, if the public interests will be subserved thereby, include the stipulation that any parts of such vessel, her cargo, and other property therein, that he can save shall become the property of the con- 622 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tractor: Provided, That the ownership of such saved parts shall not be vested in the contractor until he has fully completed the removal of the obstruction and'afl other duties under his contract according to the terms and conditions of the contract. Abstract of proposals for removing wreck of steamship Perkionen, received in response to. advertisement dated September 21, 1885, and opened at Engineer Ofice, United States Army, Newport, R. I., at 12 o'clock noon on Thursday, October 23,1885. No. Name and address of bidder. Price. Remarks. 1 William E. Chapman, Brooklyn, N. Y........ $7, 480 00 Work to be commenced within ten 2 Adoniram Fairchild, West Stratford, Conn.... 9, 500 00 days from signing of contract, andto 3 Atlantic and GnuhWrecking Company, Somers 9, 900 00 be completed within forty days (not Point, N. J. including Sundays) from day of com- mencement. With the approval of the Chief of Engineers, the contract was awarded to William E. Chapnman, of Brooklyn, N. Y., the lowest bidder, at $7,480. Date of contract, November 4, 1885. APPENDIX D. IMPROVEMENT OF CONNECTICUT RIVER, MASSACHUSETTS AND CON- NECTICUT, AND OF RIVERS AND HARBORS ON LONG ISLAND SOUND. CONNECTICUT AND NEW YORK. REPORT OF LIEUTENANT-COLONEL D. C. HOUSTON, CORPS OF E17GT- NEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1886, WITH OTHER DOCUMIENTS RELATING TO THE WORKS. IMPROVEMENTS. 1. Connecticut River, Massachusetts and 11. Southport Harbor, Connecticut. Connecticut. 12. Norwalk Harbor, Connecticut. 2. Thames River, Connecticut. 13. Port Chester Harbor, New York. 3. New London Harbor, Connecticut. 14. New Rochelle Harbor, New York. 4. Clinton Harbor, Connecticut. 15. Echo Harbor, New Rochelle, New 5. New Haven Harbor, Connecticut. York. 6. Breakwater at New Haven, Connecti- 16. Mamaroneck Harbor, New York. cut. 17. Greenport Harbor, New York. 7. Milford Harbor, Connecticut. 18. Port Jefferson Harbor, New York. 8. Housatonic River, Connecticut. 19. Flushing Bay, New York. 9 Bridgeport Harbor, Connecticut. 20. East Chester Creek, New York. 10. Black Rock Harbor, Connecticut. UNITED STATES ENGINEER OFFICE, New York, July 30, 1886. GENERAL: I have the honor to transmit herewith my annual reports upon river and harbor works in my charge for the fiscal year ending June 30, 1886. Very respectfully, your obedient servant, D. U. HOUSTON, Lieut. Col. of Engineers. Brig. Gen. JOHN NEWTON, Chief of Engineers, U. S. A. D I. IMPROVEMENT OF THE CONNECTICUT RIVER, MASSACHUSETTS AND CONNECTICUT. This river rises in the northern part of New Hampshire, flows in a general southerly course between the States of New Hampshire and Vermont, crossing the States of Massachusetts and Connecticut, and 623 '6~4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. empties into Long Island Sound at Saybrook Point, Connecticut. It is divided naturally into two parts, Hartford, at the head of navigation, being the point of division, and appropriations by Congress have always specified in which parts of the river the money was to be expended. The divisions are as follows: 1. Above Hartford, Connecticut.-Embracing a length of about 66 miles, from Hartford, Conn., to Miller's Falls, Mass. 2. Below Hartford, Connecticut.-Embracing a length of about 50 miles, from Hartford to Long Island Sound. (I) ABOVE HARTFORD, CONNECTICUT. Miller's Falls, Mass., is at the head of possible navigation of the Con- necticut River. From this point down to Holyoke, Mass., a distance of about 32 miles, the river is susceptible of improvement, but it cannbt be used now on account of a dam and falls at Holyoke, which entirely obstruct navigation. The lockage required to lift boats from the lower to the upper levels at Holyoke is abou t 60 feet. From Holyoke, Mass., to Enfield Falls, Conn., a distance of 18 miles, there is a fair channel of 4 to 5 feet depth at low water, which could be made 8 feet deep. Enfield Fall's, or Rapids, cover a stretch of river about 5 miles long, having a fall of about 32 feet at low water. The bed is rocky and very uneven, and the slope not uniform, but consisting of a succession of long, shal- low reaches, separated by rapids. From the foot of Enfield Falls to Hartford, a distance of 11 miles, the river has a broad, sandy bed, with a depth of 3 to 4 feet at low water. Under a charter from the State of Connecticut, granted in May, 1824, the Connecticut River Company has constructed a canal with locks around Enfield Falls; the locks are 80 feet long, 18 feet wide, and 44 feet deep. The canal is chiefly used for water-power; the company collects toll from vessels using it. Following is a list of the places where work has been done by the United States, with distances above the wagon bridge at Hartford : Miles. Barber's Landing ............. ....................... "..................... 4 Farmington River ...... .......................... ........ .... .. ....... .... 5 Strong'sIsland.................... ............... ............................ . 6 cantic River .................... .. ----..... ...... ......---- ........ ....... ..... .... - 7 PROJECTS FOR IMPROVEMENT. In 1871 a project was approved ' for giving an increased depth to the channel by the construction of wing-dams and by dredging." All the work done in this part of the river has been done under this project; it consists of dredging at Barber's Landing, and constructing wing- dams at Barber's Landing, Farmington River, Strong's Island, and Scan- tic River, at different times from 1871 to 1881. In 1878 a project for constructing a larger canal around Enfield Falls was submitted. and modified in 1880. (See Annual Report of the Chief of Engineers for 1881, Part I, page 566.) It provides for a canal around Enfield Falls, on the east bank of the river, extending down to the mouth of the Hockanum River, opposite Hartford. The levels were to be 10 feet deep at low water and 120 feet wide at the water line; the locks to be 200 feet long, 55 feet wide, and 8 feet deep over the miter-sills at low water. The esitmated cost of this work was $1,322,805, but it was considered not advisable to begin construction with a less sum than $450,000. APPENDIX D-REPORT OF LIEUT.-COL. HOUSTON. 625 OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1886. The available funds were not sufficient to begin work under the pro- ject and nothing was done. PRESENT CONDITION OF IMPROVEMENT. It is reported that the current has cut behind one of the wing-dams at Farmington River; the other dams are in fair condition. The avail- able depth from Hartford up to Scantic River, as far up as any improve- ment has been made, is about 3 feet at ordinary summer stage of the river. PROPOSED OPERATIONS. Such work as may be required for the repair and maintenance of the wing-dams and of the existing channel will be made with funds now available. No other work is contemplated, unless an appropriation sufficient to begin the canal around Enfield Falls is made; $450,000 would be required for this. Appropriations for improving the Connecticut River above Hartford, Conn., have been made as follows, viz: Date. Application. Amount. July 11, 1870 ( $20, 000 MJunear.3, 1871 ams at Scantic River, Strong's Island, Farmington River, and Barber'sI 20, 000 une 1 Landing; dredging at Barber's Landing, and surveys. 20, 000 June 14, 1880 J 15, 000 Total.................. ....................---------------...... 100, 000 Of these amounts the following balances are yet unexpended: From appropriation of June 10o,1872, for "improving the Connecticut River on or above Eufield Falls"-- ...........------------- ....---....---.... --------------.... ....---........ $10, 702 92 From appropriation of June 14, 1880, for " improving the Connecticut River between Hartford and Holyoke" ................................. . 13,410 80 COMMERCIAL STATISTICS. The commerce of the river above Hartford is not large, on account of the inmpossi- bility of navigating it, except with very small boats. When the water is high a good deal of freight is sent this way which at other times goes by rail. Were the river improved as proposed, this traffic would be very large, as the greater part of the heavy freight used in and near the manufacturing towns of Springfield, Holyoke, Chicopee, and Miller's Falls would be brought by water. Money statement. July 1, 1885, amount available.------------..........----....--...------.. ............--$24, 372 72 ---...--.. July 1, 1886, amount expended during fiscal year, exclusive of liabilities ouitstanding July 1, 1885............ .................................. 259 00 July 1, 1886, amount available........................................... 24, 113 72 (2) BELOW HARTFORD, CONNECTICUT. The Connecticut River below Hartford is a large stream, for the first 21 miles flowing in a winding course, for the most part through alluvial meadows, which are overflowed at high water, and which consist of a 40 E 626 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. light sandy soil, easily undermined. For the remaining 29 miles, to Long Island Sound, at Saybrook Point, the course is straighter, the banks more permanent and generally harder. A gauge has been established at Hartford, whose zero is the lowest stage that the water is known to have reached. The usual low-water stage of the river in summer is about 1 foot on this gauge. Spring freshets ordinarily rise to 20 feet; the highest recorded stage of water is 29 feet. The average tide at Saybrook is 31 feet; at Hartford it is about 1 foot, though when the river stands above 5 feet on the H artford gauge the tide there is not perceptible. The slope of the river from Hartford to Saybrook averages .0458 feet per mile. The bed of the river, through the alluvial meadows, within 10 miles of Hartford, is constantly chang- ing from the undermining of the banks; it is said that in places it has changed its position a half a mile within the memory of man. The bars in this part of the river, after being dredged, form again during spring freshets and ice-jams, so that some of them require annual dredg- ing, others less frequently. This part of the river was improved by corporations and private parties at various times between 1800 and 1870; several small piers, to deepen the water in shoal places, were built in this way; some of these are now covered by new banks; the channel has shifted to the opposite side of some, and others have been dredged out, because they had come to be obstacles. The depth sought by these works was 6 feet at low water. The following list gives the names of the several bars whew work by the United States has been done, with their distance, by course of channel, below the Hartford Wagon Bridge. Locality. Miles. Locality. Miles. Hartford Bar ..-......................... 14 Dividend Bar....-..... .......... ...... 12 Clay Banks Bar-..... ..............--------... 2 Pistol Point Bar.. ..--..... .......-.... 15 Pratt's Ferry or Naubuc Bar ............. 54 -- Mouse Island Bar ............... .. .. 20k Press Barn Barnr .......................... 6 Chester Rock....- -......- -.....-- ....- 38 Glastonbury Bar.......................... 9 Saybrook Bar (at mouth) ----. ~.-----...-. 50 PROJECTS FOR IMPROVEMENT. The first project for improvement by the United States was made in 1867; it proposed securing a channel 200 feet wide and 8 feet deep at low water, from Hartford to Long Island Sound, by dredging the bars, protecting the banks, and deepening the channel across Saybrook Bar, at an estimated cost of $64,310. Work was carried on under this pro- ject until 1879, the cost being largely increased by repeated dredging of the same bars, when an amended scheme was submitted by Lieut. Col. G. K. Warren, Corps of Engineers. (See Annual Report of Chief of Engineers for 1880, Part 1, pages 396-422.) This scheme contemplated securing a channel 200 feet wide and 9 feet deep at low water by means of riprap wing-dams, and mattress work on the concave banks, at a cost estimated as follows: .--.....------............................-----------. Hartford Bar..--..-------- ------............-----..--- $33, 464 Clay Banks Bar...........- ............... ....... ........... ............. 69,116 Pratt's Ferry or Naubuc Bar..........---------....----......----......--..---......------.... -----.... 64, 735 Press Barn Bar...........- ......... .. ................ ...... .......... . . 41, 140 Glastoubury Bar ........... ........ ....................... ........ ...... 114, 92"2 Dividend Bar ......... ........ ............. ......... ............... 7, 110 Total........ ....... ...... ....... .... . ..... .... ..... ...... . ...... . 330, 487 APPENDIX D-REPORT OF LIEUT.-COL. HOUSTON. 627 The estimate did not provide for improvement of Pistol Point and. Mouse Island bars, where dredging has since been needed, nor for the- extension of the Saybrook jetties and dredging between them, which has since been found necessary; nor did it include any amount for the- annual dredging which has consumed a large part of the appropriations. made since. It is evident, therefore, that the contemplated works could. not be completed with the balance of the estimate. Under this project, extended to include the necessary work at Say- brook by the close of the last fiscal year, a training wall of riprap 3,698 feet long had been built at Hartford Bar, and a wing-dam at Glastonbury Bar 5,300 feet long, both to 3 feet above low water; the- east jetty at Saybrook had been extended to the 12-foot curve, and the- west jetty nearly to the 16-foot curve, and a channel 120 feet wide and. 12 feet deep at mean low water had been dredged between them, be- sides maintaining the required depth in the upper part of the river be- low Hartford, by annual dredging, at a cost of from $5,000 to $10,000> each year. One hundred and thirty-five thousand dollars have been ap- propriated for this part of the river since the project was approved, in- cluding $5,000 ordered by the appropriation act to be expended in dredging in Salmon River, a tributary 20 miles below Hartford. Of this amount only $73,000 have been applied to that part of the improve- ment provided for in the partial estimate of $330,487. OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1886: The west jetty at Saybrook was extended to the 16-foot curve--work done by hired labor under ]etter of authority from the Chief of Engi- neers, dated October 25, 1884; 1,542 tons of stone were delivered, build- ing about 90 feet of the work. The total extension built under this- authority is 320 feet, requiring 10,382 tons of stone, costing $1.16 per- ton. A small gap in the west jetty was closed by the use of 40 addi- tional tons of stone. Work was completed in September, 1885. The dredging which was in progress at the beginning of the fiscal year, under an agreement with C. C. Goodrich, to dredge on the bars as- required, at 10 cents per cubic yard, was completed July 15, 1885. The amounts of material dredged during July were as follows: Cubic yards. At Press Barn Bar ............ ........ ...... .. ............................ 5, 679 At Naubuc or Pratt's Ferry Bar............................................ 4, 51 At Hartford Bar .--..-----..----........----...... ....................-.........--.... 3, 86 Total..----- ......----......----.......... .... ....---------------------....---....--...----....----.... ----....... 14,054 This, in addition to 34,135 cubic yards previously dredged, makes 48,189 cubic yards dredged under this agreement. The channels were all made 75 feet wide, with 9 feet clear depth at low water. During the spring freshets of 1886 several of these shoals formed again, and under letter of authority from the Chief of Engineers, March 25, 1886, an agreement was entered into with C. C. Goodrich, of Hart- ford, dated April 2, 1886, to dredge about 10,000 cubic yards at the rate of 10 cents per yard. The entire amount, 10,000 cubic yards, was dredged from Hartford Bar between May 3 and May 20, making a channel 9 feet deep at mean low water and from 22 to 44 feet wide work under this agreement stopped on account of exhaustion of funds. Mr. Goodrich has continued dredging at Hartford Bar and other bars. without expense to, or authority from, the United States; it is under- stood that this work is done by Mr. Goodrich at the request of the Hart- 3'28 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ford and New York Transportation Company to make it possible for their boats to pass up and down the river. PRESENT CONDITION OF IMPROVEMENT. The training-walls, or wing-dams, at Hartford Bar and Glastonbury Bar have been built; the east jetty at Saybrook has been extended to the 12-foot curve, the west jetty to the 16 foot curve, and a channel 12 feet deep has been dredged between them. The dredging done by the United States and by the Transportation Company has, it is understood, made a narrow channel of 9 feet depth up to Hartford through the ,shoals formed by the spring freshets. PROPOSED OPERATIONS. The object of first importance under the existing project is the main- tenance of the required depth of 9 feet by annual dredging, and future appropriations should be applied to that, unless they are made largely in excess of what is needed for such work. Experience with the wing- dams already Iuilt indicates that they will not maintain the channels without frequent dredging, and it seems advisable to postpone the con- struction of others at present. The appropriation estimated for the en- suing year is intended for dredging to maintain the required depth on the bars between Hartford and Middletown, at Haddam Island, and between the Say brook jetties; for such repairs of the wing-dams already built as may become necessary, and for raising and reinforcing the east jetty at Saybrook. Appropriations for the improvement of Connecticut River below Hart- ford, Conn., have been made as follows, viz: Date. Application. Amount. March2, 1867 Survey...---------..--------------------.............------...... Unknown. -----......---------------............................... July 11, 1870 Dredging at Mouse Island, Pistol Point, and Pratt's Ferry; piling at Hartford ..... ------------------ $20, 000 March 3, 1871 Dredging at Hartford, Claybanks, Pier I, Pier J, Pratt's Ferry, Glaston- bury, Pistol Point, and Chester Rock------..---...--..-...----.........-----------.....---..--. 35, 000 June 10, 1872 Dredging at Pistol Point and Pratt's Ferry: Saybrook jetty .....----......... 40, 000 March 3, 1873 Dredging at Hartford, Pratt's Ferry, and Glastonbury: Saybrook jetty... 20, 000 June 23,1874 Dredging at Hartford, Pratt's Ferry, and Saybrook: Saybrook jetties -....--. 20, 000 March3, 1875 Dredging at Glastonbury, Hartford, and Pratt's Ferry: Saybrook jetties. 20, 000 Aug. 14, 1876 Dredging at Glastonbury, Hartford, and Pratt's Ferry: Saybrook jetties, Salmon River dredging .....- ..- --....--...................... ..- 20, 000 1878 Compensation for previous dredging ........-................. ........ 4, 203 June 18, 1878 Saybrook jetties, and survey from Hartford to Rocky Hill ....-...... .... 30, 000 March 3, 1879 Dredging Glastonbury, Hartford, and Press Barn .......--.........---- ..---. 10, 000 June 14, 1880 Dredging at Glastonbury, and Hartford ; Saybrook jetties ................ 10, 000 March 3, 1881 Dredging at Glastonbury, Pratt's Ferry, and Hartford ; Glastonbury pier, and Saybrook jetties...... ............................................... 30, 000 Aug. 2, 1882 Dredging at Glastonburv, Claybanks, Pratt's Ferry, Press Barn, Dividend, Pistol Point, Hartford, Salmon River, dredging ; Hartford dike .....--.... 45, 000 July 5, 1884 Dredging at Hartford, Claybanks, Pratt's Ferry, Press Barn, Glastonbury, Dividend, Pistol Point, Mouse Island, and between jetties at Saybrook; extending west jetty at Saybrook...--- .-- - - ----------- ----.. -..-. 35, 000 Total................ ............. .....--....... ... . .... ......--... $339, 203 The Connecticut River is in the collection district of Middletown. By the course of the river the distance from Holyoke, Mass., to Hartford, Conn., is about 34 miles, ,Saybrook and from Hartford to Long Island Sound about 50 miles. There is a light-house on Point, on the west shore of the river, at its mouth, and another at the end of the west jetty. Fort Trumbull, New London Harbor, Conn., about 16 miles east from Saybrook Point, is the nearest work of defense. APPENDIX D-REPORT OF LIEUT -COL. HOUSTON. 629 Money statement. July 1, 1885, amount available ....--......----....................---...... $5, 813 51 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885....-..-----....----....----...--..--......---.....--........ 5, 813 51 Amount appropriated by act approved August 5, 1886 .................. 26, 250 00 Amount (estimated) required for completion of existing project........ 169, 000 0 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. The following information concerning the commerce of the Connecticut River be- low Hartford is furnished by the courtesy of the collector of customs at Middletown : CUSTOM-HOUSE, MIDDLETOWN, CONN., Collector's Office, July 12, 1886. SIR: The inclosed report, compiled from answers to inquiries and from the records of this office, is believed to be a fair exhibit of the commerce on the Connecticut River for the past fiscal year; but the collection of customs, though apparently related to it, has truly no connection with it, being derived almost wholly from the internal inland transportation business from New York and trade with Canada. The report made this day to the Bureau of Navigation shows a total of 100 ves- selA and 14,000 tons gross tonnage. The river is important, not only to Connecticut, but to the States north of it, to which many of the products landed at Hartford are finally transported, and if the river were fully improved coal could be furnished to the. towns in Massachusetts adjacent to the river at nearly $1 per ton less than at present. Very respectfully, GEO. W. BURKE, Special Deputy. Col. D. C. HOUSTON, U. S. A. Summary statement of commerce on the Connecticut River, includingport of Hartford and? all below to mouth of river, in the district of Middletown. Tons of Estimated For year ending June 30, 1886. Number Tonnge. 2,000 lbs.f Estimvalue o carried. cargoes. Entries, foreign sail ............................. 1 100 150 $1,200 Clearances, foreign sail............................. . 1 100 Entries, coastwise steamers ----..--........ ........... 370 789, 300 - . Clearances, coastwise steamers .-----................-...-- 370 789, 300 77, 600 30, 175, 000 Clearancries Coastwise, sail, and other craft ... 2, 600 520, 000 910, 000 2, 300, 600, 00 04 Clearances .2, 600 520, 000 390, 000 1, Totals .................. ................ 5, 942 2,618,800 1,377, 750 34,076,200 Total amount of customs collected, $298,883.51. Chief articles of commerce: Stone, coal, lumber; manufactures of cotton, wool, iron, britannia tin, &c.; grain, flour, feed, miscellaneous foreign goods. About half of the above freight goes to and from Hartford; the other half belongs to the towns below. D 2. IMPROVEMENT OF THAMES RIVER, CONNECTICUT. This river is formed by the confluence of the Yantic and Shetucket rivers at Norwich, Conn., and extends southward as a tidal stream 15 miles, to Long Island Sound. For 11 miles above its mouth the channel is from 16 to 80 feet deep, averaging over 30 feet for the first 4 miles. 430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. JF'or 3 miles below Norwich the available depth in 1829 was but 5 feet :at low water, where now there is 10 feet depth. The work.of improve- ~ient has been virtually confined to a stretch of 3- miles below Norwich. IEistories of the improvements may be found in the Annual Reports of the Chief of Engineers, 1873, page 981; and 1879, Part I, page 331. PROJECTS FOR IMPROVEMENT. The first definite project for improving this river was approved in 1836. It provided for a channel 100 feet wide and 14 feet deep at high water, to be obtained by dredging, by constructing eleven piers or wing- dains, and by adding to the three already built wings extending up and down stream, converting them into T-walls. The desired results were obtained, but shoals subsequently formed, and in 1866, and again in 1873, it became necessary to deepen and widen the channel by dredg- ing. In 1878, after more shoaling, it was decided to make the channel 14 feet deep at low water instead of at high water, which would increase the depth 3 feet. This afforded only temporary relief; the shoaling con- tinued, and in 1882 the project was further modified, under recommen- dation of Major Barlow, Corps of Engineers, approved by the Board of Engineers, by providing for the construction of five dikes or training -walls along the outer sides of the channel curves, with the addition of low walls on the inner sides should they be found necessary, the width .of water-way between them increasing from 300 feet at Thamesville, I anile below Norwich, to 480 feet at the lower wall. At the same time the projected width of the channel was increased to 200 feet. The im- provement was to extend over the first 3, miles below Norwich. OPERATION DURING THE FISCAL YEAR ENDING JUNE 30, 1886. The dike on the east side of the channel at Long Rock, about 2 miles below Norwich, which was nearly completed in the previous year, was finished in July, 1885, 691 tons of riprap stone being delivered. Shoal- ing occurred along the line of the Long Rock Dike previous to its con- struction, so that the amount of stone required (11,945 tons) was much less than estimated (20,000 tons), and with the approval of the Chief of Engineers, work was begun on the Rolling Mill Dike, about 1 miles "below Norwich, by the contractor for the Long Rock Dike, Charles H. Edwards, of Boston, Mass., under an extension of his contract of Oc- 100 rotf1 0y aa 00 4t . o000 0. 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Sal 1 \00 4oO 1403 24'30 "4.004 324.' 4404d 3 E44246 41 291 407 000-Il t 0334 llt20n.8.x1.6 3 22.104 2' 2 .13 00 * 41.6.2±3010 41 02D00a.+Lt \0 11400, 401 330 0 1' as*L1.1 'S 1 \ 1 fn oo 01 2 15El 39L 5 0004 24 e 2936 ( ," 0 .r a 05 0 '0 4 8.026 2 1t . b ?24% 0 0 T IDE S. o0s o t. SOUNDI NGS. 7' 29m Scre of/ eet Sounod ro', /qllooh Low .. Transit of the Moon . ... 133 44' Scale of ,r,-.(es Thoej eel curve esro 4/oorr_ r4ts MeanOt Rise a.nd Fall of Tides . . . . . . . . 4.8 feet .Spring Tides . . . . . . S.6 ., . Neap Tides . . . . . . 4.0 30 .. .. .... . To accompan3 y Annuj.zzL Revortfor/ 1 86 N ote Lieu L. Ccot, of £n tee'r,USA The b/ar I,, a/' -des: Ch/.,-L eo 47444 'zo'rd hi, /uis' pO'/roNposed ' a 1.4 jtr '' a';,.z C Lbe 444414414/ 344b4os 4 44447 ,r/cr*,,q .1/e '00b1'cnc ( hr dholo by dot/ri /nsin,,o i I I _ _ _ _ - r_-r - APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 743 The Gedney's Channel improvement has been conducted under the personal supervision of Assistant Engineer Maurice Kingsley, whose energy and industry in laying out the work, watching all its details, directing the action of the excavators, collecting valuable information, and making the necessary soundings and surveys under many difficul- ties and discouragements entitle him to the strongest commendation. This work is in the collection district of New York. Nearest light-house, Sandy Hook Light. The nearest fort is the fort at Sandy Hook. Amount of revenue collected at the port of New York during the year ending June 30, 1886, $132,536,402.02. AMOUNT APPROPRIATED. By act of July 5, 1884 .....--........................................... $200, 000 00, Amount expended to date........................-.................. .. 40, 812 51 Money statement. July 1, 1885, amount available....................................... $168, 469 35 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .................... $27,281 86 July 1, 1886, outstanding liabilities ........................ 27,115 37 54,397 2<3 July 1, 1886, amount available ........................................ 132,072 12 Amount appropriated by act approved August 5, 1886 ..............-----------------... 750,000 00 Amount available for fiscal year ending June 30, 1887.................. 882,072 12 (Amount (estimated) required for completion of existing project ...... 6,000,000 00 j Amount that can be profitably expended in fiscal year ending June 30, 1888-------------------------------------------................................................--------.. 1,000,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E Io. IMPROVEMENT OF SHEEPSHEAD BAY, NEW YORK. Sheepshead Bay, Long Island, is a small tidal bay on the west side of Rockaway Inlet, running from it westward for 2 miles to the village of Gravesend, inside and parallel to the Coney Island Beach. Its mouth, where it connects with Rockaway Inlet, is subject to ma- terial changes, from the making and cutting away of the beach and from the changes in the location of the shoals outside, owing to storms. Its width varies from 100 to 1,000 feet, and its depth from 2 to 10 feet at mean low water. The first survey, with a view to its improvement, was made under direction of General John Newton, Corps of Engineers, in 1879, whose report may be found on page 400, Annual Report of the Chief of En- gineers for 1879; date of original report February 7, 1879. The project for its improvement provides for diking the channel and connecting it with Rockaway Inlet, at a cost of $100,000 (incorrectly printed in Annual Report of the Chief Engineers as $10,000). Subse- quently it was proposed to connect Sheepshead Bay with Dead Horse Inlet instead of with Rockaway Inlet. The first appropriation for this improvement was made June 14, 188( 744 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ($3,000), but General Newton, on page 515 Annual Report of the Chief ®fEngineers for 1880, states as follows: The position and even existence of this outlet will depend upon the advance of Rock- away Inlet, which is now advancing westerly at the rate af 264 feet per year. The total estimate for this improvement is about $100,000, and for this reason and the one cited above, I would respectfully recommend awaiting developments and euther appropriations. By act of March 3, 1881, $5,000 more was appropriated, making a total amount available June 30, 1881, of $8,000; but no work was done up to the close of the fiscal year. No appropriation was made and no work was done during the fiscal year ending June 30, 1882. A survey was made during this year, which developed marked changes in the shoals westward of the mouth, and, based upon it, General Newton suggested making the outlet from Sheeps- head Bay through Dead Horse Inlet instead of through Rockaway Inlet. Two estimates of the cost of doing this were furnished, as follows: (I.) Cut to connect Shlieepshead Bay with Dead Horse Inlet, 100 feet wide, 6 feet deep at mean low water; 52,000 cubic yards, at 35 cents .................. $18, 200 x,200 feet of creosoted diking to sustain bend in cut, at $6-.-:.-....'..".. 37,200 7,500 feet of creosoted diking for interior channels, at $5..........37,500 Total of first estimate............. ---------------------------------------.-.-..-... 62,900 (II.) Out to connect Sheepshead Bay with Dead Horse Inlet, 100 feet wide, to 6 feet deep at mean low water; 52,000 cubic yards, at 35 cents.................. 18,200 Dredging interior channel; 40,000 cubic yards, at 40 cents.................. 16,000 Total of second estimate.............. .. ...... 34,200 a~mount By act of August 2, 1882, $3,000 was appropriated, making a total available of $11,000, less about $650 spent on surveys. On the 22d of September, 1882, a contract, at 45 cents per cubic yard, was awarded to H. N. and A. J. Beardsley for dredging the proposed new channel into Dead Horse Inlet, but the property-owners represented that the present outlet was sufficient, and that it would be of more benefit to increase the depth in the inner bay. After a good deal of correspondence, it was decided to make the cut to Dead Horse Inlet a little to the north- ward of the cut originally laid out.. It was to be 40 feet wide and 5 feet deep at mean low water. The contract was commenced November 5, 1883, and was completed iDecember 22, 1883. Twenty thousand yards were excavated and iplaced on the northern side of the cut, behind a bulkhead built along the line of the cut, at the cost, jointly, of the property-holders and the contractor. On the 5th of July, 1884, a further appropriation was made of $5,000, and sealed proposals were opened September 15, 1884, for continuing the dredging in the cut and widening it to 100 feet, with a depth of 6 feet at mean low water. The contract was let to the Atlantic Dredging Company, the lowest bidder, at 134 cents per cubic yard. Work under this contract was begun August 29, 1885, and continued mntil January 13, 1886, in which time 21,256 cubic yards of material ihad been excavated, increasing the total width of the cut to nearly 100 feet. A recent examination shows that the last cut holds its depth well; bout that the northern 40 feet of width has shoaled from .05 to 2 feet. The direct passage into Rockaway Inlet has opened again during the APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 745 winter, and it is probable that if this is not kept closed there will not be enough tide through the new inlet to keep it open, as the natural scour is through the old channel. The $5,000 appropriated August 5, 1886, will be applied probably to dredging the north side of the new channel to a depth of 5 feet, and also to dredging off the points of two small bars which have formed at each end of the cut, and if this does not exhaust the appropriation the re- mainder may be applied to closing the old channel by diking. There appears to have been some error in the statistics of Sheepshead Bay, furnished by one of its residents in 1884, and upon which state- ments of the amount of commerce likely to be benefited by its improve- ment have been based. Inquiry made during the present season shows that the place has no commerce, and that the large amounts of material reported as belong- ing to the commerce of the place, if brought there at all, was brought for the construction and use of hotels and private residences, by rail and by wagon, from Brooklyn, and that the bay was not and could not be used for this purpose on account of its shallowness. The vessels and boats which make use of this harbor draw less than 4 feet of water, for which the present channel is amply sufficient. The question of the improvement of the inner bay' is purely a local one, as its object is to improve the boating facilities of the bay which lies inside of Coney Island, for the benefit of Gravesend and the large hotels on Coney Island. There appears to be no necessity at present for making further ap- propriations for this bay. APPROPRIATIONS. Date. Application. Amount. June 14,1880 Dredging ... ............................................................... $3, 000 Mar. 3,1881 ...... do------........................---............................................. ------------ 5,000 Aug. 2,1882 ...... do ..................................................................... ----------- 3,000 July 5, 1884 ..... do---..........-------....--....................---------------............---------...............---........ 5, 000 Aug. 5,1886 ----------------------------------... ------------------------------ 5.......... 5,000 Total ......................................--------.--.------------- 21,000 Amount expended to June 30, 1886, $15,716.27. This work is in the collection district of New York, which is the nearest port of entry. Nearest light-house, Fort Tompkins Light. Nearest fort, Fort Hamilton. Amount of revenue collected at the port of New York during the fiscal year ending June 30, 1886, $132,536,402.02. ESTIMATE. Original estimate of 1879..............------..-....--.....--..........----....------....----...... $100,000 Revised estimates of 1882 ......---......----......-------....---......----....---......----...---..-. 62,900 Revised estimates of 1882 ................................. . ......- ....... 34,200 Money statement. July 1, 1885, amount available.......................................... $4,967 83 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885...----------------- 4,684 10 July 1, 1886, amount available ............. ......................... . 283 73 Amount appropriated by act approved August 5, 1886--- .----....-....-----....--...... 5,000 00 Amount available for fiscal year ending June 30, 1887---------....-----....--....--....... 5,283 73 Amount (estimated) required for completion of existing project........ 13, 200 00 *Amount that can be profitably expended in fiscalyearendingJune30, 1888 10, 000 00 1 Submitted in compliance with requirements of section 2 of river and ( harbor acts of 1866 and 1867. 746 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E ii. IMPROVEMENT OF CANARSIE BAY, NEW YORK. Canarsie Bay is the name given to a shoal tidal bay forming the north- western part of Jamaica Bay on the south side of Long Island, whose waters flow into the Atlantic Ocean through Rockaway Inlet. Canarsie is practically an eastern suburb of the city of Brooklyn, and the terminus of the Brooklyn, Rockaway and Jamaica Bay Rail- road. From Canarsie, during the summer months, two boats make trips to Rockaway Beach. The first survey of it by the United States Government, with a view to its improvement, was made under direction of General (then Col.) John Newton, Corps of Engineers, in 1879, and the results may be found in Annual Report of the Chief of Engineers for 1879, page 400. The scheme of improvement, proposed in the report, is briefly to make a navigable channel from the shore at Canarsie Landing to the good navigable channel in Jamaica Bay, a distance of about 3,500 feet. The depth of this channel was to be 6 feet at mean low water, which was to be obtained by contracting it by means of two pile-dikes, 8 feet wide, filled in with stone, as it was not believed that dredged channels .would remain permanently open. The estimated cost of this project was $88,000. The rise and fall of tide here is 4.7 feet, and the low-water depth is 4.5 feet. The first appropriation for the work was that of June 14, 1880, $10,000; and a contract was let November 11, 1880, to Henry Du Bois & Sons, for the construction of the outer 1,000 feet of the north dike, from the deep channel in Jamaica Bay towards Canarsie Landing. This con- tract was completed June 27, 1881, and it was proposed to apply further appropriations to the construction of the south dike, which, commenc- ing close to the outer end of the north dike, was to run up to Canarsie landing. This was designed to be of sheet-piling, strongly braced, the estimated cost being $14,000. By act of March 3, 1881, the sum of 5,000 was appropriated, but it was not deemed sufficient to commence the dike, and therefore it was not expended during the fiscal year ending June 30, 1882. By act of August 2, 1882, $3,000 was appropriated, which brought the available balance up to over $8,000, which was not enough to justify beginning the diking; and in view of the little chance of sufficient funds for this purpose being soon appropriated, it was deemed advisable to apply the available funds to dredging; proposals for this work were therefore called for, and were opened September 22, 1882, and the work was let to the lowest bidder, Elijah Brainard, at 48 cents per cubic yard. This contract was not begun till February 8, 1883, and it was finished March 31, 1883, during which time 9,726 cubic yards were removed from the channel, giving a channel 6 feet deep at mean low water, and from 50 to 75 feet wide, from the outer end of the dike to the Canarsie Land- ing. Narrow cuts were also made at the wharf, and the outer end of the dike was protected by building and sinking a crib 15 feet square. No work was done during the fiscal year ending June 30, 1884. By act of July 5, 1884, the sum of $5,000 was appropriated for this work, under which a contract was let to Henry Du Bois & Sons, Septem- ber 17, 1884, for contiinuing the dredging at 35 cents per cubic yard, and for extending the north dike eastward 50 feet, at $29.37 per linear foot. Work under this contract was begun October 9, and was completed APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 747 November 6, 1884, during which time the proposed eastern extension or 50 feet of dike was completed, and 7,535 cubic yards of material were re- moved from the channel. At the close of the contract the channel was 125 feet wide at the outer end and 50 feet at the Canarsie Landing. On page 739, Annual Report of the Chief of Engineers for 1885, Part I, Colonel Gillespie, then in charge, makes the recommendation that $25,000 be appropriated for the continuation of the improvement, to be applied to the construction of 300 feet of the south dike, to the extension eastward of the north dike 250 feet, and to the widening to 100 feet of the western end of the channel towards Canarsie Landing. No funds have been available nor has any work been done during the fiscal year ending June 30, 18860 $10,000 was appropriated by act of August 5,1886. A recent examination shows that a material change has taken place in the channel, and that it might be well to modify the last project. A shoal constituting a serious obstruction has been formed from north- east to southwest across the head of the north dike, which throws the ebb current directly across to the head of a sand island on the south side of the channel. The head and north side of this island have been cut away, and a sand point, extending out towards the north dike, has formed a bar across the channel about two-thirds of the way down the dike. On both of these bars there is 4.5 feet at mean low water; but om account of the short turns, the channels through them are only avail. able for a 4-foot draught. It is reported that both of these bars formed this spring when the ice was running. The current from that part of Jamaica Bay which lies north and north- east of Canarsie crosses the channel to Canarise at right angles, and this channel cannot be expected to remain open unless the current is deflected along its axis by means of diking such as was originally pro- posed by General Newton. Every year until that is done there will be more or less shoaling, and especially around the head and foot of the north dike. From all accounts the running ice on the ebb is very heavy at times in Jamaica Bay, and it is an open question if sheet-piling would with- stand it. It might be better, therefore, to substitute a pile dike 5 feet wide, which could be built for from $5 to $8 per foot if creosoted timber is not used. The teredo can have little effect in the shoal brackish waters of Jamaica Bay, and it is worth while trying uncreosoted piles. The $10,000 appropriated by act of August 5, 1886, will therefore be applied to the construction of the southern dike, to be built of two rows of piles, not creosoted, 5 feet apart, the space between them to be filled with stone. Canarsie, apart from being the terminus of the Brooklyn, Rockaway and Jamaica Bay Railroad, from which people transship by steamer to Rockaway Beach, has a large fishing industry. Jamaica Bay is most favorable for oyster culture, and most of the oysters are sent to New York by boat or by wagon from Canarsie. It is stated that 500,000 bushels of oysters, 10,000 bushels of clams, and $10,000 worth of blue-fish are shipped from there annually, and that there are over 200 vessels and open boats engaged in the trade, drawing from 1 to 5 feet water. Two steamers make six trips a day from Canarsie to Rockaway dur- ing the summer, each drawing about 4 feet water; and the Edith Peck makes four or five trips a day the year roundL to Barren Island, her draught being nearly 4 feet. 748 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As a northwesterly wind often makes a fall of level in the bay of from 1 to 1.5 feet below mean low water, it would seem that 6 feet at mean low water at least should be maintained in the improved channel. Original estimate for dikes of creosoted timber, $88,000. AMOUNTS APPROPRIATED. Date. Application. Amount. June 14, 1880 .......... ....................... Diking ..... ................ ... $10, 000 March 3, 1881 ........ ................. Dredging --.....-...... ... 5,000 August 2, 1882.......... .................... . -. . do . . .. ................. 3,000 July 5, 1885....................................... Dredging and diking................. 5,000 Total.................................... ................ ..... 23,000 Amount expended, $22,800.89. This work is in the collection district of New York, which is the nearest port of entry. Nearest light-house, Fort Tompkins Light. Nearest fort, Fort Hamilton. Amount of revenue collected at the port of New York for the fiscal year ending Jane 30, 1886, $132,536,402.02. Money statement. July 1, 1885, amount available........................................ $486 74 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885............................. ............. 287 63 July 1, 1886, amount available................................. .... 199 11 Amount appropriated by act approved August 5, 1886................... 10,000 00 Amount available for fiscal year ending June 30, 1887.................... 10, 199 11 Amount that can be profitably expended in fiscal year ending June 30, 1888 25, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E 12. IMPROVEMENT OF SUMPAWANUS INLET, NEW YORK. Sumpawanus Inlet, known originally and on the Coast Survey charts as Sumpwams Creek, is a small creek on the south side of Long Island, emptying into the Great South Bay, near Babylon. It.lies about 36 miles east of New York City, 15 miles east of the western end of Great South Bay, and nearly double as much from the eastern end. Fire Island Inlet, through which most of the waters of Great South Bay pass into the Atlantic Ocean, lies south-southeast about 6 miles di- rect, but 11 miles by the channel. The inlet is a tidal creek. from 100 to 200 feet wide, running up to the town of Babylon, Long Island, which is situated 1 mile north of the mouth. It is crossed there by a dam, which forms a reservoir for the fresh water of a small creek which supplies the town with water. The mean rise and fall of tides at the mouth of the inlet is only 1.3 feet, and the bottom of the bay and of the inlet is soft mud. The first survey of Sumpawanus Creek was ordered by act of Con- gress approved June 14, 1880; and was made during the fall of 1880 under direction of General (then Col.) John Newton, Corps of En- APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 749 gineers. His report may be found on page 653, Annual Report of the Chief of Engineers for 1881, Part I. The project based upon this survey, was briefly to dredge a channel 150 feet wide and 5 feet deep, at mean low water, from the 5-foot curve in the bay to the steamboat dock at the mouth of the creek, a distance of about 1,500 feet, and thence 5 feet deep and 100 feet wide up the inlet to the town of Babylon, a distance of about 3,500 feet. The esti- mated cost of the improvemeht was $23,115. The mean range of tides at the mouth of the inlet being only 1.3 feet, there was practically no scour. The depth of water in the proposed channel at the time of the survey was from 1 to 3 feet in the inlet, and from 3 to 5 feet outside. It was not believed that diking would assist this improvement; and inquiry showed that the depth of water both outside and inside the in- let had materially diminished in late years. By act of Congress approved March 3, 1881, $5,000 was appropriated for this improvement; but nothing was done during the years ending June 30, 1881, and June 30, 1882, because the amount was too small to warrant beginning the work. By act of August 2, 1882, a further sum of $2,000 was appropriated; and proposals were called for and were opened September 22, 1882, for dredging outside the mouth of the inlet. John McDermott was the lowest bidder, at 69 cents per cubic yard, and a contract for the work was entered into with him. Work was begun April 9, 1883, and was closed May 17, 1883, during which time 9,481 cubic yards of material had been removed. This gave a channel not less than 75 feet wide. and 5 feet deep up to the steamboat wharf, from a point 750 feet outside of and southeast of it, and single cuts 25 feet wide were made to the northeast and west sides of the wharf, in order to facilitate the landing of steamboats. The estimated cost of dredging in the original project was 30 cents per cubic yard; but Colonel Gillespie, in his annual report fQr 1883, Part I, page 568, of the Annual Report of the Chief of Engineers, esti- mates that the future dredging would not cost less than 50 cents per cubic yard, and therefore made a modification of the original report, estimating the cost of the dredging at $40,000, of which $7,000 have been appropriated. No appropriations have been made since that of August 2, 1882, and no work has been done since the close of McDermott's contract on May 17, 1883. A recent examination shows that the channel is in much the same condition as after the work of 1883, except that the expected shoaling spoken of by General Newton in his preliminary report is continually taking place. The cut itself has shoaled about half a foot, and the flat outside about the same, giving about 5 feet in the dredged channel, but only 4 to 41 feet outside, except in a small channel which has been kept open by the passing steamboats. The commerce of Sumpawanus Creek is peculiar. Babylon, 1 mile above the mouth of the inlet, is a small town of 3,000 to 5,000 inhabit- ants, and depends almost entirely upon the summer trade of the hotels and cottages along the north shore of Great South Bay, and upon the hotels on Fire Island Beach. To Fire Island Beach, in summer, three steamers run daily, drawing from 4 to 5 feet of water. 750 REPORT OF THE CHIEF OF ENGINEERS, U S. ARMY. The actual commerce of Babylon by water has been decreasing from all accounts; for the reason, first, that the Long Island Railroad has taken away the sea-going business; and second, that the depth of water has decreased too much for sea-going vessels, even of light draught, to enter. Babylon itself has improved immensely, and has become a fash- ionable summer resort. At present the commerce of Babylon is carried on by three steamboats, drawing from 4 to 5 feet, running in summer to Fire Island Beach; three schooners, drawing from 5 to 5, feet, bringing brick, lime, lumber, and other heavy freight to Babylon the year round; one hundred sloops and pleasure boats, drawing from 1 to 2 feet of water, taking out sailing and fishing parties during the summer; of which seven or eight remain in use during the winter fishing and taking oys- ters and clams to Patchogue, Sayville, and New York. No oysters are brought to Babylon from the bay, and only a few clams in the summer for home consumption. No statement of commerce appears in the annual reports, except in two letters dated May 16, 1883 (presumably), one furnished by a gentle- man of the name of Sammis from Patchogue, who has large interests in Babylon; and another furnished by the United States inspector at that time, who has evidently made the mistake of including the whole commerce of the Great South Bay in the commerce of Sumpawanus Creek and Babylon. The commerce of the creek, in my judgment, only warrants the dredg- ing of a 5 foot channel from the 5-foot curve in the bay to the steam- boat wharf for the use of the steamers, and so that the few schooners which come in can come up to the wharf without the expense of light- erage. So far as the extension of the improvement from the steamboat dock up the inlet is concerned, I see no reason to continue it. From all accounts the shoals in the bay kill the sea so entirely that the pleasure boats can lie in the mouth of the creek in all weathers, and the freighting interest is too small to warrant the cost of the improve- ment. The original estimate of the work was $23,115. The modified estimate is $40,000, of which $7,000 has been appropri- ated. $10,000 can be profitably expended in giving a 5-foot channel out into the bay for the use of steamboats, but [ think that the work is more a matter of private interest than work that should be undertaken by the Government. Revised estimate for dredging channel, $40,000. AMOUNTS APPROPRIATED. Date. Application. Amount. M ar. 3, 1881 Dredging....................................... ........................ $5, 000 Aug. 2, 1882 Dredging...............................................................----- 2,000 7, 000 Amount expended ......................-------------------------....................---- . $6,918 12 This work is in the collection district of New York, which is the nearest port of en- try. Nearest light-house, Fire Island Light; nearest fort, Fort Hamilton. Amount of revenue collected at the port of New York during the fiscal year ending June 30, 1886, $132,536,402.02. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 751 Money statement. July 1, 1885, amount available........- -------....----......-----..........-...... --- $106 93 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1881----....----....---......-------------------......---...--....-------....---....- 25 05 July 1, 1886, amount available...... .... ............ -. ... --..... ..... . 81 88 { Amount available for fiscal year ending June 30, 1887 ................... Amount (estimated) required for completion of existing project-........33, 000 00 Amount that can be profitably expended in fiscal year ending June 30,1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and 81 88 harbor acts of 1866 and 1867. E 13. IMPROVEMENT OF THE MANASQUAN RIVER, NEW JERSEY. The Manasquan River, New Jersey, empties into the Atlantic Ocean midway between Sandy Hook and Barnegat Inlet, which are about 50 miles apart. For the first 3 miles up from the mouth it consists of a tidal estuary about one-third of a mile in width. For the next 2 miles it contracts to a width of from 100 to 150 feet; above this it opens out into a second basin 2 miles long and one-fourth mile in width. The depth of the lower basin is from 4 to 5 feet; the depth of the upper basin is from 3 to 4 feet at mean low water. The mean rise and fall of tide in the lower basin, near the mouth, is said to be about 2 feet, and at the head of the upper basin is zero, in ordinary weather. The Manasquan, with its tributaries, drains an area of over 80 square miles. The mouth has been, and is still, obstructed by movable bars and shoals of shifting sand, which are influenced by heavy storms. The depth of water on these bars has varied in the last eight years from 1 to 4 feet at mean low water. Once during that time, after a heavy storm, the outlet was entirely closed. The first survey of this river, with a view to its improvement, was made by Captain Ludlow, in 1878, under direction of Col. J. N. Macomb, Corps of Engineers, the report on which may be found on page 463 of the Annual Report of the Chief of Engineers for 1879, Part I. The commerce of the river at that time was practically nothing, but it was expected to increase if a stable outlet could be procured by arti- ficial means, and it was also expected that it would be uged as a harbor of refuge for small coasting and fishing vessels when they were pre- vented by storms from making a safe harbor at Sandy Hook or Barne- gat Inlet. It was proposed to make a straight cut from the river into the ocean across the bar at the mouth, the cut to be about 200 feet wide and not less than 6 feet deep at mean low water and to be protected by parallel jetties, and a basin was to be dredged inside the jetties about 2,000 feet long, 200 feet wide, and 5 feet deep. The jetties were each to be built of two rows of piles, creosoted, and the spaces between the piles were to be filled with stone. Twelve thousand dollars was also to be expended for the removal of wrecks and snags. The total estimated cost of the project was $52,120. 752 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. This project was referred for discussion to the Board of Engineers for Fortifications and River and Harbor Improvements. Their report may be found on page 548 of Report of the Chief of Engineers for 1880, Part I. Briefly, they reported that the project was insufficient to secure any permanent results; that the jetties, instead of being carried out to the shore-line, would have at least to be carried out to the 2-fathom curve; that they would have to be of a more stable form of construction; and that, at a rough estimate, the total cost of the improvement required to give a harbor of refuge such as Colonel Macomb proposed would be from $200,000 to $260,000. Their conclusions are as follows: The Board are of the opinion that the piers, as recommended in the project sub- mitted, will not avail to keep open a good entrance from the seaward; that the piers will require further extension at great cost; and that the passage of vessels through such a long narrow outer entrance to reach the inner harbor, even if the depth be sufficient, will not be safe during a heavy storm. The inner harbor, for which an estimate for deepening has been submitted by the local engineer, may require some works of contraction to preserve its depth. The cost, however, will probably be small, and has not been considered for want of the requisite data. The Board are by no means satisfied that the uses to which the harbor, improved as in the project, could be put would prove of much public benefit. A harbor of refuge is probably needed along this coast, but it should be sufficiently deep and spacious to admit the larger classes of coasting vessels. Such harbor could be constructed only upon a plan modified considerably from the one presented, and at much greater cost. As, however, $12,000 had been appropriated by the act approved March 3, 1879, the Board were of the opinion that Colonel Macomb's project, with certain modifications of construction, should be carried out, with a view only to straightening the channel at the mouth through the sand-bar, which then ran across it from the south beach. Bids were accordingly opened, after due advertisement, and a con- tract was entered into with C. F. Drake, April 18, 1879, for beginning the construction of the dikes. The contractor failed to commence operations, the contract was annulled, and no work was done that year. On the 14th of June, 1880, an additional appropriation of $20,000 was made; and, under date of June 9, 1880, the question of the im- provement of Manasquan River was referred to Lieut. Col. N. Michler, Corps of Engineers, who had relieved Colonel Macomb, for report. The report may be found on page 712, Annual Report of Chief of En- gineers for 1881, Part I. Colonel Michler's report emphasizes that of the Board of Engineers, and states besides- That since this subject was first discussed the facilities of communication and transportation to and from the valley have been very much increased within the last few months; in fact, all difficulties removed by the extension of the Long Branch Division of the Jersey Central Railroad to and across the Manasquan River as far as Point Pleasant. The road crosses the river over a pile bridge about 1 mile above its mouth. The construction of this road obviates to a great degree the necessity for the proposed im- provemient, as now the lack of communication is supplied. He also stated it to be his opinion that, if a harbor of refuge were necessary at that point, it could not be constructed without great ex- pense, not at all proportionate to its utility or importance. Further, that, "should it be decided to attempt some plan and pros- ecute it towards its completion, the general lines of dikes as proposed by Colonel Macomb, as described in his report and in that of the Board of Engineers, might be successfully adopted," with certain modifica. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 753 tions of construction ; but that there was every chance of a storm de- molishing the whole structure, or of a single gale changing the entire nature and position of the inlet under discussion; so that no safe esti- mate could be made of the probable final cost. Colonel Michler's project was approved by the Chief of Engineers, and, after due advertisement, a contract was let for the construction of the north jetty to Henry Du Bois & Son; but, owing to the lateness of the season, work was not begun until June 17, 1881. WVork on the construction of the north jetty was continued from that date up to March 8, 1882, when the contract was closed. The total length of the jetty, when the contract was closed, was 1,515 feet. This jetty, starting from a point of salt marsh, known as Stump Point, and running in a general southeasterly direction, closed entirely the old outlet of 1879 to the northward, and turned the current of the river almost directly along its inner side of the jetty seaward. The scour on the inner side of the jetty, near the outer end, necessitated its reinforcement by a crib 130 feet long, and the whole line of diking was protected by fascine mats, and riprap on the river face, and bags of sand on the inner side. Spur-dams of plank, fascines, and sand-bags were also built at right angles to the line of the dike on the north side to arrest the sand, and relieve the dike from the pressure produced by the emptying and filling of the tidal reservoir above. Upon the completion of the work, the depth of the water on the outer bar was approximately 4 feet at low water, and the channel was par- allel with the axis of the dike. A sum of $40,000 was estimated as necessary for extending the north jetty 255 feet seaward, to its full projected extent, and to build 905 feet of jetty on the south side. A sketch of the condition of the improvement June 30, 1882, with de- tails of the construction of the jetty, may be found opposite page 702, Annual Report of the Chief of Enginersfor 1882, Part I. On the 2d of August, 1882, a further sum of $7,000 was appropriated for the improvement; making the total available, including the balance of the old appropriation $8,500. A contract was let in October, 1882, to Stephen A. Kelly for the con- struction of part of the south jetty. Operations were begun under this contract in November, 1882, and were closed June 30, 1883, during which time 475 feet of the jetty had been completed. The outer end of the south jetty starts at a point 100 feet inside the outer end of the north jetty, and 200 feet from it to the southward. For the first 100 feet inward it is parallel to the north jetty; but the inner end of the second 100 feet is 240 feet from the north jetty; the re- maining 275 feet inwards is thrown back from the channel to the south- ward, so as to prevent the cutting of the beach behind the jetty, and deflect the current towards the center of the channel. The outer 200 feet of this jetty is formed by two rows of piles sawed off at 1 foot above mean high water, set 12 feet apart from "inside to outside," the space between being filled with stone. Over the remaining 275 feet the jetty is only 5 feet wide. It was reported, at the close of the year 1883, that the condition of the improvement was satisfactory, and the extension of the north jetty 500 feet seaward, and the south jetty 300 feet seaward and 300 feet shoreward, was recommended, the estimated cost of which was $33,000. No appropriation has been made, and no work his been done since June 30, 1883. 48E 754 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In 1884 it was reported that there had not been less than from 24 to 3 feet at mean low water on the bar since the construction of the jetties, but that a shoal inside them, starting from the inner end of the north jetty, was making rapidly to the southward, throwing the currents at half-tide towards the south side of the channel, which resulted in cutting round back of the inner end of the south jetty; and. to prevent a breach from being made in the beach back of the south jetty, an appropriation of $30,000 was urged for extending the south jetty shoreward 300 feet, and for repairing it; for extending the north jetty 300 feet seaward; and for dredging part of the shoal putting out from the inner end of the north jetty. In 1885 an examination showed that there was a depth over the bar of 3 feet at mean low water, that the shoal at the inner end of the north jetty had materially increased to the southward, and consequently that the deep.water channel had been still further thrown forward towards the south bank, and an appropriation of $25,000 was asked for to ex- tend both jetties seaward 300 feet, to extend the south jetty shoreward 100 feet, and to dredge the inner shoal so as to bring the channel more in a line with the axis of the jetties. No money has been available and no work has been done during the fiscal year ending June 30, 1886. A recent examination, however, shows the condition of the improve- ment to be very unsatisfactory, and proves conclusively the correctness of the opinions of the Board of Engineers in 1879, and of Colonel Mich- ler in 1880, mentioned above; and also had sufficient money been ap- propriated for the extension of the shore-arm of the south jetty, asked for in 1884, that many of the present bad features might have been averted. The beach has made out on the north side of the north jetty till the mean high-water mark is only 20 feet inside it, and the high-water shore- line on the south side has made past the outer end of the south jetty, as originally predicted by the Board of Engineers. Across the mouth, and distant about 200 feet seaward of the outer end of the north jetty, is a bar parallel with the beach, a-wash at low water, extending some 500 feet north of the north jetty, and 200 feet south of the south jetty. Between it and the shore-line there is a channel around the north and south ends of the shoal with about 2 feet of water over it at mean low water. The shoal putting out southward from the shore end of the north jetty has increased till at mean low water it is bare within about 30 feet of the inner end of the south jetty; and the larger part of it is about 2 feet out of water at low water. , This has thrown the deep-water channel over to the southward, so that the inner portion of the south pier, which is deflected over to the southward, is in the deepest water of the channel; the filling is all washed out; and the mean low-water line of the south shore runs about 150 feet inside the inner end of the jetty. A deep hole has been scoured out under this 150 feet of the inner end. The current is then deflected across the channel almost at right angles towards the north jetty; and a deep hole with from 10 to 12 feet of water scoured along its face, grad- ually diminishing in depth towards the outer end, to about 5 feet. The outer end of the south jetty is covered with sand which has come over into the channel, forming a beach inside it 20 feet wide at mean low water. The channel now from the ocean into the bay may be fairly said to be in worse condition than at the time of the survey of 1879. APPENDIX E---REPORT OF LIEUT.-COL. MCFARLAND. 755 The ground taken originally that Manasquan could be used aa a har- bor of refuge is no more tenable now than when the Board of Engi- neers decided against it in 1879. It has now no more commerce than in 1879, and the plea that its improvement was necessary to get local products to New York is stated to be unsound since the extension of the Long Branch Railroad. But the question comes up, shall the present works be allowed to go to ruin, and probably (if the piling and crib work begins to break away, as it undoubtedly will shortly) block up forever any ingress to or egress from the river. By extending the shore end of the south jetty, not on the present line, but on a line nearly parallel to the norty jetty, it is reasonable to ex- pect that the increased scour will cut a channel again through the sand bar at the inner end of the north jetty, and that the extension of both jetties seaward from 300 to 400 feet will scour out the outer bar; and that the channel, so obtained, will remain for a number of years. It seems advisable, at all events, that an accurate survey be made of the condition of the improvement on which an estimate can be made of the cost of a modified project. The survey would cost about $300. While not believing the improvement any more necessary to com- merce than the Board of Engineers, to save the existing work I should also recommend such an appropriation as would give at least as good an entrance to the harbor as existed in 1879, unless the cost is found to be excessive. In case it is decided to continue the improvement as a result of this survey, the whole amount of money asked for should be appropriated at once, in order to save further deterioration of the existing works and channel. Manasquan River is in the collection district of Perth Amboy, N. J., which is the nearest port of entry. Nearest light-house, Barnegat Light. Nearest fort, fort at Sandy Hook, New Jersey. Amount of revenue collected at the port of Perth Amboy during the fiscal year ending June 30,1886, $31,067.65. Original estimate of 1879 for jetties and dredging.......................... $52,120 Additional estimate of 1882................................................ 19,880 Total 72, ......-----.....----......-----..................--....--....-......----....-....-..... 000 APPROPRIATIONS. Date. Application. Amount. March 3, 1879 ................................................. . NorthJetty $12, 000 June 14, 1880.... .... ................................ ) "" 20, 000 August 2, 1882 ............................................................ South Jetty... 7,000 39, 000 Total ........................................... ...................................... Amount expended to June 30, 1886, $39,000. Money statement. SAmount (estimated) required for completion of existing project....... $33, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. 756 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E 14. IMPROVEMENT OF SHREWSBURY RIVER, NEW JERSEY. The Shrewsbury River is a large shallow estuary in north eastern New Jersey, entering the lower bay of New York at the junction of the penin- sula of Sandy Hook with the mainland, about 1 mile due north from the lights on Navesink Highlands. Its land drainage area is about 120 square miles. The lower part, running from the mouth for 3 miles up to Rocky Point, just below Sea- bright, is about 1,200 feet wide. For this distance it runs parallel with the coast line of the Atlantic Ocean, and is only separated from it by a sandy beach from 200 to 1,000 feet in width. From this point it divides into two branches, one known as the South Branch, keeping more or leis parallel with the beach for about 2 miles further to the southward, when it opens into a large bay called Pleas- ure Bay, 4 miles long and half a mile wide. The head of navigation on the South Branch is Branchport, situated on a little creek leading into the southern side of the bay. The distance from the forks to Branchport is about 6 miles. The other fork, known as the North Fork, strikes away from the south at right angles to the westward at Rocky Point, with a width of about 1,000 feet for the first mile up to Oceanic Wharf, when it opens out into another land-locked bay called North Shrewsbury. This bay is about the same size as the one at the head of the South Fork, viz, 5 by one-half miles. It is stated by Colonel Kurtz that in 1779 to 1782 the two branches discharged directly into the Atlantic Ocean, opposite the mouth of the North Fork, and had no outlet into Sandy Hook Bay. Opposite the Navesink Highlands the ocean beach is narrowest, and it has often been broken through, to the detriment of the lower part of the channel. Since the construction of the New Jersey Southern Rail- road along the crest of the beach, in 1865, these breaks have been less frequent and less damaging to the channel, the railroad company hav- ing strengthened the weakest part of the beach by jetties and bulk- heads. When the question of the improvement of this river came up in 1870 its mouth was closed by a bar with from 3 to 4 feet of water on it. Above this, both up the main river and up the two branches to where they enter the large bays, were shoals with from 3 to 4 feet of water on them, separated by stretches of water from 6 to 13 feet deep. The commerce of the Shrewsbury River has never experienced any trouble in its passage through these bays, but only in the parts of the river leading out of them. The emptying and filling of these large tidal basins create swift ebb and flood currents in the river, with shifting bars. The material is tUn- stable sand, and appears to be .especially subject to ice action in winter. The river is practically closed by ice for about four mouths in the year. A bad break in the beach in 1853, which damaged the lower channel, was made the subject of a special report to the Chief of Engineers by Lieut. M. Harrison; but it was not until 1870, after the citizens had spent $2,000 in dredging, that the Federal Government took steps for the improvement of the Shrewsbury River. In 1870 the first survey of the river was made, under direction of Lieutenant-Colonel Kurtz, Corps of Engineers, and his project for its improvement may be found in Annual Report of the Chief of Engineers APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 757 for 1871, page 703. This project was, briefly, to dredge the existing shoals, at an estimated cost of $14,000. Fourteen thousand dollars was.appropriated for this purpose in 1871, and work under this project was carried on in 1871, 1872, and 1873; but it was found more expensive than had been expected, and a further sum of $5,000 was appropriated. In 1876 a partial survey was made, and a new scheme of improve- ment, by diking and dredging was made, the cost being estimated at $19,000; but no money was appropriated for it, and no work done be- tween 1873 and 1878. In 1878 an extended survey was made by Captain Ludlow, Corps of Engineers, under direction of Col. J. N. Macomb, Corps of Engineers, and the following scheme was proposed (see Report of the Chief of Engineers for 1879, pages 405-411): It provided for obtaining, by dredging and by contracting the wider portions of the river by the use of dikes, chan- nels 6 feet deep at mean low water and from 200 to 300 feet wide, extend- ing from the 6-foot curve at the mouth in Sandy Hook Bay up to the 6-foot curves on both branches in the bays above. At that time the minimum depth in the channel across the bar was 2.9 feet, and above the same depths could be carried over the shoals of the upper rivers. Two estimates of cost were submitted, one of $134,686, and another of $163,091. The report was submitted to a Board of Engineers, who, on February 7, 1879, proposed the following modification: 1. South Slhrewsbury: Estimate, Captain Ludlow's project.-.. . . ..... . - $39, 683 To which add cost of Dike H.....................................------------------------------------.. 8,400 48,083 Deduct for dredging ...... ..............................----------------.... 1,000 Total for South Shrewsbury ......-.....------------.------....---....-----..--....----......... 47, 083 2. North Shrewsbury: Estimate...-- --------------- "-----------------------------.-- 39,103 Improvement of ebb-channel below Highlands.................-------------------.... 55,900 Total .- -- ....... -----. .....-- . . .---.-- . .- .-.. . 142,086 In 1879 and 1880 pile and stone dikes were built at the north and south Shrewsbury branches, contracting their width, and dredging was carried on in the North Branch. * In 1880 and 1881 a dike was built at the head of the South Branch, and dredging was carried on from Seabright to Pleasure Bay, at the head of the South Branch. It was found that just above Seabright Bridge a bar of hardpan crossed the channel, which increased the ex- pense of dredging materially. In 1880, 1881, and 1882 a dike 4,021 feet long was built at the mouth on the east bank of the river, so as to close up Spermaceti Bay. In 1882 and 1883 dredging was done along the dike and across the bar, and also in the South Branch. Work was suspended in October, 1883, for the want of funds, and no work has been done since. At that date the con- dition of the improvement is stated by Colonel Gillespie, Corps of En- gineers (Annual Report of the Chief of Engineers for 1885), to have been as follows: From the mouth to Highlands Bridge.-A pile-dike was built from Crane Point to opposite Cove Point at the entrance, 4,021 feet long, with widths varying from 5 to 8 feet. A channel was dredged across the bar 2,100 feet long, 75 feet wide, and 6 feet deep, mean low water, and a channel was dredged from Island Beach to Highlands Bridge 1,800 feet long, 25 to 100 feet wide, and 6 feet deep. The completion of the project for this section requires the bar and Island Beach channels to be widened to 300 feet. 758 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. North Branch.-The dike on the right bank from Lower Rocky Point to Barley Point was completed for a length of 1,885 feet, with two openings for use by small boats belonging to property-holders on the south side, and the channel at Lower Rocky Point dredged to a width of 75 feet (since increased to 200 feet by current action) giving 6 feet depth. From Barley Point to Oceanic Wharf, at Oceanic, a channel near Barley Point was dredged 1,300 feet long, 100 feet wide, and 6 feet deep. This has since shoaled to 4 feet and less; and near Oceanic Wharf a channel 600 feet long and 100 feet wide and 6 feet deep. The dike on the right bank not having been finished, frequent shoalings have occurred opposite Barley Point, requiring many dredgings over the same ground. The completion of the improvement in this reach requires the construction of 1,940 feet of diking on the right bank below Barley Point, and the widening of the channel at and above Barley Point to 150 feet. South Branch.-The dike on the left bank connecting with that on North Branch, 1,856 feet, was built, and a channel from entrance to Bellevue Dock 2,000 feet long, 100 feet wide and 6 feet deep, was dredged. Immediately above Seabright Bridge a channel was blasted through rock and cemented gravel, 400 feet long, 60 feet wide, and 7 feet deep. At the entrance to Pleasure Bay the dike on the left bank springing from Gunning Island, 1,513 feet long, and that on the right bank of Sedge Island, 503 feet long, were built, and the channel between them, 3,500 feet long, 150 feet wide, and 6 feet deep, was dredged. The completion of the project requires the channel from the entrance to Bellevue to be widened to 300 feet. The South Branch is quite wide at the junction of the North Branch and is so subject to shoaling that resort must be had every few years to the dredge. Almost two years have now elapsed since the work of improvement was suspended, and while there has been no complaint of shoal water in the main stem and in the South Branch to the interrup- tion of navigation, a late examination shows that there has been a marked shoaling in the North Branch, opposite upper Barley Point, owing to the unobstructed flow of the tides through the interval left in Dike C, projected for the right bank of the North Branch. (See chart, page 698, Annual Report of the Chief of Engineers, 1881, Part I.) The shoal which has formed at upper Barley Point has barely 3+ feet over it at mean low water, and in order to get relief from this obstruction the owners of the steamboats plying between Red Bank and New York City have been compelled to open a channel through it at their own expense. The amount so expended is stated ta be $1,400. In the above description an accidental omission is made of 598 feet of dike built on the North Branch of the Shrewsbury on the right bank from Barley Point down-stream towards the 1,885 feet of diking built up-stream from the forks of the two branches, giving a total amount of 2,483 feet of diking built on the North Fork. An examination made after the 30th of June, 1886, shows that there is sufficient water for the existing commerce at any stage of water, ex- cept on an exceptionally low tide, at the following points: 1. Main river, from the mouth to the junction of the two branches qt Rocky Point.-The channel is following the dike more closely than it used to do, and a clear 6 feet at mean low water can now be found within 50 or 100 feet of it, until about 300 feet from the lower end, where only 5 feet can be carried out into the Horseshoe or Sandy Hook Bay. The last dredging done was not carried along the lower end of the dike, but diverged from it towards the west, crossing a bar which origi- nally put out from the shore to the westward below the end of the dike, and during the past three years this cut has gradually been filling up on tihe western side, but cutting out to the eastward towards the dike. It is probable if the dike were carried 300 feet further into 12 feet water that this bar would entirely disappear. 2. North Shrewsbury.-Five feet can be carried through an intricate channel from Rocky Point up to Oceanic Wharf; but owing to the cen- ter, 1,900 feet, of the projected dike not being finished, the whole effect of the proposed contraction is at present lost. At the last contract prices the completion of this work would cost about $10,000. 3. South Shrewsbury.-Fourand one-half feet can be carried at mean low water through this channel; but there are two points, (1) Bellevue Shoal and (2) Gunning Island, where the channel is very narrow, and it APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 759 is almost impossible for the steamers to carry more than 4 feet through them. The improvement of the Bellevue Shoal is simply a matter of dredg- ing, perhaps 5,000 cubic yards, at 25 cents per yard, which would give a channel 100 feet wide and 5 feet deep. The Gunning Island Shoal, since the dikes have been built, has been moving over from west to east, making a very inconvenient bend, and $1,000 would cut off this so as to give a fair 5-foot channel. But before a permanent scour can be established it will be necessary to build a dike across from the lower end of Gunning Island to themain- land, so as to close entirely the old western channel and throw the whole current into the east channel. During a recent examination of this river the owners and agents of the four steamboats plying up the two branches were seen, and the points mentioned are the only points of difficulty they spoke of. They express their satisfaction with the past improvements, and es- pecially with the effects of the dikes. As the heavy freighting season is almost past, and the ice next spring will undoubtedly make changes in the channels; and as*the navigation of this river has been quite satisfactory since March of this year, the channels having increased in width and depth since spring, it will be best not to undertake any other work here this fall. But, as soon as the ice breaks up in the spring, an examination of the river should be made to ascertain what changes may have taken place. The last appropriation will be applied to diking or dredging in either branch as may be found most expedient; and a further appropriation of $15,000 should be made for the completion of the North Branch Dike, and for such dredging as may be necessary, and for the construction of the Gunning Island Dike and the extension of the dike at the mouth. This would apparently be sufficientfor the existing and prospective commerce of the Shrewsbury River at present. The majority of the commerce of the Shrewsbury is carried in four steamboats, two running daily from New York up the North Branch to Red Bank, and two from New York up the South Branch to Branchport. The Sea Bird and the Albertina run up the North Branch, drawing 5 feet and 4 feet, respectively, and the City of Long Branch and Helen run up the South Fork, drawing each from 4 to 4.5 feet, according to freights. From what could be learned the commerce had not increased very materially in the past three years, although it increased rapidly from 1879 to 1883. The commerce, however, is sufficient to warrant the carrying out of the project as presented in this report. The mean rise and fall of tides in the Shrewsbury is 5 feet at the mouth, 3 feet at Highlands Bridge, 2 feet at Red Bank, on the North Branch; 2 feet at Seabright, on the South Branch, in Pleasure Bay, and at Branchport is 1.3 feet. This work is in the collection district of Perth Amboy, New Jersey, which is the nearest port of entry. Nearest light-house, Navesink lights. Nearest fort, fort at Sandy Hook, N. J. Amount of revenue collected at the port of Perth Amboy during the fiscal year ending June 30, 1886, $31,067.65. AMOUNTS APPROPRIATED. Date. Application. Amount. Survey ...................... ^ ........... ............ .... ....... ...... I $1, 500 Aug. 3. 1852 Mar. 30, 1871 Dr edging .. _f 14,000 M r. 3, 1873 Dredging Project of 1870............ .... ... ... .................. . 1 0 Total of old project........................ -............ 20, 500 760 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXISTING PROJECT. Date. Application. Amount. June 18,1878 Diking. . .--------------------------------- ------------.--.. $18,000 Mar. 1879 ...... 3, 1880 .. do .....................- .........- ...-- -- -- -- ... 10, 000 000 June 14, do.----------------------------------------------------------30, Mar. 3, 1881 ...... do-------- -------------------------------------------------- 86, 000 Aug. 2,1882 Dredging .................................................................... 80, 000 Aug. 2, 1882 Dredging---------------------------------------------------- ------ f 30, 000 Total ........... ------------------------------------------------------- 174, 000 Amount expended, $173,778.30. Money statement. July 1, 1885, amount available...... .................................... $577 20 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........................................ 355 50 July 1, 1886, amount available'.........................................221 70 Amount appropriated by act approved August 5, 1886 ..... ....... ...... 10,000 00 Amount.available for fiscal year ending June 30, 1887 ................... 10,221 70 Amount (estimated) required for completion of existing project........ 40, 000 00 Amountthatcanbeprofitablyexpended in fiscal year ending June30, 1888 40, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E 15. IMPROVEMENT OF KEYPORT HARBOR, NEW JERSEY. Keyport Harbor lies at the mouth of the Mattawan Creek, on the south side of Raritan Bay, 5 miles east of the mouth of the Raritan River, and 21 miles southwest of the Battery, New York Harbor. There is no real harbor or anchorage here; and at the time of the survey of this harbor, in 1872, there was an average depth of about 4 feet at mean low water in the bight leading up to the wharves. The town of Keyport. lies on the east sid.e of the creek and harbor. In 1866 a channel 6 feet deep was dredged by private parties from the bay up to the wharves. A survey of the harbor, by the United States Government, was made under direction of Col. John Newton, Corps of Engineers, in the fall of 1872, when four steamers drawing from 5 to 7 feet, and a number of schooners and vessels drawing up to 7 feet, were using the harbor and doing a business valued at nearly $3,000,000, the traffic being princi- pally to and from New York. Borings showed that the bottom of the harbor consisted of hard clay and fine sand, and that the maximum velocity of the tidal current was only half a knot per hour,which was inadequate to effect the stability of the river bottom. The mean rise and fall of tides at Keyport is about 5 feet. It was believed that an improvement of the channel by dredging would be permanent, and a project was made and approved for dredging a chan- nel 200 feet wide, about 4,700 feet long, and 8 feet deep at mean low wa- ter, from the steamboat wharf out to the 8-foot curve of the bay; the APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 761 estimated cost of this was $30,475. No money was appropriated for this purpose, however, until August 2, 1882, when the full estimated amount was appropriated, and a channel was dredged in 1882-'83, 5,000 feet long and 8 feet deep, from the steamboat dock to the 8-foot curve in the bay, with a uniform width of 200 feet, except in a short reach between the steamboat dock and the wharf of the New York and Freehold Railroad, where it was only 160 feet wide. It was found between 1872 and 1882 that a material shoaling had taken place in the channel, which made it necessary to increase the orig- inal estimate, $10,000, and this was recommended by Colonel Gillespie in 1884. There are at present three steamboats making round trips daily to New York, one having a draught of 8 feet, the other two of 6 feet. In 1884 the value of the exports and imports had increased from $3,- 000,000 in 1872 to $5,650 000 and the commerce appears to be still on the increase. The improvement has been of great benefit to the port, enabling vessels to get in there at any stage of tide. The expenditure of $10,000 for completing the improvement is recommended. This work is in the collection district of Amboy, the nearest port of entry Perth Amboy, N. J. Nearest light-house, Great Beds Light, in Raritan Bay. Nearest fort, fort at Sandy Hook, New Jersey. Amount of revenue collected at the port of Perth Perth Amboy, N. J., during the fiscal year ending June 30, 1886, $31,067.65. Original estimate of 1873---.......-------------.....----......------......-----......------......---....---....-...... $30, 475 Additional estimate of 1884..................-----------------.. ......---.....--..-......-----.... 10, 000 Total....-----------....--......---------.....---......--......------.....------....--......----.....-------....---.... .. 40,475 APPROPRIATIONS. Date. Application. Amount. Aug. 2, 1882. Dredging ................ .. .................... .. ............... - $30,475 Amount expended to June 30, 1886, $29,523.01 Money statement. ----...... $982 19 July 1, 185, amount available---------------....---------....--......--......-----....--............ July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ............................................. 30 20 July 1, 1886, amount available.-----------------------------------.. 951 99 Amount available for fiscal year ending June 30, 1887 ................... 951 99 Amount that can be profitably expended in fiscal year ending June 30, 1888 10, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E 6. IMPROVEMENT OF MATTAWAN CREEK, NEW JERSEY. Mattawan, sometimes called Middletown, Creek is a small stream in New Jersey, about 5 miles long, emptying into Raritan Bay at Keyport, which lies on its east bank, at its mouth, about 5 miles east of the Rari- tan River. It is navigable for 2 miles from its mouth up to the Long 762 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Branch Railroad crossing. Its width is from 100 to 150 feet. There is scarcely any land drainage into it, and it is essentially a tidal estuary. The commerce of the creek is carried on chiefly by means of sloops and schooners of from 4 to 7 feet draught, and by one steamer drawing 5 feet, which makes daily trips in summer from New York up to the railroad bridge crossing. Prior to its improvement the channel was obstructed by mud flats and shoals with from 2 to 3 feet of water on them. The mean rise and fall of tide is about 5 feet. A survey of the creek was made in 1880, under act of Congress ap- proved June 14, 1880, and a scheme of improvement was recommended (see Report of the Chief of Engineers 1881, Part I, page 721), which was as follows: To form a channel by dredging 4 feet deep at mean low water and 100 feet wide from the mouth up to Winkson Creek, a distance of 1 mile; thence to the head of navigation at the Long Branch Railroad Bridge 4 feet at mean low water and 75 feet wide. The estimated cost of this was, 48,000 cubic yards, at 60 cents.............. $28,800 Contingencies .-------------.-. --.---...--- -- --.---.... ... ...--.... 4,320 Total ......------------------......-------............-..................----------------................. .... 33.120 The first appropriation for this improvement was made March 3, 1881, $15,000. And in that year a contract for dredging was let to John Van Patten, at 48 cents per cubic yard, under which work was carried on up to June 28,1882, when a channel 100 feet wide and 4 feet deep had been obtained from the mouth up to Winkson's Creek, and a channel 50 feet wide and 4 feet deep from Winkson's Creek up to the brick-yards, and thence up to the steamboat wharf at the head of navigation, one 25 feet wide and 4 feet deep. The total amount of material excavated was 25,630 cubic yards. August 2, 1882, a further appropriation of $6,000 was made, with which the channel was increased to 60 feet in width up to a point 600 feet above the brick-yards, and to 30 feet in width up to the head of nav- igation; and a basin was dug opposite the steamboat landing to facili- tate her turning round. The total amount removed under this contract was 8,897 cubic yards. No work has been done since this contract was closed, May 14, 1883. Under the original estimate 13,473 cubic yards of excavation is yet required to complete the project, estimated to cost $9,000; but there appears to be no necessity for further improvements at present, though it would doubtless be a convenience, especially to the steamboat, if the greater width at first proposed were given to the upper part of the channel. The large sloops and schooners employed in the brick busi- ness are of such draught that they must go up and down at nearly high water, and the steamer is also a tidal boat. They all draw too much water to get up and down with anything less than a half tide. 1 do not, therefore, recommend any further appropriation for this creek until some material shoaling takes place in it, or until the amount of its com- merce increases to such an extent as to justify it. The commerce of Mattawan Creek consists of farm produce carried to New York by the steamboat and of bricks carried from the brick-works in sloops and schooners. Its amount and value was estimated in 1882 and 1883 to be- 14,000, 000 brick ............................................ ...... ...... $70, 000 Sundries ............ ..................................... ............ ... 80, 000 Total ............................................................... 150, 000 APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 763 This work is in the collection district of Perth Amboy, N. J., which is the nearest port of entry; nearest light-house, Great Beds Light in Raritan Bay; nearest fort, fort at Sandy Hook, New Jersey. Amount of revenue collected at the port of Perth Amboy during the fiscal year ending June 30, 1886, $31,067.65. Original estimate, $33,120. AMOUNTS APPROPRIATED. Date. Application. Amount. Mar. 31, 1881 Dredging ......--..... ..-. .--... --...-........ ..................................... $15, 000 Aug. 2, 1882 ...... o .......... ............ ........................................... 6,000 Total ..................................................................... 21,000 Amount expended, $21,000. MIoney statement. Amount (estimated) required for completion of existing project........ $12,120 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E17. IMPROVEMENT OF CHEESEQUAKES CREEK, NEW JERSEY. Cheesequakes Creek, called Cheese Creek on the Coast Survey charts, is a small, crooked tidal stream, rising in New Jersey, and entering Rar- itan Bay on the south shore 2 miles east of South Amboy. Its length is a trifle over 34 miles, and it averages about 100 feet in width. It is bounded on both sides by marsh lands, and little surface water drains into it. Prior to the first improvement a bar had formed across the mouth, which had gradually increased into a sand bank, or beach, putting out from the east bank, and throwing the mouth a quarter of a mile to the westward through a channel parallel with the general shore-line. At the time of the first survey, in 1879, the mouth of this opening was obstructed by a bar with only 1 feet water on it at mean low water. Above its mouth, up to the head of navigation at Whitehead's, 31 miles distant, there was 4 feet water and over for three.quarters of the distance, the rest of the stream being obstructed with bars, with a depth of water of 14 feet or more over them at mean low water. The mean rise and fall of tide in the creek is 5.1 feet. The commerce of the creek then (as now) consisted in exports of clay, sand, brick, wood, &c., valued at $60,000, and the imports at $50,000 per year. This was carried on in sloops and schooners drawing from 5 to 7 feet. The first survey was ordered by act of March 3, 1879, and was made under direction of Brig. Gen. (then Col.) John Newton, Corps of Engi- neers, in the fall of 1879. The reportof this survey and the accompanying project may be found in the Annual Report of the Chief of Engineers for 1880, page 525, Part I. The scheme of improvement proposed was to obtain a depth of at least 4 feet at mean low water from Raritan Bay to Whitehead's Dock, a distance of 34 miles. 764 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing mouth of the creek was to be closed by sheet piling, and a new mouth was to be formed by cutting a channel 5 feet deep through the sand-bar into the bay at right angles to the shore line. This chan- nel was to be protected by stone jetties, with wooden substructures, placed 200 feet apart, parallel to each other, and extending out into the bay to the 5-foot curve a distance of about 1,601) feet. Above the mouth the channel was to be deepened to 4 feet by dredging, and where nec- essary the width was to be contracted by pile revetments. The estimated cost of this was as follows: Locality. Object. Amount. 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 8,000 cents. 550 linear feet of pile-dike, at $6 ...................... 3, 300 Cut from New Landing to For- 6,000 cubic yards of dredging, at 27 cents ......... 1, 620 man's Dock. 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 11,000 cubic yards of dredging, at 16 cents ............. 1,760 Dock. At mouth of creek-........ ..- .. 200 linear feet of pile-dike, at $6--------------------........................ -- 1,200 Deepening channel of Stump Creek 15,000 cubic yards of dredging, at 16 cents ............. 2,400 Engineering and contingencies, 15 per cent............ 9,819 Total cost of improvement .................. 75, 279 The first appropriation made for the improvement of the creek under this project was that of June 14, 1880, $20,000; but no work was done during the fiscal years ending June 30, 1880, and June 30, 1881. March 3, 1881, a further sum of $5,000 was appropriated; and bids were asked for and opened July 31, 1881, for dredging the new outlet, closing the old outlet, and the partial construction of jetties at the mouth, but the prices bid were deemed too high, and it was finally decided to wait for a further appropriation before beginning work. No work was there- fore done during the fiscal year ending June 30, 1882. The act of August 2, 1882, appropriated the sum of $15,000; making the total amount available for this improvement nearly $40,000. Proposals were therefore invited by public advertisement, and opened September 22, 1882, for dredging the new channel, building the jetties, and for closing the old channel by sheet-piling. The lowest bidder was Samuel R. Cummings; and his bid being thought reasonable, a contract with him was entered into upon the ap- proval of the Secretary of War. Work under this contract was begun in December, 1882, and was con- tinued up to November 6, 1883, with the following results: The eastern jetty was completed for a distance of 925 feet, the west- ern for a distance of 995 feet. A channel 1,600 feet long was dredged through the sand-bar for a width of 200 feet, with a depth of 5 feet at mean low water, in the middle 100 feet of it. This dredging extended about 500 feet beyond the outer end of the jetties to the 5-foot curve in Raritan Bay, and extended up to the 5-foot curve in the creek. The old opening of the creek to the westward was closed with a sheet- pile revetment 532 feet in length. The changing of the course of this outlet necessitated the county putting in a new bridge and rebuilding the turnpike. The above work exhausted the appropriation, with the exception of a small amount, which was spent in the spring of 1884 in APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 765 repairing the sheet-piling, which was damaged by high water in a heavy northeasterly gale. No appropriations have been made since, and no further work has been done there. The condition of the improvement in the summer of 1886 was very satisfactory. The sheet-piling and jetties needed no repairs, and the channel between the jetties had only shoaled about 6 inches, giving 4.5 of water instead of 5 feet in two places, one at the upper end and one just outside them. It seems a difficult matter to arrive at the actual commerce of the creek. Persons living upon it have since 1879 variously estimated its value from $110,000 to $216,00( per year, while the tonnage appears from their statements to be about 50,000 tons per year. At all events the improvement, while being a great help to the commerce of the creek, has not materially increased it. In the Annual Report of the Chief of Engineers for 1885, page 744, Part I, it is stated that the facilities for navigation in 1885 were ample for the commerce of the creek. I fully concur in this statement, and therefore do not recommend any further appropriation at present. This work is in the collection district of Amboy, N. J. Nearest port of entry, Perth Amboy, N. J. Nearest light-house, Great Beds Light in Raritan Bay. Nearest fort, fort at Sandy Hook, New Jersey. Amount of revenue collected at the port of Perth Amboy during the fiscal year eniding June 30, 1886, $31,067.65. Original estimate for dredging, diking, and jetties ...................... $75,279 00 Revised estimate for dredging, diking, and jetties (1885) ................ 90, 000 00 APPROPRIATIONS. Date. Application. Amount. ane 880. r.3, 1 1881 Dredging, jetties, and timber bulkhead.........- .... . 000 $20,5, 000 Aug. 2, 1882.-........do ...-----------...-------------------------------------------------------... 15, 000 40, 000 Amount expended, $40,000. Money statement. July 1, 1885, amount available ......................................... $1 52 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.-............................................. 1 52 Amount (estimated) required for completion of existing project........ 50,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E I8. IMPROVEMENT OF RARITAN BAY, NEW JERSEY. Raritan Bay forms the western part of the large triangular bay in- closed between Sandy Hook, the New Jersey shore, and Staten Island, the eastern part of which is commonly known to New Yorkers as the Lower Bay, as it lies just outside of or below New York Harbor, which 766 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. is the name given to the inner body of water on which the city of New York is situated. The Raritan River flows into it at its extreme western end, passing between Perth Amboy and South Amboy, andit is connected with New- ark Bay by the Arthur Kill, or Staten Island Sound, which separates Staten Island, which belongs to the State of New York, from the New Jersey shore, and joins Raritan Bay at Perth Amboy. The bay varies in depth from 30 to 5 feet, decreasing gradually towards its western and southern sides. The natural channel leading out of it, after passing the Great Beds Light, at the junction of Staten Island Sound and the Raritan River, does not follow the middle of the bay, but hugs the Staten Island shore for about 4 miles to Seguine Point, situated about half a mile east of Prince's Bay Light; thence it runs southeastwardly towards the inner point of Sandy Hook for about 2 miles, crossing a shoal which puts out from the Staten Island shore to the southward. Previous to the survey made by the Government in 1880, 18 feet at mean low water could be carried from Perth Amboy to Great Beds Light in the channel, while there was not less than 21 feet of water from Great Beds Light to Seguine Point; but from Seguine Point to deep water in the outer bay only 144 feet of water could be carried across the shoal. The width of this shoal between the 21-foot curves was about 8,000 feet. Through the middle of the bay south of this channel, that is, from Great Beds Light directly towards Sandy Hook, only 11 feet water could be carried over the shoals. The above depths all refer to mean low water. A survey of this bay was ordered in 1880 with the view of ascertain- ing the practicability of securing a greater depth of water from the main ship channel in the lower bay to the wharves at Perth Amboy, as ves- sels were often much delayed- in crossing the shoal east of Seguine Point. This survey was made under direction of Lieutenant-Colonel Michler, Corps of Engineers, in 1880, whose report may be found in the Annual Report of the Chief of Engineers for 1881, Part I, pages 717 to 719. This report recommended dredging a channel 300 feet wide and 21 feet deep at mean low water, from Seguine Point southeastward to the deeper waters of the bay outside, requiring the removal of- 460,000 cubic yards of material, at 25 cents-.............................. . $115, 000 Contingencies ----- 11,500 ------...................--------..............---....--.....--.............. Total estimated cost .............................................. 126,500 Owing to the diminution of the velocity of the ebb current after leav- ing Seguine Point and to its unfavorable direction, as it crosses the proposed channel at an angle of about 450, it was not expected that the dredged channel would remain permanently open; but as no other means of obtaining a permanent channel, by diking, &c., was deemed practicable, the project was decided on and approved. The mean rise and fall of the tide is the same in Raritan Bay as at Sandy Hook, namely, 4.8 feet. The first appropriation made for this project was that of March 3, 1881, $50,000. Under it the work of dredging was let to the Atlantic Dredging Com- panyin 1881, at 28 cents per cubic yard, and operations were commenced in October, 1881, and continued to June 17, 1882, in which time 166,346 APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 767 cubic yards had been excavated, giving a channel through the shoals 21 feet deep and 105 feet wide. Under date of August 2, 1882, a further appropriation of $50,000 was made. The contract was again awarded to the Atlantic Dredging Company in the fall of 1882, at 22 cents per cubic yard, under which work was carried on up till October 31, 1883, in which time 202,226 cubic yards were excavated, which increased the width of the channel to 240 feet, except at the western end, where, for 2,000 feet, it only had a width of 200 feet. By act of July 5, 1884, $20,000 was appropriated for this work. The Atlantic Dredging Company was again the successful bidder, and a contract was entered into with it at 16 cents per cubic yard. This con- tract was closed December 13, 1884; under it 112,657 cubic yards of material were excavated, of which 2,403 cubic yards were not dumped where required and were therefore not paid for. The total amounts appropriated to June 30, 1884, amounted to- Act of March 31, 1881............................... ................. $50, 000 Act of August 2, 1882................................................ . 50,000 Act of July 5, 1884 ....--------....------....---......--------....--......------......-----......-----....---......--.. 20,000 Total............................................................ 120,000 With this amount, a total of 481,329 cubic yards of material had been excavated from the channel. It was believed, when dredging stopped, that a full width of 300 feet, 21 feet deep, had been obtained across the shoal; but no survey of the channel was possible up to May, 1885, when it was found that the side slopes of the cut had run into the channel, giving a clear depth of 21 feet for only 200 feet in the narrowest place, and an average width of over 250 feet. An examination made during the summer of 1886 showed that no material shoaling had taken place since the survey of May, 1885. In the Annual Report of Chief of Engineers for 1885, Part I, page 758, Colonel Gillespie, then in charge, estimated that to give this chan- nel its full width of 300 feet would necessitate the removal of 80,000 cubic yards of material. The original project of 1881 contemplated the excavation of this chan- nel only; but Colonel Gillespie in his annual reports of 1883, '84, and '85, calls attention to two other shoals in the bay, west of Great Beds Light; one in the channel leading up to South Amboy, on the Raritan, and the other leading up to Perth Amboy on Staten Island Sound. The shoal in the channel leading up to Perth Amboy is a middle ground, having a channel on each side of it, thd eastern one being the best; but only from 18 to 19 feet of water can be carried through it. It is also narrow in places and crooked. Colonel Gillespie recommended, therefore, that a straight channel 300 feet wide and 21 feet deep should be dredged from deep water near Great Beds Light through the east end of this shoal to deep water at Ward's Point, opposite Perth Amboy. (Report of Chief of Engineers, 1885, Part I, page 758.) This, with the 21-foot channel dredged outside of Seguine Point, would give a continuous 21-foot channel from the main ship-channel in New York Bay to the wharves at Perth Amboy. The amount of material required to be removed was estimated to be 150,000 cubic yards. On the same page of the same report Colonel Gillespie calls attention to a shoal lying between South Amboy and Great Beds Light, on which 768 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. there is only 12J feet of water. And in order to give the large tow-boats running from New York up the Raritan sufficient water he recommended the excavation of a channel through this shoal 4,500 feet long, 300 feet wide, and 15 feet deep. The amount of excavation required to dredge this channel he estimated at 150,000 cubic yards. The cost of dredging these two channels and the 80,000 yards of the side slopes of the cut outside of Seguine Point he estimated at a total of $114,000. No money was appropriated or work done during the fiscal year end- ing June 30, 1886. By act of August 5, 1886, an appropriation of $37,500 was made for the improvement of Raritan Bay. Navigation through the channel leading eastward from Seguine Point is unquestionably easier and better than through the channels up to Perth and South Aniboy, inside of the Great Beds Light. Almost all the deep-draught trade of the, Amboys is restricted to Perth Amboy, and vessels and steamers drawing up to 20J feet load and unload at its docks. Its trade is so large and constant the year around that it would seem better to apply the present appropriation to widen- ing and deepening the channel from Great Beds Light to Perth Amboy, rather than to apply it to widening the Seguine Point Channel or the South Amboy Channel. As no survey of this part of the bay has been made since 1880, and as undoubtedly there have been some changes in the channels since then, a careful survey of the upper part of Raritan Bay should now be made from Great Beds Light to deep water off the docks at Perth and South Amboy, in order to determine the necessary lines of dredging in the channels, and the quantities of material required to be removed, and this and future appropriations should be applied: first, to the widening and deepening of the Perth Amboy Channel; second, to the South Amboy Channel, and last to the Seguine Point Channel. The coal and iron trade of both the Amboys is very large; that of Perth Amboy especially so. In 1884, 116,000 tons of iron ore were im- posted, besides 30,923 tons of miscellaneous freight, and the exports amounted to: Tons. Coal.-- -------------- ------ -1,946,129 ....--....-......---......-----......-...... . ......------- Steel rails------ ......---------....----......-------....-......--------....-----......-......--......-....-....-...... 80, 709 ...--------------------------------------------...... Pig-iron---- ------...... --...... 89,959 Grain and merchandise.................................................. 29,194 And in 1885 the total number of tons shipped from Perth Amboy is stated to be 7,127,352 tons, with a valuation of $37,627,332. A good deal of improper dumping of dredged material has been and is still done in Raritan Bay, to the detriment of the channels and oyster grounds. All the material dredged from the channels of the bay and the rivers leading into them should be taken outside of Sandy Hook and dumped; but although a great deal of dredging has been carried on by private parties around Raritan Bay this summer, none of the men who have been employed on the Gedney's Channel improvement for many months has ever seen a tow of dump scows from the Raritan pass out by the Hook. The lights around Raritan Bay are numerous: Great Beds Light (fixed red), at the junction of the Kill and Raritan; Prince's Bay Light (white flash), one-half a mile west of Seguine Point; Connover and Chapel Hill beacons, on the south shore of the bay; the range lights for APPENDIX E--REPORT OF LIEUT -COL MCFARLAND. 769 the north and south Main Ship-Channel; Bay Side and Wilson's Beacon, range lights for passing Sandy Hook in the main channel going east and west; Elm Tree Beacon and New Dorp range lights, for the Swash Chan- nel, besides the Sandy Hook lights. Amount appropriated .. _...-..---.....................-...---...... $120, 000 00 ....------....---......-------...---....---....----......---------....---....-------....--------..-.... Amount expended---- 119, 307 25 This work is in the collection district of Perth Amboy, which is the nearest port of entry ; nearest light-house, Prince's Bay ; nearest fort, fort at Sandy Hook. Amount of revenue collected during the fiscal year ending June 30, 1886, $31,067.65. r Money statement. July 1, 1886, amount available .-.... ........----....-------------------...............---....-----.... $724 70 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 .......................-------------------------- -..--...---.......-...... 31 95 July 1, 1886, amount available--........................................ 692 75 Amount appropriated by act approved August 5, 1886 --... ,.............. 37,500 00 Amount available for fiscal year ending June 30, 1887................... 38,192 75 Amount (estimated) required for completion of existing project........ 76,500 00 Amount that can be profitably expended in fiscal yearending June30, 1888. 75, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E ig. IMPROVEMENT OF THE RARITAN RIVER, NEW JERSEY. The Raritan is one of the largest rivers in New Jersey, running through the center of the State in a very tortuous course towards the east and emptying into Raritan Bay at its head, near the outlet of the Arthur Kill, or Staten Island Sound. Perth Amboy is situated on the north bank, at the mouth, and South Amboy on the southern bank. The head of navigation on the Raritan River is New Brunswick, sit- nated 12J miles above the mouth, although small boats can get up 5 miles further, to where the river is crossed by a dam which feeds the Delaware and Raritan Canal. The river is tidal up to the dam. The Delatare and Raritan Canal, the eastern eld of which is at New Brunswick and the western end at Bordentown, form, with the Raritan River, a connecting link of water navigation between the cities of New York and Philadelphia. So far as is known, the first survey of the Raritan River was made by Maj. Hartman Bache in 1836, being a part of the survey made "for the improvement of New Brunswick Harbor," and a project of improve- ment was formed, for the execution of which $7,000 were appropriated by act of July 4, 1836, and $6,963, act of March 3, 1837. The details of the project and improvement are not on record in this office. No work was done after this until 1878. A survey of the river from New Brunswick to the mouth was ordered by act of June 10, 1872, and was made under direction of General (then Lieut. Col.) John Newton, Corps of Engineers, in 1873. His re- port may be found in Annual Report of Chief of Engineers for 1874, page 172, Part II. 49 E 770 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The survey showed that, for the first 2J miles up from the mouth, 20 feet of water or over could be carried, but for the next 21 miles, over two shoals called the Stakes and Middle Ground, only 6 to 7 feet could be carried in places, with depths between them of 14 to 15 feet. The width of the river up to the head of the Middle Ground averaged half a mile, and the bottom was shifting sand, gravel, and mud. For the next 3 miles, up to the mouth of South River (emptying into the Raritan 8J miles above the mouth from the southward), the river deepens and narrows gradually, till it is about 350 feet wide. From the mouth of South River to New Brunswick it runs over rocky bars, with average depths of 8 feet and minimum depths of 7 feet, separated by stretches of water from 10 to 15 feet in depth. The width of the river is about 350 feet. The above depths refer to mean low water. The tide at the mouth of the Raritan had a mean rise and fall of about 4.9 feet, or one-tenth more than at Sandy Hook, while at New Bruns- wick the mean rise and fall was 5.16 feet. The flood tide at South Amboy had a maximum velocity of 1.05 nau- tical miles per hour, gradually diminishing as it went up to New Bruns- wick. The maximum ebb current was 1.60 nautical miles per hour at South Amboy, and diminished in swiftness somewhat at the upper part of the river, but increased materially in duration. The water of the river is fresh at New Brunswick. As only 8 feet of water could be carried through the Raritan Canal, this seemed to fix the limit of depth which should be given to the river below, but as the superintendent of the canal stated that they were going to increase the depth to 10 feet, so as to make a through connec- tion with the Chesapeake and Delaware Canal, which had a depth of 10 feet, the officer in charge thought it best to submit two estimates, which were as follows: Object and locality. Quantity and rate. Amount. A.-Bstimate of cost for permanent improvement for an I 8-foot channel at mean low water (rock excavation ex- tending to a depth of 10 feet at mean low water). Gravel, sand, and mud shoal below New Brunswick 52,700 cubic yards, at 35 cents... $18, 445 00 locks. Rocks, 300 feet below New Brunswick locks............ ---------- 2,399 cubic yards ............... 76,768 00 Ledge of rock 3,300 feet above Martin's Dock ......... 17,504 cubic yards .............. 542, 624 00 Reef of rocks opposite Martin's Dock .................. 4,672 cubic yards ............... 182, 208 00 Reef of rocks covered with sand near Whitehead's Dock. 11,509 cubic yards . . 497, 188 80 Middle Ground----------------------------- .......................................... 55,505 cubic yards, at 35 cents. 19, 444 25 Stakes --------....................--------..-------................... 15,528 cubic yards, at 35 cents... 5, 434 80 Dikes..............--.................--------.................... 11,400 feet, at $12.48 per running 142,272 00 foot. ....................--.--............. Contingencies------------------ --------- 15 per cent. of the above ........ 222, 657 73 1, 707, 042 58 B.-For a 10-foot channel at mean low water. Dredging tidal basin-------............---------------------....................... 648,000 cubic yards, at 40 cents.. 259, 200 00 Shoal commencing 160 feet below New Brunswick locks. 225,051 cubic yards, at 35 cents.. 78,767 85 Rocks 300 feet below New Brunswick locks ........... _-76, 2,399 cubic yards ............ 768 00 Ledge of rocks 3,300 feet above Martin's Dock -......... 17,504 cubic yards ......-.... 542, 624 00 Reef of rocks opposite Martin's Dock.................. 4,672 cubic yards -......... . 182, 208 00 Shoal below Widman's Dock .................... .- 14,400 cubic yards, at 35 cents.. 5, 040 00 Reef bf rocks, covered with sand, near Whitehead's 11,509 cubic yards .............. 497,188 80 Dock. Middle Ground ..........---------------------------------............................... 55,555 cubic yards, at 35 cents... 19, 444 25 Stakes .....................................--.-.... 15,528 cubic yards, at 35 cents... 5, 434 80 Dike.....-----------------------------------------11,400 feet long, at $13.50 per 153,900 00 running foot. Contingencies .........................-.............. 15 per cent. of the above........ 273, 086 35 2, 093, 662 05 APPENDIX E-REPORT OF LIEUT.-COL. ACFARLAND. 77f The tidal basin referred to was to be excavated in the river above the . New Brunswick locks. General Newton made the inquiry in his report whether, as only $200,000 of this estimate would be expended up to a point just above the mouth of the SoUth River (Whitehead's Dock), the Government should spend nearly $2,000,000 for the rest of the im- provement (4 miles long) above, or whether the canal company should push the mouth of their canal down to Whitehead's Dock. In 1871 the commerce of the Raritan Canal was 3,053,857 tons, with a value of $40,476,436.90. The first appropriation made for this improvement was that of June 18, 1878, $200,000. Under this a contract was let to the lowest bidder, Henry Du Bois Sons, for the construction of 12,800 linear feet of pile diking at the Middle Ground and Stakes. As the timber was required to be creosoted, it was not till May, 1879, that the contractor commenced work, and by the close of the fiscal year 1,410 linear feet of the Middle Ground Dike (No. 2) had been completed, and 146 feet of Dike No. 3 at the Stakes. In the fall of 1878 dredges, hired by the hour, were set at work on the shoals at the Middle Ground and the Stakes, and by December 42,663 cubic yards of sand, gravel, shells, &c., were removed. The dredges were put on again in April, 1879, and by the close of the fiscal year had removed 99,58L cubic yards of material. In June, 1879, a dredge wasput on the river near Whitehead's Dock, and removed during the month 5,170 cubic yards of blue and red shale, bowlders, and very compact blue clay. A small Government drill-scow was also put in order, and borings were made above Whitehead's Dock to test the amount of rock required to be removed from the channel. By act of March 3, 1879, the sum of $60,000 was appropriated, mak- ing $114,733.89 available June 30, 1879. With this amount the contractors for Dikes Nos. 1, 2, and 3, having obtained an extension of their contract, completed these dikes by De- cember, 1879. The total lengths of the dikes as completed up to that time was 12,639 feet, though erroneously printed in the Annual Report for that year as much less. On October 15, 1879, a contract was let to William H. Wood for the extension of Dike No. 2 eastward 2,200 feet, and for the construction of a dike in the deep bend opposite Crab Island, known as Dike A. Work on the former dike commenced in June, 1880, and up to the close of the fiscal year, 1888 piles had been driven. Dike A was com- menced April 15, 1880, and by the close of the fiscal year it had been completed; its total length being 2,600.6 feet. Dredging at the Stakes continued until the last of November, 1879, when 178,865 cubic yards had been excavated, making the total amount dredged from the shoals at that point of 268,315 cubic yards. The mate- rial was clay, sand, gravel, and shells, generally quite compact. In December, 1879, the dredges were put to work on the Middle Ground, and continued until ice formed in the winter, during which time 23,850 cubic yards had been removed, making the total amount dredged from this shoal 76,644 cubic yards. The dumping-grounds previously used had been quite filled up, and it became necessary to handle the material over a second time and de- posit it behind the dikes. The dredging, which had been begun in June, just above Whitehead's Sand Dock, in what is known as Rocky Reach, was continued up to the 772 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. last of October, 1879, when 28,281 cubic yards of red and blue shale, small bowlders, and blue clay had been excavated. On the resumption of work in February, 1880, the dredges were em- plbyed removing the rock which had been brdken up by the blasts of the previous fall, and at the close of operations in May they had removed 10,125 cubic yards, of which about 7,000 cubic yards was broken rock. The material was deposited along the shores inside of lines previously established, close to the banks. The small drill-scow completed the work of drilling test holes from Whitehead's Sand Dock up to New Brunswick. The results of these borings, added to the knowledge obtained in the survey of 1878, formed the basis for a revised estimate of cost for excavating a channel of 10 feet, and 12 feet deep, from above Whitehoad's Sand Dock up to the canal lock at New Brunswick, as follows: For excavating a channel 200 feet wide and 12 feet deep at mean low water, from 1,000 feet above Whitehead's Sand Dock to canal lock at New Brunswick: Locality. Object and rate. Amount. From 1,000 feet above Whitehead's Sand Dock 47,000 cubic yards of dredging, at $1........ $47, 000 to Lawrence Creek. From Lawrence Creek to 100 feet above Mar. 106,000 cubic yards of dredging, at $1 . ..... 106, 000 tin's Dock.I From 1,000 feet above Martin's Dock to end of 2,600 linear feet of crib dike, at $15 .......... 39, 000 Steamboat Dock. 74,200 cubic yardsof rock excavation, at$10. 742, 000 184,000 cubic yards of dredging, at $1...... 184, 000 From end of Steamboat Dock to canal lock ... 94,100 cubic yards of rock excavation, at $10. 941, 000 27,800 cubic yards of dredging, at $1 ..... 27, 800 Contingencies, engineering, &c. .......... 313, 020 Total ............................................................ 2, 399,820 For excavating a channel 200 feet wide and 10 feet deep at mean low water from 1,000 feet above Whitehead's Sand Dock to the canal lock at New Brunswick: Locality. Object and rate. Amount. From 1,000 feet above Whitehead's Sand Dock 21,500 cubic yards of dredging, at $1 ........ $21, 500 to Lawrence Creek. From Lawrence Creek to 1, 000 feet above 45,800 cubic yards of dredging, at $1 ........ 45,800 Martin's Dock. From 1, 000 feet above Martin's Dock to end 2,800 linear feet of crib dike, at $15..........( 39, 000 of Steamboat Dock. 138,300 cubic yards of dredging, at $1 ..... 138, 300 4,700 cubic yards of rock excavation, at $15 70, 500 From end of Steambot Dock to canal lock . 56,800 cubic yards of rock excavation, at $15.- 568, 000 27,800 cubic yards of dredging, at $1 ........ 27, 800 Contingencies, engineering, &c. ............ 136, 635 . ................... Total ........... ... .............. ... . . ... 1,047 535 .......... After completing the borings and removing some large bowiders from the channel a little above Martin's Dock the scow was taken to the reef above Whitehead's Sand Dock, and kept at work till December break- ing up the rook. The rock broken up by it was only partially removed. On March 15, 1880, the scow was again put on the reef, and between that time and the suspension of work in the early part of May it raised and removed from the channel 1,484 cubic yards of broken rock. By act approved June 14, 1880, $100,000 was appropriated, of which $70,000 was by law to be expended in the removal of rocks at White- APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 773 head's Sand Dock (Rocky Reach), and $30,000 for dredging the shoals at the Middle Ground. Under the contract with William H. Wood of October 15, 1879, in force July 1, 1880, 2,052- feet of the extension of the south dike (B) were completed by the 15th of September, 1880, and the contract closed. On October 15, 1880, a contract was made with John Van Patten for dredging a cut on the Middle Ground 200 feet wide, 12 feet deep at mean low water, and 5,300 feet in length, but the contract had not been finished at the close of the fiscal year. The drill-scow resumed work on the Rocky Reach above Whitehead's Sand Dock in August 1880, and continued work till November 25, 1880, when the scow was laid up for the winter. Operations were commenced again in the latter part of March, 1881, and were in progress at the close of the fiscal year, but as the blasted rock was allowed to accumulate in large quantities before being dredged, no idea could be given of the increased width obtained. By act of March 3, 1881, $25,000 was appropriated, of which sum $20,000 was to be expended on the rocks at Whitehead's Sand Dock, " and $5,000 at the South Channel, between Crab Island and South Amboy." Under the contract with John Van Patten, dated October 15, 1880, dredging was continued on the channel at the Middle Ground up to No- vember. 1881, when the contract was closed; 57,700 cubic yards of ma- terial were removed during the contract, and gave a channel 130 feet wide, 12 feet deep at mean low water, and 5,300 feet in length. Blasting and drilling with the scow on Rocky Reach, above White- head's Sand Dock, was continued throughout the year except in mid- winter, and on October 15, 1881, a dredge was put on to assist in re- moving the broken rock. Operations were continued with this dredge, except in the winter, from October to the close of the fiscal year. The amount of work done was 3,004 cubic yards removed by the drill scow, and 13,508 by the dredge. This work gave a channel through Rocky Reach 12 feet deep, 75 feet wide, and 1,000 feet long. With the allotment of $5,000 for the south channel, a dredge was put onto the work in November, 1881, and worked until December 31, 1881, removing 7,825 cubic yards of material. By act of August 2, 1882, $25,000 was appropriated. Of this $10,000 was allotted for the improvement of South Channel. Work under this appropriation consisted in widening the channel at Rocky Reach, and was continued throughout the year, except when laid up for the winter. During this time 4,397 cubic yards of rock were removed by the drill-scow, 5,745 cubic yards by the dredge, and also 2,919 cubic yards of clay, 1,074 of shale, and 1,217 cubic yards of sand and gravel. The rock (except that taken up in May, 1882, and which was used for filling Dikes B and C in the South River improvement) was placed on the left bank of the river. This work increased the width of the cut 59 feet, giving this channel, June 30, 1883, a.total width of 134 feet, a depth of 12 feet at mean low water, and a length from deep water above to deep water below of about 1,000 feet. With the allotment of $10,000 for the South Channel a contract was let October 2, 1882, to James D. Leary to'dredge a cut, at 13 cents per yard, in the South Channel between " Crab Island and Kearney's Dock," 0 100 feet wide and 5 feet leep at mean low water. The contractor com- menced work October, 1882, but had to suspend operations from Decem- 774 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ber to March, 1883. The contract was in progress June 30, 1883, when 46,740 cubic yards had been removed, making a channel 2,520 feet long for the full depth and width. 'This channel commences at the lower end of Dike B, about midway across to the south bank of the river, and then runs parallel to the gen- eral incurve of the shore up to the head of Dike 1, where it joins again the main channel. It was designed by this channel to give egress to the commerce doing business on the southern side of the river and which was shut off by the dikes from the main channel. No appropriation was made in 1883, but with the amount available June 30, 1883, $15,979.47, work was continued in dredging the South Channel under contract with J. D. Leary up till August 6, 1883, during which time 6,929 cubic yards of material were excavated. This carried the upper end of the cut to abreast of Such's Dock and gave it a total length of 4,000 feet; it was 100 feet wide and 5- feet deep at mean low water. To complete this channel it will have to be extended 9,000 feet more up-stream in water a little over 1 foot deep at mean low water. Work on Rocky Reach was continued with the drill-scow till Decem- ber 20, during which time 3,173 cubic yards of rock were drilled, blasted, and removed. The rock was placed in the dike at the mouth of South River. This gave a channel width of 160 feet, with the exception of a few loose stones on the bottom which could not be removed before the suspension of the work. By act of July 5, 1881, $35,000 was appropriated for continuing the improvement. Under this appropriation work was resumed with the drill-scow on Rocky Reach; and at the close of the fiscal year ending June 30, 1885, the cut had been blasted out to its full width of 200 feet, except for a strip 700 feet long, and 20 feet wide at the lower end, but not all the blasted stone had been removed to full depth of 12 feet for more than a little over 160 feet. The work of its removal was going on at the close of the fiscal year. On Septerber 29, 1884, authority was given to dredge a small chan- nel into Carman's(now Achman's) Wharf, behind Dike No.3, as the water front had shoaled, owing to the construction of the dike; and a channel was dug up to it 500 feet long, 50 feet wide, and 6 feet deep at mean low water from the main channel. In May, 1485, the dredge was removed to Bishop's Dock, about half a mile below the canal dock, at New Brunswick, to dredge through a shoal which had formed opposite to it during the winter, and a channel was opened through it 128 feet long, 100 feet wide, and 9 feet deep. No money was appropriated in 1885. With the balance of the appropriation of 1884 work was continued with. the drill scow up to September 19, 1885, on Rocky Reach, during which time 6,392 cubic yards of rock were excavated. The channel was drilled and blasted, and the material removed, for the full width of 200 feet throughout, except for a strip 20 feet wide nand 150 feet long at the lower end. There yet remains this to be blasted, and the ddebris to be removed. The appropriation of $26,250 approved August 5, 1886, will be ap- plied to this, and in extending the improvement above it 10 feet deep, by dredging and blasting up-stream towards New Brunswick. The condition of the improvement at present is as follows: The proposed dikes have been completed fron the mouth up to the mouth of South River, and a channel with a depth of not less than 11, APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 775 feet at mean low water has been obtained for a width of 200 feet over "The Stakes" Shoal, and for a width of 130 feet over the Middle Ground Shoal. The dikes are in good condition, except the lower 800 feet of DikeB, which has settled about 2- feet, but it is not thought worth while to repair it at present. A South Channel, 4,000 feet long, 100 feet wide, and 5- feet deep, has been excavated south and east of dikes 1, 2, and 3 to relieve the com- merce which cannot pass them into the main channel. There yet remains on this lower part of the river to widen the chan- nel at the Middle Ground Shoal 70 feet, to 12 feet in depth, and to con- tinue the South Channel for 9,000 feet up-stream, 100 feet wide and 5j deep. On the upper part of the river, above the mouth of the South River, the only large work undertaken has been the blasting a channel 12 feet deep and 200 feet wide through Rocky Reach Bar, above Whitehead's Sand Dock, which is about 1,000 feet in length. This has practically been completed. Above Rocky Reach no work has been done except to remove a few bowlders and dredging a short channel through a shoal formed during the winter of 1885. The channel from Rocky Reach up to New Brunswick remains in about the same condition it was in when the first survey was made in 187,2, when the depth in the channel varied from 7 to 12 feet at mean low water. The Delaware and Raritan Canal has never been deepened to 10 feet, as originally stated to General Newton it would be. The statement furnished by the superintendent of the steam towing of the Delaware and Raritan Canal Company, Mr. Chase (to be found in Annual Report of the Chief of Engineers for 1885, Part I, page 762), giving the commerce of the Raritan River in 1884 as 3,838,987 tons, shows little increase in its commerce since 1871, if any, as it must be re- membered this estimate includes 2,258,853 tons received and shipped from South Amboy, situated at its mouth, which did not pass up or down the river at all, and may be said to belong to an entirely different improvement-Raritan Bay. Taken from Annual Report of the Chief of Engineers, the statements of commerce, furnished entirely by the Delaware and Raritan Canal Company, show as follows: Year. Total value Freight on Freight on Freight, South freight. Raritan Canal. Raritan River. Amboy. Tons. Tons. Tons. 1871................................. $47,476,436 3,053, 857 ..................... ........ 1880.................................- ---....... ... .... . . .. . . . . .. . . . .. . . . . . . 1881................................. 1, 527, 579 ............. ............ 1882 ............................................... 1,280,141 .............................. 1883-.......... ........... ......... -..-..-...... . 1,682,325 ................ 2,308,961 1884................................. 37, 209, 804 1, 118, 118 416, 016 2, 258, 853 * This statement is given in the Annual Reports for 1885, but evidently refers to the calendar year of 1884. In this year the South Amboy trade of 2,258,853 tons had a value of $10,000,000. The tonnage of the Delaware and Raritan Canal has decreased one-third, it Will be seen, from 1871 to 1884. This is probably due to the coal which originally went through the canal now being shipped by rail to the Amboys, and thence loaded into large sea-going vessels. The commerce of the river is carried on in vessels drawing from 4 to 14 feet, and certainly warrants giving a 10-foot channel from South Rivei- up, and a 12-foot chan- nel from that point down to the.mouth. 776 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. APPROPRIATIONS. [For old project of 1836.] Date of act. Application. Amount. July 4, 1836 Unknown ................................................................ . . $7, 000 Mar. 3,1837 Unknown.......... .................................................. 6, 963 Total ........................................... .............. 13, 963 [For present project of 1872.] June 18,1878 Building dikes and dredging.............................. ................ . . $200, 000 00 Mar. 3, 1879 Building dikes, dredging, and blasting ................................... 60, 000 00 June 14, 1880 Blasting at Rocky Reach, and dredging................................. 100, 000 00 Mar. 3,1881 Blasting and dredging at Rocky Reach, and dredging South Channel.... 25,000 00 Aug. 2,1882 .... do ......... .... .................................... 25, 000 00 Aug. 5,1884 Blasting and dredging at Rocky Reach ............................... 35, 000 00 Aug. 5,1886 ........................................................................ 26, 250 00 Total ............. . .... ........... *..471,250 00 Amount expended ................................................... 444, 562 02 Estimated cost of present project.......................................... 2, 093, 662 05 Still to be appropriated................................................ 1, 622, 412 05 * Of this, $15,000 was applied to South Channel, which did not come into the original estimate. This work is in the collection district of Amboy. Nearest port of entry, Perth Am- boy; nearest light-house, Great Beds Light, Raritan Bay. Amount of revenue col- lected at the port of Perth Amboy during the year ending June 30, 1886, $31,067.65. , Money statement. July 1, 1885, amount available....................................... $10,727 41 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885........................ .............. 10,109 43 July 1, 1886, amount available.... _............_...............-...... 617 98 Amount appropriated by act approved August 5, 1886 ................. 26,250 0( Amount available for fiscal year ending June 30, 1887 .. ...... 26, 867 98 (Amount (estimated) required for completion of existing project. 1, 622, 412 05 Amount that can be profitably expended in fiscal year ending June I 30, 1888.........................................-............. 100,000 00 Submitted in compliance with requirements of section 2 of river and t harbor acts of 1866 and 1867. Statement showing the tonnage, valuation, 4 c., of the commerce of the Raritan River, Newr .Jersey. 4.4 444- O.p n . ,, It Shippers. + aQ pU " m p' A n ' b U. n U" F P4 Tons. Tons. Tons. Tons. Tons. Delaware and Raritan Canal Company.. 16, 764 601, 714 ....... . - - - - 214, 122 Sout.h Amboy.......................... 2, 122, 213 0.................. South River Canal ..... New Brunswick Dock .................. ..... 2,500 ... 21, 300 1, 000 .......... 4, 000 .......... 110, 000 ... 000 12,000 1, Sayre & Fisher ...................... 10, 000 S.................. 90,000 .......... .... . ... -....... . . ..... 50 C. & W. Whitehead ................... Middlesex Fire-brick Company ........... .... .. ............ 50, 000 7, 000 Roberts Brothers......................... 2,800 Phoenix Brick Company ............. ..- .......... i. ............... ... ....... Ridgway & Brother.................. ....... 3, 800 -,-. ........- - .-- .. 21,000 i.......... F. A. Ostrander................................ Raritan River Company .................... 5, 000 3, 000 -------.. ......... ........... 15,000 ..........---- i.......... Raritan llollow-brick Company........ ....... 10, 000 American Fire.brick Company... .. ........ 5, 000 Thomas Acker & Company .................... 3, 000 Edgar & Compton ....... ................... 5, 000 .250 4, 500 4, 500 Edgar & Brother............................. 10, 000 Martin's Dock ........................ 100 300 Terrence Cherry...................... 500 ..... ...... ........ 1 0.. ,000 .... - - Watson Fire brick Company..... T. & H. Valentine....................... .......... 1, 000 -.. -. 10 000 I.......... .. 1....... 10, 000 Total ............. ... .. . .. 29, 864 2,861, 127 1, 000 4, 250 275, 000 233, 122 APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 777 Statement showing the tonnage, valuati,), ,ec.-Continued. m w 4. Shippers.I c 0;,C z A '5 Tons. Tons. Feet. Delaware and Raritan Canal Company.. 212, 603 1, 045, 203 7 25 to 200 $25,000, 000 South Amboy....................... 103,251 2, 225, 464 15, 349 10 100 to 300 10, 000, 000 South River Canal .................. ..... 139, 800......... 5 25 to 100 417, 000 New Brunswick Dock ........................... 12,000 .... 7 100 100, 000 Sayre & Fisher.................................. 100,000 ..... 9 50 to 300 350, 000 C. & W. Whitehead.... ................. 50,000 ...... . 8 50 to 250 100, 000 Middlesex Fire-brick Company ....... ........ 10, 000... 6 25 to 100 20, 000 Roberts Brothers ...................... _.... 2,800 ....... 6 25 to 100 10, 000 Phenix Brick Company ...................... 14, 000 6 25 to 100 45, 000 Ridgway & Brother....................... 3,800..... .. 6 25 to 100 10, 000 F. A. Ostrander ............................... 5,000 .. 6 25 to 100 15, 000 Raritan River Company ..................... 3, 000 6 25 to 100 10,000 Raritan Hollow-brick Company............... 30,0000 ........ . 7 100 to 200 125, 000 American Fire-brick Company.................... 20,000....... 8 100 to 200 100,000 Thomas Acker & Oompany............ .. 3, 000 ........ 7 100 to 200 10,000 Edgar & Compton .......................... 5, 000. 7 100 to 200 10,000 Edgar & Brother.............................. Martin's Dock . ............................. Terrence Cherry ........................ .. . 400........ 10, 000 . 9,750. 8 7 7 100 to 200 100 to 200 100 to 250 25, 000 1,500 65, 000 Watson Fire-brick Company....... ......... 11,000. 7 100 to 250 115, 000 J. & H. Valentine.......................... 20, 000 7 100 to 250 45, 000 Total ............................ 315, 854 3,720,217 ........ 36, 573, 500 ------- E 20. IMPROVEMENT OF SOUTH RIVER, NEW JERSEY. South River, New Jersey, draining a country 30 miles long and 10 miles wide, is a small tidal stream entering the Raritan River from the south about 81 miles above South Amboy and 4 miles below New Bruns- wick. Its width varies from 100 to 500 feet for the first 10 miles up. The bottom is sand and clay, and the river is obstructed by frequent bars with from 2 to 5 feet of water upon them, separating short stretches of water from 7 to 12 feet deep. The mean rise and fall of tides at Lit- tle Washington is 5.3 feet. The stream runs for most of the distance through low marsh lands, and is as crooked as most marsh streams. At a point 21 miles above its mouth South River is only about 4,000 feet distant from a point on the Raritan River, 1 miles below their junction. In order to avoid this circuitous route to and from the towns lying on this river, a cut or canal about 80 feet wide across this narrow neck was made in 1831 by the New Jersey Transportation Company, which practically saves 3 miles of transportation. It was intended to make this cut 6 feet deep, but this depth was never attained. The village of Little Washington, about half a mile above the head of this canal, was and is now the head of steamboat navigation on the South River. The first survey by the general Government, made with a view to the improvement of this river, wals ordered by act of Congress approved July 11, 1870, and the survey was made under direction of Lieut. Col. J. D. Kurtz, Corps of Engineers, in 1870. His report may be found in the Annual Report Chief of Engineers for 1871, page 698. The project of improvement based upon this survey provided for ob- taining, by dredging, a 6-foot channel from the mouth of the canal 778 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. up to the town of Little Washington. The estimated cost of this was: Deepening the cut to 6 feet, 21,233 cubic yards, at 35 cents................ $7, 431 55 Opening a channel through the shoals between the head of the canal and Little Washington, 14,444 cubic yards, at 35 cents .--------------------5, 055 40 Making an oblique cut into the Raritan (so as to prevent shoaling at the mouth), 3,333 cubic yards, at 35 cents.................................. 1,166 55 Total .....---....----------......------......----.....----....----............-----------.. 13, 653 50 The business of the river was stated to be large, consisting of manu- factures of tobacco, snuff and cigars, whisky, rubber, spices, flour, &c., to the value of $1,254,543.55 annually, besides the product of a number of brick factories, which turned out 72,000,000 brick a year. The first appropriation for the improvement under this project was made March 3, 1871, $15,000, but, owing to the failure of a contractor, work was not commenced till 1872, when a channel 6 feet deep was dredged through the canal, but the banks fell in and partly filled up the cut, and it was redredged in 1872-'73. Under date of March 3, 1873, a further appropriation of $5,000 was made, and the dredging was continued. Upon the completion of this work the cut had a depth of 6 feet again. From this time nothing fur- ther was done on the river until 1879, when a resurvey was ordered by act of March 3, 1879, which was made under direction of General (then Col.) John Newton, Corps of Engineers. Based upon this survey a project was made to form a channel by means of dredging and diking, including a cut across the neck of a long bend in the river above Little Washington, up to Old Bridge, a total distance of 6 miles from the mouth of the canal. .The depth to be obtained was 8 feet from the mouth of the canal to Little Washington, 6 feet from that point up to Bissett's brick-yard, about 31 miles above the mouth, and 4 feet from there up to Old Bridge. The estimated cost of this was- From Raritan to Bissett's... .................................... $149, 150 From Bissett's to Old Bridge.............................................. 20, 150 Contingencies----....-----.... ----.... --......----......-- ....----....-............................ 25,395 Total.... .--...------------------------.-.----.. . . . . . . . ...------.... 194,695 The project also contemplated closing the old main channel below Pettit's brick-yard, half a mile below the head of the canal, so as to throw the whole current into the canal instead of having it pass through two outlets into the Raritan; and to change the position of the mouth so as to have the canal enter the Raritan moredown-stream than before. By act of June 14, 1880, $40,000 were appropriated for this work. Upon inquiry it was found that the newly proposed direction of the mouth df the cut would interfere with private property, and much time was spent in trying to adjust- the matter. Eventually, Messrs Sayre & Fisher, owning a brick-yard at the junction of the Raritan River and the canral, offered to allow the Government to cut off the corner of their dock on condition of protecting the bank cut off by piling (see page 660, Annual Report of the Chief of Engineers for 1881, Part I). in the mean time the cut, or canal, had shoaled to a depth of 3J feet in places. Owing to the delay in making out the deeds transferring this point of land to the United States, no work was done on this improve- ment during the fiscal years ending June 30, 1881, and June 30, 1882. By act of Congress approved March 3, 1881, $6,000 more was appro- priated, and $10,000 by act of Congress of August 2, 1882. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 779 On July 20,1882, proposals were openedfor diking and dredging at the entrance of the canal into the Raritan River. A sketch of the proposed improvement may be found in Annual Report of the Chief of Engineers for 1882, Part I, page 678. The proposals were not considered satisfactory, and the work was re- advertised, and on October 2, 1882, a contract was let to Henry Da Bois Sons for removing and rebuilding the corner of Sayre & Fisher's Wharf, constructing six dikes-A, B. C, D, E, and F-whose total length was 5,800 feet (for sketch, see Annual Report of the Chief of Engineers for 1885) and dredging about 6,232 cubic yards of material. Under the terms of this contract the contractor was not to fill dikes A, B, and C with stone, as it was expected to till them with the stone re- moved from Rocky Reach in the Raritan River. At the close of the fiscal year ending June 30, 1883, the corner of Sayre & Fisher's Dock had been rebuilt, Dike A had been completed for 352 feet, B for 621 feet, C for 275 feet, D for 1,551 feet; and Dike B had been filled with stone for 40 feet, Dike C for 122 feet. The contract for dike construction and dredging, owing to unavoidable delays, had to be extended to October 31, 1883, under it; Dike E, meas- uring 1,320 feet, was completed in July; Dike F, extending from the head of the canal up to the right bank to and across Little Ditch below Littlb Washington, measuring 1,797 feet, was completed in September, 1883, and the contract closed. The closing of Little Ditch was authorized by the Secretary of War, August 23, 1883. The contractor did no dredging, as it was found the scows would not hold the sand. The steam-drill scow at work on the Raritan River was sent up dur- ing the year to the channel above Little Washington, and pumped up 2,222 cubic yards of material, making a cut 300 feet long, 40 feet wide, and 6 feet deep, giving a channel through that part of the shoal 130 feet wide. Three thousand and seventy-three cubic yards of broken stone, blasted from Rocky Reach in the Raritan River were placed in dikes A, B and C, completing their filling for 292 linear feet. .The width of the natural channel between the dikes built at the north end or outlet of the canal into the Raritan River and between the natural banks is 150 feet. No funds were available and no money was spent during the fiscal year ending June 30, 1884; but 1,200 cubic yards of broken stone, taken from the Raritan River at Rocky, Reach, were placed in the dikes. No money has been available and no work done during the fiscal year ending June 30, 1886, except that some more of the stone excavated from Rocky Reach in the Raritan River has been placed in the dikes. An examination recently made shows that the channel fror Little Washington to the head of the canal has improved, there being nowhere a depth of less than 7 feet at mean low water. A shoal with 7 feet of water on it has formed at the junction of the old channel and the head of the canal; but it does not affect the channel down to the canal. The mouth of the canal has scoured out to a depth of 10j feet, the scour being principally along the dike on the left bank; but the middle part of the canal has not improved in depth. Six feet can be carried through it at mean low water, but there are bars and shoals with 5.5 feet of water on them putting out into the stream, which make it almost impossible to get 6 feet of water through them; and the banks of the canal above the (likes are being undermined and are cutting away rap- idly. 780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It will unquestionably become necessary before closing the main channel below Pettit's, and forcing the whole strength of the ebb and flood through the canal, to extend the present diking up to its head, a distance of about 2,000 feet, on each side of the canal. If this were done, and the old cut closed, the natural scour would an - doubtedly maintain a 7 or 8 foot channel, and probably excavate it. There is little use of extending the improvement up-stream until the canal is given a fixed depth of 6 feet or over. All the traffic from Pettit's comes through the canal, and there is no trade below Pettit's down to the old mouth, so that the closing of the channel would not damage anybody's interest. The commerce of the river is undoubtedly large for so small a stream; but it has not increased materially since 1872. The freight alone, in 1871, was given a value of $1,254 ,543, but in 1885 the freight and vessels were valued at $1,852,000; and the brick. making interest, which, in 1871, was estimated at 72,000,000 yearly, was in 1884 only estimated at 50,000,000. The commerce of this river is done in sloops and schooners of from 4 to 7 feet draught. Five thousand dollars was appropriated by act of Congress August 5, 1886, and will be expended upon the dikes on each side of the canal towards its head, or to dredging in the canal if it should become neces- sary. This work is in the collection district of Amboy. The nearest port of entry, Perth Amboy, N. J. Nearest light house, Great Beds Light, in Raritan Bay, New Jersey., Nearest fort, fort at Sandy Hook, New Jersey. Amount of revenue collected at the port of Perth Amboy during the fiscal year ending 4une 30, 1886, $31,067.65. Original estimate for project of 1879, $194,695. APPROPRIATIONS. [For old project of 1871.} Date of act. Application. Amount. M arch 3,1871.......................... Dredging.......................... ... .I $15,000 00 M arch 3, 1873................................do ......................................... ---- 5,000 00 Total ............................ ------ . ---- -- -- ...----- .............-------------- --. 20, 000 00 Amount expended ..............................................-----------------------------------------------------.. 20, 000 00 [For new project of 1879.] June 14,3, March 1881 . 1880...-- ---- ... . For ... diking d .6,and dredging- ...------- 000 00 $40, 000 00 March A d o ,... .. .. .0,... .000... .. .00. . 3,1881--..-----....-------------........................................1----------------, u gu st 2,1882. . . . . . . . . ... ...... 000 00 August 2,1882 ............................. .........................------.--------- ,000 00 10... August 5, 1886------------------- ------- ------.. --- ---------..-------------- 5, 000 00 Total... 4. ... .. .... 61, 000 00 Amount expended to date - - .... :. :.. .. - ......- ----..... 55,638 73 Money statement. July 1, 1885, amount available...... -- ..............--....-.... ......-...... $382 63 July 1, 1886, amount expended during fiscal year, exclusive o liabilities outstanding July 1, 1885.---.....---......----......---......- -......--.. --.... ....- -......- 21 36 July 1, 1886, amount available-------- --......--......361 27 .....----......--.......--------....-------..----.... Amount appropriated by act approved August 5, 1886----------------................... -- 5,000 00 { Amount available for fiscal year ending June 30. 1887....------------....-----......--...... Amount (estimated) required for completion of existing project-.. Amount that can be profitably expended in fiscal year ending June 30,1888 Submitted in compliance with requirements of section 2 of river and 5, 361 27 133, 695 00 25,000 00 harbor acts of 1866 and 1867. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAIND. 781 E 21. IMPROVEMENT OF WOODBRIDGE CREEK, NEW JERSEY. Woodbridge Creek is a small tidal creek, about 5 miles long, emptying into the Arthur Kill, or Staten Island Sound, on the west bank, 2 miles above and north of Perth Amboy, N. J. It is navigable for 2J miles above the mouth, up to which point it averages 100 feet in width. There is little land drainage into it. The stream itself is crooked, and runs for the most of its length through flat marshes. It is, commercially, the most important tributary of Staten Island Sound, on account of the extensive and valuable fire-clay beds adjacent to it. On its banks are 7 fire-brick and tile factories, with several docks at which fire-clay is loaded into vessels for export. The commerce of the creek is done entirely in schooners and sloops drawing from 5 to 10 feet. The rise and fall of tide is 5 feet approximately. The first survey, with a view to its improvement, was ordered by act of Congress approved June 18, 1878. The survey was made under di- rection of Col. J. N. Macomb, Corps of Engineers, in the fall of 1878, and reported upon December 27, 1878. It may be found in Annual Re- port of the Chief of Engineers for 1879, Part I, page 478. The report showed that the commerce of the creek extended 2 miles up from the mouth to the Salamander Dock with varying depths of from 71 to 15 feet at mean high water, corresponding to 24 feet and 10 feet at mean low water, the worst two shoals being at the mouth and from Valentine's Dock to the Salamander Dock. It was, therefore, pro- posed to open a channel 12 feet deep at mean high water, 80 feet wide from the mouth to Valentine's Dock, and 80 feet wide and 10 feet deep from Valentine's Dock to the Salamander Dock, which lies next to and above the Town Dock; also, to contract the channel just below the Town Dock by a 500-foot dike. This was estimated to cost as follows: 29,012 cubic yards dredging, at 30 cents................................. $8, 703 60 500 linear feet pile-dike, at $4----------........................................... 2,000 00 1,605 54 Contingencies .................-------..-...-----......--......-............-- 12.309 14 Total---------------------..................-.----------------------........---.. In addition to this there was a contingent estimate for continuing the 12-foot channel up to the Salamander, 5,000 cubic yards, costing........ 1,500 00 Total estimated cost of project........................-....-......-- - .. 13,809 14 At that (late the tonnage of fire brick and clay leaving the creek was 109,367 tons in the year, and the receipts 5,200 tons. The first appropriation for this improvement was made March 3, 1879 ($4,000), which was applied to widening and deepening the channel above Valentine's Dock and building a pile revetment on the north bank. June 14, 1880, an appropriation of $5,000 was made. Under this a contract for dredging was let to Elijah Brainard, at 58a cents per cubic yard, and 7,022 cubic yards were excavated from the bar at the mouth and from the channel up to Boynton's Dock by November 24, 1880,when the appropriation was exhausted. The Annual Report of the Chief of Engineers for 1881, Part I, page 708, Colonel Michler, Corps of Engineers, then in charge, states that 12,554 cubic yards had been removed up to June 30. 1881, with the $9,000 appropriated up to that time, out of a total of 34,000 cubic yards called for by the original estimate, and that the dredging had cost very much 782 REPORT OF TIE CHIEF OF ENGINEERS, U. S. ARMY. more per cubic yard than was originally estimated, so that it was note probable that the project could be completed with less than $14,000 more than had been already appropriated,.making the total estimated cost of executing 'the project $23,000 instead of a little over $13,000. Under the appropriation of $5,000, made by act of Congress approved March 3, 1881, a contract was entered into with John Van Patten at 65 cents per cubic yard for dredging. Work under this contract was begun September 12, 1881, and was completed November 10, 1881, during which time 7,324 cubic yards of material were excavated. The work con- sisted of widening and deepening to 12 feet the channel already dredged up to just above Anderson's Dock, 1 mile above the mouth. By act of Cofigress of August 2, 1882, $5,000 more was appropriated, and under it a contract for dredging was let to Elijah Brainard at 65 cents per cubic yard. Work was begun December 18, 1882, and the con- tract was completed January 17, 1883. The amount excavated was 6,880 cubic yards, leaving 7,242 cubic yards to be excavated to complete the existing project. This gave a 12-foot channel, 80 feet wide, from the mouth up to a little beyond Cutter's Dock; thence to Valentine's Dock, 12 feet deep and 25 feet wide; thence to the head of navigation, Salamander Dock, just above the Town Dock, a channel 80 feet wide and 9 feet deep. The above depths refer all to mean high water ; and a dike 516 feet on the north bank had also been completed. The estimate for the completion of the project Was $9,000. No work was done in 1884 and none in 1885, when the cost of the completion of the project was estimated at $10,000. No work has been done since 1883, nor has any money been appropri- ated. An examination made in the summer of 1886 shows that the channels have not shoaled since 1883, when the last dredging was done. The commerce of the creek has not improved of late years, the ton- nage being in 1885 120,000 tons, against an average of 126,000 tons per year for the ten years ending 1878. In view of this, and of the fact that the commerce of the river can be done on the existing water, no further appropriation is recommended at present. Woodbridge Creek is in the collection district of Perth Amboy, N. J., which is the nearest port of entry; nearest light-house, Great Beds Light, in Raritan Bay; nearest fort, fort at Sandy Hook, New Jersey Amount of revenue collected at the port of Perth Amboy during the fiscal year ending June 30, 1886, $31,067.65. REVISED ESTIMATE OF 1883. For dredging a channel 80 feet wide and 12 feet deep, mean high water, and 4,800 feet long, and constructing a timber dike 516 feet long ...... $29, 000 00 AMOUNTS APPROPRIATED. Date. i Application. Amount. March 3, 1879------------------------.......................... Dredging and diking............................. 000 0, June 14, 1880........................... Dredging .................................... . . 5, 000 M arch 3, 1881....................... ........ do .......... ...... .......... ......... .... 5,000 August 2, 1882 ................................ do .-......................................... 5, 000 ' j 19, 000 Amount expended, $19,000. Money statement. Amount (estimated) required for completion of existing project- ..... $10,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 783 E 22. IMPROVEMENT OF RAHWAY RIVER, NEW JERSEY. The Rahway River is formed by the junction, at the town of Rahway, N. J., of two small streams; thence it runs in an easterly direction, as a tidal river, 5 miles, to the Arthur Kill, or Staten Island Sound, which it enters about 2 miles south of the village of Elizabethport. The town of Rahway is at the head of navigation. The width of the stream at the mouth is about 350 feet, gradually narrowing to 150 feet at the head of navigation. The depth at the mouth prior to the first improvement was about 13 feet at mean high water, gradually shoaling to 8 feet at Bricktown, 4 miles up, and thence gradually shoaling to 4 feet to the head of navigation. The mean rise and fall of the tide is said to be 5.3 feet near the mouth and 4 feet at the Milton Avenue Bridge, in the town of Rabhway. The banks of the river are low and the surrounding country up to Rahway consists of salt marsh. The commerce of the river consisted, in 1878, of coal, lumber, and sundries, estimated at 120,500 tons annually, with a value of $987,000. The first survey with a view to the improvement of this river was made in 1878 under direction of Col. J. N. Macomb, Corps of Engineers. The report upon this survey may be found in Annual Report of the Chief of Engineers for 1879, page 483, Part I. The report took the ground that from the mouth up to Bricktown, a distance of 3. miles, there was sufficient water for the requirements of navigation; but in order to accommodate commerce from Bricktown up to Rahway, it was proposed to dredge a channel 125 feet wide and 8 feet deep at mean high water from Bricktown to Milton Avenue Bridge, a distance of a little more than a mile; and thence to the head of navi- gation at Main Street Bridge, a quarter of a mile further up,-to dredge a channel 8 feet deep at mean high water and 100 feet wide. The estimated amount of excavation required for this work was 65,642 cubic yards of mud, sand, and gravel, with a few bowlders, which at 50 cents per yard would cost $32,821, to which was added $500 for excavating one bowlder in the channel at Bricktown and another about 600 feet above Long Branch Railroad Bridge; add for contingencies $3,332, making the total cost of improvement $36,653. The first appropriation for this improvement was approved March 3, 1879, $10,000. And in the autumn of 1879 a cbntract was let to E. G. Brown for dredging a channel 75 feet wide and 7 feet deep at mean high water from Edgar's Dock, half way between Bricktown and Milton Avenue Bridge, towards the head of navigation. Work under this contract was begun October 4, 1879, and was con- tinued up to November 22, 1879, when operations were suspended for the winter. Up to this date 2,733 cubic yards of material had been ex- cavated, giving the proposed increase of width and depth of channel for 400 feet up-stream from the point of beginning. Work was not recommenced in the spring of 1880 by Mr. Brown, and the contract was therefore annulled. By act approved June 14, 1880, $10,000 more was appropriated for this work, making a total amount available June 30, 1880, of nealy $18,000. And bids were asked for continuing the. dredging. Only two bids were received, and both were rejected, and the work was readvertised. Bids, under the second advertisement, were opened October 25, 1880, 784 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and a contract was awarded at 85- cents per cubic yard to John Van Patten. Owing to the lateness of the season work could not be began until April 16, 1881; and it was continued to September 10, 1881, when the contract was closed. Under it there had been excavated 9,337 cubic yards of sand, gravel, and mud, and the 7-foot channel had been ex- tended up t' Tappan's Dock. An appropriation of $10,000 was made by act of March 3, 1881; and bids were opened for continuing the dredging October 18,1881. William Chamberlain was the lowest bidder, at 63 cents per cubic yard, and a contract was awarded to him. Owing again to the lateness of the season work was not commenced till May 6, 1882. It was continued till August 28, 1882, during which time 13,943 cubic yards of material had been excavated, giving a chan- nel 50,feet wide and 7 feet deep at mean high water up to a point 200 feet above the Milton Avenue Drawbridge, with a channel on each side of the draw-pier. It was estimated on June 30, 1882, that the total amount of material to be excavated under the original project would be increased from 65,642 cubic yards to 90,000 cubic yards. This increase was said to be due to the filling in of the channel from the sides, shoaling from freshets, and from the difference between scow and place measurement; and which increased the total estimated cost from $37,000 to $66,250, of which $30,000 had been appropriated up to June 30, 1882. By act approved August 2, 1882, a further sum of $7,000 was appro- priated; and bids for continuing the dredging were opened, after ad- vertisement, September 22, 1882. The contract was awarded to the lowest bidder, Mr. William Chamberlain, at 78 cents per cubic yard. Work under this contract was not begun until June 1, 1883, and was continued up August 31, 1883, during which time 8,309 cubic yards of material were excavated. At the close of the work a channel had been carried from the upper end of the last contract 50 feet wide and between 7 and 8 feet deep up to a point 850'feet above the Milton Avenue Bridge, and the channel leading to Chamberlain's Dock had been widened and deepened. An improved channel, therefore, of not less than 7 feet in depth and not less than 50 feet in width, had been obtained up to within 550 feet of the Main Street Bridge, which was the head of navigation. No money has been appropriated since August 2, 1882, and no work has been done since August 31, 1883. The total amount appropriated up to June 30, 1886, for this improve- ment is $37,000, with which a total of 34,322 cubic yards have been ex- cavated from the channel, leaving an estimated amount of 55,000 cubic yards still to be excavated under the original project of 55,000 cubic yards, estimated in 1882 lto cost 65 cents per cubic yard, or $35,750. Judging from the last contract price, it will cost 13 cents per cubic yard more than this, or 78 cents per cubic yard. The commerce of the river does not seem to have been increased, though the improvement has been a great benefit to shippers. Tons. In 1879 the commerce of the river was reported as.. ....................... 120,500 In 1880 (not given). In 1>81 the commerce of the river was reported as.......................... 68, 500 In 1882 the commerce of the river was reported as......................... 49,000 In 1883 the commerce of the river was reported as.......................... 51, 000 In 1884 the commerce of the river was reported as.......................... 48, 500 In 1885 no material change from 1884. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 785 In the Annual Report of the Chief of Engineers for 1885 it is stated that-- As small sailing craft and canal barges alone use the upper portion of the river, for which the existing depths of water are ample, no appropriation is recommended for further improvements. I fully concur in this opinion. The mouth of the Rahway River is situated on Staten Island Sound, about 9 miles above Great Beds Light, in Raritan Bay, and about 4 miles below the light at the entrance of Newark Bay. This work is in the collection district of Perth Amboy, N. J., which is the nearest port of entry. The nearest fort is Fort'Tompkins, Staten Island. Amount of revenue collected at the port of Perth Amboy during the fiscal year ending June 30, 1886, was $31,067.65. Original estimate of 1878.................................................. $36, 653 Modified estimate of 1882.................................................. 66,250 APPROPRIATIONS. Date. Application. Amount. Mar. 3,1879 Dredging .................................................................. $10,000 June 4,1880 .....- do ...................................................................... 10,000 Mar. 3,1881 ..... do... --------------------- --------------------------- 10,000 Aug 2,1882 ...... do ..................................................... 7,000 37, 000 Amount expended to June 30, 1886, $36,820.40. Money statement. July 1, 1885, amount available.......................................... $200 70 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1,1885............................................. 21 10 July 1, 1886, amount available.......................................... 179 60 Amount available for fiscal year ending June 30, 1887................... 179 60 Amount (estimated) required for completion of existing project........ 29,250 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E 23. IMPROVEMENT OF THE ELIZABETH RIVER, NEW JERSEY. The Elizabeth Hiver, New Jersey, enters the Arthur Kill, or Staten Island Sound, at Elizabeth port, half mile south of the lower and south- ern end of Newark Bay. It should more properly be termed a creek, as it has very litile land drainage entering it, and consists of a sluggish tidal stream averaging 75 feet in width for nearly the first 4 miles up, where a dam crosses the river and cuts off the land drainage water com- ing from its head. The first survey of this stream was made in 1878, under direction of Col. J. N. Macomb, Corps of Engineers, and extended about 21 miles up from the mouth to the Broad Street Bridge, in the city of Elizabeth, N.J. 50 E 786 REPORT OF THE CHIEF OF ENGINEERS, U. S ARMY. The dam above mentioned lies about 1 mile above this bridge; the mean rise and fall of the tide at the mouth of the river is stated to be 4.7 feet, and at the Broad Street Bridge to be 3.4 feet. At the time of the survey the depth at imean high water at the mouth was about 8.5 feet, and the depth at Broad Street Bridge, and in quite a long reach below it, was from 3 feet to 3.5 at mean high water. It was stated that material shoaling had taken l)lace in the river dur- ing the 20 years previous to the survey, and that from 5 to 6 feet of water had existed up to Broad Street Bridge, instead of 3 to 3.5 feet, as at the time of the survey; that this shoaling was partly due to one- quarter of the fresh water volume being lost by the construction of the water-works dam, and partly on account of the discharge of the whole sewage of Elizabeth and of the gas works into the stream. The commerce of the river in 1870 was stated to amount to 125,000 tons per year, carried in canal boats and market vessels drawing from 3 to 5 feet; but since that time it has been far less. The details of the survey and the project accoinpaniy hig it may be found on page 481, Report of the Chief of Engineers for 1879, Part I. The prqject was briefly to dredge a channel 60 feet wide to a depth of 7 feet at mean high water from the mouth of the Broad Street Bridge, a distance of 2.7 miles,which would require the removal of 44,000 cubic yards of gravel, mud, sand, and small stones, at an estimated cost of 50 cents per cubic yard; which with 15 per cent. added for contingencies would cost $25,530. By act of Congress approved March 3,1879, an appropriation of $7,500 was made for the improvement; and, under it, dredging was begun un- der a contract awarded on September 19, 1879, to E. G. Brown, at 37 cents per cubic yard, and was continued until December 20, 1879,when work was suspended for the winter. Work was resumed under the con- tract on February 24, 1880, and was still being carried on at the close of the fiscal year ending June 30, 1880, on which date a continuous channel about 60 feet wide and 7 feet deep at mean high water had been carried up to the foot of John street, 4,110 feet above the place of begin- ning. On the 14th of June an additional appropriation of $7,500 was made, and a contract was entered into with Thomas H. Benton to continue the dredging at $1.05 per cubic yard. Operations under this contract were begun October 1, 1880, and were carried on until November 27, 1880, when work was suspended for the winter. The work was resumed March 14, 1881, and was continued until April 26, 1881, when the available funds were exhausted and the contract was closed. During the year, '9,200 cubic yards of material were excavated and placed on theadjacent river banks, making the total amount excavated to that date 21,078 cubic yards, which carried the channel up stream from the place of beginning to a point about 150 feet below the South Street Bridge. As the first contract had been carried out, as it was claimed, at a loss to the contractor, and as the second year's work had been done at the rate of $1.05 per cubic yard, it was estimnated that the remainder of the improvement, requiring the excavation of 23,:322 cubic yards of ma- terial, would cost about $28,160. The river and harbor act of March 3,1881. appropriated $4,000 for the improvement of this river, and proposals for further dredging were opened June 16,1881 ,after l)ublic advertisement, and a contract awarded to Thomas H. Benton, the lowest responsible bidder, at $1.05 per cubio yard. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 787 Work under this contract was commenced July 18, 1881, and by August 25, 1881, when 3,335 cubic yards had been excavated, the funds. were exhausted and the contract was closed; at this time a 7-foot chan- nel had been carried up to the iron draw-bridge at South street, above the gas-works. The amount remaining to be excavated under the original estimate was 19,987 cubic yards, which, on July 30, 1882, was estimated to cost $24,134, including contingencies. By act of Congress approved August 2, 1882, the sum of $8,000 was appropriated for continuing the improvement; and, after advertise- ment, bids were opened September 22, 1882, for further dredging. The lowest bidder was F. C. Somers, at 64 cents per cubic yard. The con- tract was awarded to him; but operations were not begun until May 26, 1883. Work was continued from that dte up to August 21, 1883, during which time 11,094 cubic yards of material had been excavated, and which carried the improved channel up to near the Bridge Street Bridge, with a width of about 50 feet and a depth of 7 feet, mean high water. No work has been done since August, 21, 1883, and, in the Annual Report for 1884, Part I, page 748, it is stated that "the original proj. ect is completed so far as the present wants of commerce require, and the stream now affords ample depth for all the vessels or boats which use it." I fully concur in this statement. The tonnage of the stream since the beginning of the improvement has run from 20,000 to 30,000 tons per year, and the cause of the shoal- ing of the upper part of the river is entirely due to the refuse from the sewers and gas-works of the city. No appropriation, therefore, is asked for a further improvement. The modified estimate of cost of this improvement amounted to $43.160, of which $27,000 has been appropriated. Elizabeth is in the collection district of Newark, N. J. Nearest light-house, New- ark Bay; nearest fort, Fort Tompkins. Amount of revenue collected at the port of Newark, N.J., during the fiscal year ending June 30, 1886, $2,326.70. Original estimate of 1878, for dredging ..................................... $25, 530 Additional estimate of 1882, for dredging ................................ 17, 63G Total .............. ...... . ... ................................... 43,160 APPROPRIATIONS. Date. Application. Amount. Mar. 3, 1879 Dredging ... ...................... ........ 7,500 $... $............. June 14, 1880 .. ... ..... ..................................................... 7,500 Mar. 3, 1881 ...... do ..................... ........... .... ........... ....... 4,000 Aug. 2, 1882 .. ... ........... ............-- ............. ............... 8,000 Total .................................... ............................. 27, 000 Amount expended to June 30, 1886, $26,419.16. Money statement. July 1, 1885, amount available. . . ..... ............................ .. $601 64 July 1, 1886, amount expended during fiscal year, exclusive of liabilities pg outstanding July 1, 1885 .......................................... 20 80 July 1, 1886, amount available...................................... 580 84 Amount (estimated) required for completion of existing project........ 16,160 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. 788 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. E 24. IMPROVEMVENT OF THE CHANNEL BETWEEN STATEN ISLAND AND NEW JERSEY. The channel between Staten Island and New Jersey is a tidal stream, one part of which, passing by the north of Staten Island, connects New York Harbor with Newark Bay, while the other part, passing west of Staten Island, connects Newark Bay with Raritan Bay at Perth Am- boy. Its total length is about 16 miles. The northern part, which extends from New York Harbor at Cummu- nipaw to Elizabethport, N.J., at the mouth of Newark Bay, a distance of 31 miles, is known as the Kill von Kull. The other, or western part, extending from Elizabethport to Raritan Bay at Perth Amboy, a dis- tance of 12) miles, is known as the Arthur Kill, or Staten Island Sound. The Kill von Kull receives the waters of the Hackensack and Passaic rivers, which empty into it through Newark Bay; and Staten Island Sound receives the waters of the Elizabeth and Rahway rivers, and of Woodbridge Creek. The flood tide, passing from Raritan Bay up through Staten Island Sound, meets the flood tide coming from New York Harbor through the Kill von Kull at a point a little west of Elizabeth port. The depth of water in this channel, before the first improvement was made in it, varied from 13 to 40 feet, except of in one stretch of about 1. miles, lying east of the city of Elizabethport, where the waters of Newark Bay join those (f the Kills almost at right angles to their natural course. This meeting of the tidal waves at Elizabethport, and the meeting of the currents of the Kills and of Newark Bay, had formed a shoal nearly 8,000 feet long, with a minimum depth over it of 9 feet at mean low water. The channel across it was narrow, besides having two right-angle bends, one at the Stake Light, and one at Shooter's Island. The channel through the Kills forms a most important water-way be- tween New York, the Raritan River, the Amboys, and intermediate points. It is not affected by wave action, so that it is practically a tidal canal. Almost all the commerce of the Delaware and Raritan Canal passes through it, besides a large proportion of the trade of Perth Amboy and the coal shipments of Elizabethport. The commerce is carried on in large tows and in sailing vessels draw- ing as much as 15 feet. The first survey for improvement of this water-way was ordered by act of Congress approved June 10, 1872, and it was made in 1872-'73, under direction of General (then Lieut. Col.) John Newton, Corps of Engineers. His report may be found on page 943, Annual Report of the Chief of Engineers for 1873. Two projects, based upon this survey, were submitted, one for the creation and maintenance of a channel 150 feet wide and 16 feet deep running north of Shooter's Island by means of parallel dikes and dredg- ing between them, which was expected to be permanent, and the other for a dredged channel south of Shooter's Island, on the lines of the ex- isting channel, and 300 feet wide and 16 feet deep. It was, however, believed that this channel would not maintain its depth. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 789 The estimated cost of these projects was as follows: ESTIMATE FOR PERMANENT IMPROVEMENT. Dredging a channel 150 feet wide and 16 feet deep at mean low water, 400,000 cubic yards, at 30 cents .. ".... . . ... . . .. .. $120,000 Diking about 17,000 linear feet ............................. - ............ 265,400 Contingencies, 15 per cent .-... .... . ........... .... ..... _.. 57,810 Total.... . .------------------------- .. . .. . . -.... . 443,210 ESTIMATE FOR TEMPORARY IMPROVEMENT. Dredging a channel 8,000 feet long, 300 feet wide, to a depth of 16 feet at mean low water, 557,947 cubic yards, at 30 cents-----....------... ----....... -$167, 384 Contingencies, 15 per cent .......--------.----....-....-..........-----------------..----......-----....--......--.... 25, 107 Total.---------------------------------------------------.... 192,491 The former project was approved by the Chief of Engineers, and under the appropriation of $50,000, approved June 23, 1874, a contract was let to J. D. Leary, at $18.94 per linear foot, for beginning the southern dike, starting on the south shore of the Staten Island Sound directly opposite Elizabethport, and running eastward. Work on this contract was begun November 7, 1874, and was closed May 5, 1875, in which time 2,237 linear feet of dike had been built. To permit the access of oyster-boats to the space behind the dike an opening was left in it. Opposition to General Newton's project was manifested about the time the dike was commenced on the part of the oystermen, on the ground that it interfered with their business. General Newton, however, offered to leave openings in the south dike from space to space to permit the passage of oyster boats. One opening has already been left for that purpose. The most important opposition to it, however, was manifested by the company engaged in the transportation of freight, in amount about 5,000,000 tons, through the Delaware and Raritan Canal. These interests procured the passage of resolutions by the New York legislature, January 22, 1875, protesting against the projected mode of improvement of the Kill von Kull, &c., and requesting the "Senators and Representatives from New York in the Congress of the United States to obtain a modification of the plan of said improve- ment." (See Annual Report of the Chief of Engineers for 1876, Part I, page 255.) Following, and presumably in consequence of these resolutions, Con- gress, by section 3 of act approved March 3, 1875, made provision for the appointment of a Board " to examine and report a plan for the im- provement of the channel between Staten Island and New Jersey." Their report may be found on page 252 of Annual Report of the Chief of Engineers for 1876, Part I. The Board wereof the opinion that General Newton's project was sound, and was the only way to maintain a permanent channel; but in view of the fact that the commerce of the river had diminished of late years, and that certain changes had taken place in the shipping points, they thought that it was only necessary at that time to secure a depth of about 11 feet by dredging along the general lines of the original chan- nel south of Shooter's Island. The proposed width of this channel was 500 feet, and the estimated cost was: Dredging, 230,000 cubic yards, at 16 cents............................... $36, 800 Contingencies 10 per cent.. .. ...-....... ........ _ - ...-...- ... 3,680 Total...... ...................................................... 40,480 An appropriation of $10,000 was made by act of Congress approved August 14, 1876; but no work was done during the fiscal year, or dur- 790 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing the fiscal years ending June 30, 1877, and June 30, 1878. By act of June 18, 1878, a further sum of $25,000 was appropriated, but no work was done during the fiscal year ending June 30, 1879. The act of June 14, 1880, appropriated $29,000 for the improvement, making the total amount then available for the improvement on June 30, 1880, $52,006.37. A project for the expenditure of the money was made by Col. N. Michler, Corps of Engineers, June 28, 1880, and was forwarded to the 'Chief of Engineers. It was referred by him to the Board of Fortifications and River and Harbor Improvements, whose report may be found in Annual Report of the Chief of Engineers for 1881, Part I, page 693. Their report concurred in the previous reports of General Newton and of the special Board of April, 1875, but the Board stated that the commerce of the Kills had increased since 1875, so as to warrant an in- creased channel depth, and they therefore proposed to dredge a deeper channel from Elizabethport eastward to the deep water of the Kill von Kull on the lines of the existing channel to the south of Shooter's Island, the channel to be 400 feet wide and 12 feet deep at the sides at mean low water, with an extra depth of 1 foot for 100" feet in width on each side of the axial line of the channel, so that there would be at mean low water a depth of 13 feet over the middle 200 feet of the channel and 12 feet on the outer 100 feet on each side. In addition to this dredging, if it were found necessary to confine and direct the current, parallel dikes were to be built on opposite sides of the channel at two places; one pair about 1,500 feet long near Eliza- bethport and one pair just west of Shooter's Island. The estimated cost of this project was as follows: For a channel 400 feet wide and 12 feet deep, at mean low water, 232,900 cubic yards (in place) of dredging, at 35 cents ......................... $81, 515 For an additional depth of 1 foot for a width of 200 feet, 117,300 cubic yards (in place) of dredging, at 30 cents ...--------------- 35,190 116, 705 C ontingencies-------------------......------------------....-.......----.....-----...... 9,000 Total .......................-----.-------.................----......... 125,705 The (likes were estimated to cost $60,000, bringing up the total es- timated cost of the proposed improvement to $185,000. This project was approved, and bids for dredging were opened No- vember 30, 1880, and a contract was awarded to 1Viessrs. Morris & Cumings, the lowest bidders, at 19J cents per cubic yard. Work under this contract was begun December 22, 1880, and with the exception of a stoppage of about two months in the winter, it was continued up to the close of the fiscal year, during which time 101,368 cubic yards of material had been removed, giving a channel from 50 to 200 feet wide and 13 feet deep, extending from deep water east of Shooter's Island to a point 700 feet west of the Corner Stake Light and up to the eastern end of dike built in 1874 and 1875. No appropriation was made (luring the fiscal year ending June 30, 1881, but there was a balance of the previous appropriation available of $28,538.84 at that (late; and work under the contract with Morris & Cumings was continued up to December 2, 1881, when the contract was closed. During this time 116,931 cubic yards of material were re- moved, making the total amount removed under that contract 218,299 cubic yards. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 791 This gave the channel a width of 200 feet and a depth of 13 feet to the eastward of Shooter's Islandl, and on the western side 200 feet wide and 13 feet deep. During the dredging the character of the bottom was found to vary considerably in different parts of the channel. In the vicinity of the Corner Stake Light there was a bed of com- pacted sand, gravel, shingle swith bowlders ocasionally imbedded in it, and the same torination without the bowlders was found at a point opposite Elizabeth )ort. Through the rest of the channel and east of Shooter's Island the bot- tom was soft mulld. No work was done up to the close of the fiscal year hnding June 30, 1882, after the Morris & Cumings contract was completed. By act of Congress passed August 2, 1882, $40,000 were appropriated for this work. Bids for continuing the dredging were opened September 22, 1882, and the contract was awarded to Morris & Cumings, the lowest re- sponsible bidders, at 231 cents per yard. Work under it was begun October 16, 1882, and the contract was close:t May 16, 1883; during which time 158,637 cubic yards of material was removed from the chan- nel. This completed the projected dredging. A channel 400 feet wide and 13 feet deep for the central 200 feet, and 12 feet deep for 100 feet on each side, had been obtained from the deep water in the Kill von Kull east of Shooter's Island to deep water in the Arthur Kill off Elizabethport. But in the Annual Report of the Chief of Engineers for 1883, page 575, it was recommended that the depth should be increased to 13 feet for the full width of 400 feet. The estimated amount of material to be removed to do this was 50,000 yards, for which $25,000 was asked. No work was done during the fiscal year ending June 30, 1884. By act of Congress approved July 5, 1884, $10,000 were appropriated, and proposals for continuing dredging were opened September 17, 1884. The contract was awarded to Messrs. Brainard & Benton, the lowest bidders, at 20 cents per cubic yard. They began work October 6 and finished it December 26, 1884, during which time 44,953 cubic yards were removed from the channel, and the existing channel widened to 400 feet, with a depth of 13 to 14 feet around the bend at the Stake Light, and from Shooter's Island eastward to the Kill von Kull. In the Annual Report of the Chief of Engineers for 1884 and 1885 the construction of Dike B, on the north side of the channel off Eliza- bethport (see sketch in Annual Report of the Chief of Engineers for 1881, Part I, page 696), was advocated in order to check the deposits forming con tin ually around the Stake Light. A careful examination of the Annual Reports and maps shows that the shoaling in this channel, considering the natural tendency to it, caused by the meeting of tides and currents in it, is singularly small. A recent examination shows, practically, no change of depth since the last dredging. The opposition to the building of the dike in 1878 was so determined that it is probable that similar opposition would arise if the construc- tion of Dike B were begun. The channel does not appear to be shoaling, and appears to be of ample depth for existing commerce. Its width, however, is not quite sufficient at two points, one at the bend off the Stake Light, and the other just east of Shooter's Island. When the large Raritan River tows, of from 25 to 50 canal-boats, 5 abreast, get to these points, if there is much other commerce passing, 792 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. there is almost always delay and trouble, and the channel here ought to be widened by dredging. The construction of the dikes may be deferred until it is absolutely certain that they are required. The appropriation of August 5, 1886, of $15,000 will be applied to widening the channel at these two points. The commerce of this channel is very large. It is estimated that be- tween 2,500,000 and 3,000,000 tons of coal are shipped yearly from Elizabethport, and that 5,750,000 tons of the Raritan Canal and Perth Amboy trade passes it, besides an immense amount of other freight. A detailed statement may be found in Annual Report of the Chief of Engineers for 1884, page 744. This last fiscal year the steamboat passenger traffic has been very much larger than usual. An appropriation of $15,000 is recommended for continuing the improvement. APPROPRIATED. Date. Application. Amount. June 23,1874......................Diking.......................................... $50, 000 August 14, 1876....... ................ Dredging.................................. 10.000 June 18, 1878...................._.....do........................ ............. 15,000 June 14, 1880 .................... do ............. ......... ................................. 29, 000 August 2,1882 .................... ..... do ... ................................... 1 40,000 July 5,1884.................................do ...................................... 10, 000 Total........................ . .......... 154, 000 Amount expended, $154,000. NOTE.-The $50,000 appropriated June 23, 1874, was expended in diking, so that of the revised esti. mate of 1881 only $104,000 have been appropriated, leaving $91,000 to be appropriated for the existing project. This work is in the collection district of New York, which is the nearest port of entry. Nearest light-house, Bergen Point Light. Nearest fort, Fort Tompkins. Amount of revenue collected at the port of New York for fiscal year ending June 30, 1886, $132,536,402.02. Original estimate, 1873 ..................... .......... $443,210 Revised estimate, 1881 .............................. ....... 185,705 Money statement. July 1, 1885, amount available........................................ $397 47 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885.......................... .................... 397 47 Amount appropriated by act approved August 5, 1886 ................... 15,000 00 Amount available for fiscal year ending June 30, 1887.................... 15,000 00 Amount (estimated) required for completion of existing project ....... 91,000 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 35,000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. E 25. IMPROVEMENT OF PASSAIC RIVER, NEW JERSEY. The Passaic is one of the most important riv'ers of New Jersey, pass- ing through the large manufacturing towns of Paterson, Dundee, Pas- saic, Belleville, and Newark. Its course is very crooked down to Passaic, whence its direction is generally southeast to the mouth below Newark, where its junction with the Hackensack, coming from the north, forms what is known as Newark Bay. The lower end of Newark Bay has two outlets, one the Kill von Kull, towards the east, connecting it with New APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 793 York Harbor, and the other, the Arthur Kill, or Staten Island Sound, towards the south, connecting it with Raritan Bay. The Passaic is a tidal stream for 13 miles above the mouth, up to Dundee Dam, 1 mile above Passaic. This dam was built by a private company some years ago for the purpose of securing uninterrupted water communication from Newark up to Paterson by means of a canal around some heavy shoals. The canal has never been opened to traffic, and is, as well as the reservoir above the dam, only used for water- power. The city of Newark is situated about 4 miles above the mouth of the Passaic. Since 1 80 the appropriations for this river have been divided, one part being applied to that part of the river above Newark, and the other to that part of the river below Newark, including the channel through Newark Bay. The dividing line between these two improvements is the Pennsylvania Railroad Bridge at Market streetin the city of Newark. (1) Above Newark, New Jersey.-the first survey of this part of the river was ordered by act of March 3,1871, and was made in 1872 under direc- tion of General (then Lieut. Col.) John Newton, Corps of Engineers. The report on this survey may be found in Annual Report Chief of En- gineers for 1872, page 805. The condition of the river at that time from Clark's Spool Factory, above the Pennsylvania Railroad Bridge, up to Passaic, was a shallow, rocky stream, with shifting sand and gravel bars interspersed with bowlders. The depth of water over these bars gave only 21 to 3 feet at mean low water, the range of tide at Passaic being 3 feet, and at New- ark 4.7 feet. These bars were separated by pools and reaches having from 8 to 10 feet water on them. The worst of these bars were: Distance above Pennsyl- Locality. ania Railroad Bridge. Middle Bar, in the city of Newark........ ............................ feet.. 9,000 Belleville Bar . ................................ .................. miles.. I 3 Rutherford Park Bar........................................................do ... O6 Holsman's Bar....................... ..........................................do.... 7 There were other minor bars above Holsman's. The project based upon this survey was to obtain by dikes and dredging, from the spool factory in Newark up to the head of naviga- tion, a channel 100 feet wide and 6 feet deep at mean low water. The estimated cost of this work was: 6 Locality. Application. Amount, Middle Bar ................................................ Dredging .................... $936 Do ................................................ Diking ..................... 66,375 Belleville Bar...................................... Dredging................... 15, 501 Rutherford Park Bar .................................. o ....................... 14,112 Holaman's Bar and other small bars......................... do ............ .. ..... 12,000 Contingencies ............... * 15, 000 Total ........................ .......................................... 123, 924 In addition to this estimate, which was called that for "limited" im- provements, a second estimate was given for extended improvements of $251,359, the first estimate being for a " partial" remedy for the ob- stacles to navigation, the second a "thorough" remedy. 794 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The first appropriation for the improvement of the river was made by act of June 10, 1872, $25,000, and under it, after advertisement, a contract was let to Morris & Cumings, November 22, 1872, for dredging at Belleville Bar, and work was begun in the spring of 1873. On coinm- mencing work, outcroppings of bed rock of indurated sandstone and shale were encountered in many places, and up to the close of the fisqal year ending June 30, 1873, only 4,719 cubic yards of material had been removed. This was placed along the eastern side of the channel dredged, so as to form a dike parallel with the channel. The material removed was used in building 750 feet of dike. By act of June 10, 1873, $25,000 was appropriated, and, after adver- tisement, proposals were opened for dredging the bar at Rutherford Park. The lowest bidder was James Caler, and a contract was made with him for opening a cut through the bar 2,900 feet long, 50 feet wide, and 6 feet deep. The contract in force with Morris & Cumings for dredging the Belle- ville Bar at the close of the fiscal year ending June 30, 1873, was extended first to December 31, 1873, and again to June 30, 1874, and at the close of the fiscal year they had removed 5,8201 cubic yards of stone and bowlders, and 3,8074 cubic yards of sand and gravel. The contractor was not required under the contract to take out solid rock, but as very much of this, consisting of indurated sandstone and shale, was found as the work progressed, a small scow was purchased in August, 1873, by the Government and fitted with one of the steam drilling engines used in connection with the drilling and blasting at Hell Gate and put on the work. So far as was known June 30, 1874, all the rock had been broken up by the scow and mostly removed, but no survey had been made. On Rutherford Park Bar work was continued throughout the year, except during the winter. At the close of the fiscal year the work was nearly completed, so the contract was extended to September 1, 1874. Bed rock of the same character as in Belleville Bar was found on Ruth- erford Park Bar, and some surface blasting was necessary. By act approved June 23, 1874, $20,000 was appropriated for continu- ing the improvement. Early in the fiscal year ending June 30, 1875, Morris & Cumings fin- ished their contract of November 22, 1872, for dredging the Belleville Bar, having made a cut through it 2,300 feet long and 7.5 feet deep. The upper 1,800 feet of the cut was 75 feet wide, from which point it gradually widened to 120 feet at the lower end. The work at Rutherford Park Bar was also completed in December, 1874, under the contract with James Caler, the total length of the cut being 2,900 feet, with a width of 50 feet, and a depth of 6 feet at mean low water. The drill-scow, worked by hired labor, removed one large rock and several small bowlders from the channel opposite Passaic. Under date of March 3, 1875, $20,000 was appropriated for continu- ing the improvement, and the drill-scow was set at work early in the fiscal year ending June 30, 1)76, removing some rock and bowlders in the channel at the Belleville Bar. The burning of the Midland Railroad Bridge August 1, 1875, caused a shoaling of the river both above and in the draw-span. The drill scow also d(lid a little work on Rutherford Park Bar, consist- ing of blasting off projecting points of rock. After this, the scow was taken to Holsman's Bar, and commenced removing the stone from the reef, followed by a dredge hired by the day. This work continued up to the close of the fiscal year ending June 30, 1876, when a cut 40 feet APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 795 wide at bottom, 1,300 feet long, and 6 feet deep at mean low water had been excavated through the reef. A small bar above Holsman's, 300 feet long, was also excavated by the dredge. By act of August 14, 1876, $10,000 was appropriated for continuing the improvement, but as it did not become avai able until April 1, 1877, little was accomplished dluring the fical year ending June 30, 1877. In May, 1877, the drill-scow was taken to Belleville and Rutherford Park bars to remove bowlders and loose stones from the sides of the cuts, and up to the close of the fiscal year 395 cubic yards of material had been removed, clearing up 6-5 feet of channel, and the same class of work was carried on over these bars during 1877 and 1878. A small shoal near the Erie Railroad Bridge was also removed. June 18, 1878, an appropriation of $10.000 was made, and the drill- scow was set to work in August, 1878, near the bridgeof the Midland Rail- road, and removed a quantity of railroad iron, ties, and stone, which ob- structed the channel and draw of the bridge. The cuts through Hols. man's and other bars down to and through the Erie Railroad Bridge were widened 60 feet at the bottom with a dredge hired by-the hour, the amount of material removed being 5,200 cubic yards of sand and gravel and 270 cubic yards of clay. After this work was done the dredge went down to the Midland Railroad Bridge, and removed 1,440 cubic yards of clay and stone from the channel and draw of the bridge. During the months of April and May, 1879, the drill-scow removed 470 cubic yards of bowlders from the river near Passaic. By act of Congress applroved March 3, 1879, $2,000 was appropriated for the improvement, making a balance available June 30, 1879, of $4,562.69. By act of June 14, 1880, $2,000 more was made available. During the fiscal year ending June 30, 1880, the only operations con- sisted in making a channel 40 feet wide and 240 feet long through a gravel, bowlder, and stone bar opposite the Lodi Chemical Dock, about 1 mile above Passaic, with the drill-scow, and removing an old pier of the New York, Lake Erie and WesterniRailroad Bridge, which obstructed navigation, the railroad company agreeing to pay for the latter work. Based upon the recommendation of General Newton, in 1879, a sur- vey of the Passaic from the Midland Railroad Bridge to the mouth was made, and to which part of the funds available June 30, 1879, were ap- plied. At this date, June 30, 1880, General Newton (page 538, Annual Re- port Chief of Engineers, for 1880, Part I) states that a clear 6-foot channel had been obtained from the Midland Railroad Bridge to Pas- saic; 75 to 120 feet wide at Belleville Bar and 7.5 feet deep; 75 feet wide at Rutherford Park Bar and 6 feet (leep; 60 feet wide at Holsman's Bar and 6 feet deep, and that the dike at Belleville was 1,800 feet long. During the fiscal years ending June 30, 1881 and 1882, no work was done. By act of August 2, 1882, $7,000 was appropriated, making the amount available at that date, with the balance of the old appropria- tion, $9,452.62. No work was done during the fiscal year ending June 30, 1883. But an examination of the river in the spring of 1883 showed that from the Midland to the Erie Railroad Bridge, a distance of about 2 miles, there had been shoaling of the channel; and sealed proposals, atter adver- tisement, were opened July 23, 1883, for dredging a 7.5-foot channel through these shoals, 100 feet wide. The work was let to Mr. Frank 796 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Pidgeon, jr., the lowest bidder, at 382 cents per yard. Work was corn menced September 4, 1883, and was completed December 9,1883, (luring which time 19,190 cubic yards of sand and gravel were excavated. Two cuts were made, one 1,400 feet long, 60 feet wide, and 7.5 feet deep, above Clark's Spool Factory Dock, and one above Point Pleasant, abreast of Lime Kiln Dock, 2,370 feet long, the upper part 60 feet wide and the lower 75 feet wide. During this fiscal year a survey of the Passaic River, with a view to its improvement from Dundee to Paterson, N. J., was made under act of August 2, 1882, and a report submitted April 10, 1884. By act of July 5, 1884, $3,000 were appropriated, and bids were opened for the widening to 75 feet of Middle Bar and Limekiln Bar, dredged the previous year to 601)feet. Richard Parrott was the lowest bidder, at 49 cents per cubic yard; but owing to the lateness of the season, work was not commenced under his contract till June 10, 1885. At the close of the fiscal year the channel at Limekiln Bar had been widened to 75 feet by the excavation of 1,945 cubic yards of material. The contract was completed early in the fiscal year ending June 30, 1886, after the channel at Middle Bar had been, widened to 75 feet, by the excavation of 1,029 cubic yards of material. Some bowlders in the draws of the Midland Railroad Bridge were also excavated. The recommendation was made last year for $5,000 to extend the 7.5- foot channel down to the Erie Railroad Bridge at Newark, and $2,250 was appropriated by act of August 5, 1886. A recent examination shows the channels to be in good condition, and, in view of the smallness of the appropriation and the lateness of the season, it would be better to wait till next spring to see if the ice during the winter makes any marked changes in the channels before deciding where to apply the appropriation., The extension of the bulkheads along the water-fronts of the city of Newark seem to render unnecessary the dike projected at Middle Bar. In 1882 a project was started to put a dam across the river at Belle- ville to protect the interests of the water supply of Jersey City, but the matter has been in the hands of the courts for several years and noth- ing has been decided. The commerce of the Upper Passaic above Centre Street Bridge is considerable, consisting in brick, coal, lumber, lime, cement, sulphur, building-stone, ice, and sundries. The trade has materially increased of late years, and reference may be had to the commercial statistics published in Annual Report Chief of Engineers for 1884, Part I, page 739. APPROPRIATIONS. Date. Application. Amount. June 10, 1872 Dredging at Belleville Bar ............................................... $25, 000 Mar. 3, 1873 Dredging at Rutherford Park Bar .................. 25, 000 ........................... June 23, 1874 Dredging on all the bars above Belleville ...-..-....................... 20000 Mar. 3, 1875 Removing bowlders at Rutherford Park and Belleville.................... . - 20, 000 Aug. 14, 1876 Removing bowlders at Rutherford Park and Belleville... 10, 000 .......... June 18, 1878 Dredging at Holsman's Bar and removing obstructions... ..... 10,000 Mar. 3, 1879 Dredging above Passaic .......................... ................... 2, 000 June 14, 1880 Dredging between Midland & Erie Railroad Bridge ..................... 2,009 Aug. 2, 1882 ...... do......................................... .......... ......... ........ 7, 000 July 5, 1884 ...... do .................... ............................................. 3, 000 Aug. 5, 1886 Allotment................................................................ 2, 250 Total ...................... ... ...................... 126, 250 Amount expended, $123,762.04. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 797 Money statement. July 1, 1885, amount available-- .--......-......---.....-......---............---------------.... $2,272 26 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885 ....... -.................... . ...- . .....- .... -- 2,034 30 July 1, 1886, amount available .......................................... 237 96 Amount appropriated by act approved August 5, 1886 ......---......----........ 2, 250 00 Amount available for fiscal year ending June 30, 1887 ................... 2,487 96 Amount (estimated) required for completion of existing project..-..... 7,512 00 Amount that can be profitably expended inu fiscal year ending June 30,1888 7, 512 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. (2) Below Newark, New Jersey.-In a project of operations submitted April 18, 1879, for the Passaic River, it was recommended by General (then Col.) John Newton, Corps of Engineers, that a survey of the river should be made from the Midland Railroad Bridge to the mouth, as no survey of it had been made by the Engineer Department up to that time, except for a short distance below the Midland Railroad Bridge. The project was approved by the Chief of Engineers May 9.1879, and the survey was made under General Newton it. that year. The report upon the survey can be found in Annual Report Chief of Engineers for 1880, page 537. Soon after the report was made the Board of Trade of New- ark urged the deepening of the channel from the Pennsylvania Railroad Bridge to the mouth of the river, a distance of about 4 miles, and over which there existed at that time a minimum depth of about 7 feet in a narrow channel. As the commerce of Newark seemed to warrant a depth of 10 feet in the channel, General Newton submitted the follow- ing estimate for obtaining and maintaining a channel 200 feet wide and 10 feet deep at mean low water from the Pennsylvania Railroad Bridge to the mouth of the river in Newark Bay, as follows: Locality. Application. Amount. From Pennsylvania Railroad Bridge 28,000 cubic yards of dredging, at 20 cents .......... $5, 600 to Zinc Works. 1,500 linear feet of dike, at $8 ..................... 12, 000 100,000 cubic yards dredging, at 20 cents ........... 20, 000 From Zinc Works to Toll Bridge ... 1,200 linear feet of dike, at $8.................... 9,600 4.800 linear feet of pile dike at $7.50 ............... . 36, 000 168,000 cubic yards dredging, at 20 cents........... 32, 600 From TollFrom Bridge to N~ewark Bay. - 4,300 feet feet of 4,000 pile dike, of pile at $9........................ dike, at $12......................... 38,700 48, 000 Contingencies, engineering, &c.................... 30, 375 Total .................................... 232, 870 The proposed line of dike from the mouth into Newark Bay did not follow the old channel to the westward of Passaic Light, but swung out from the right bank in a gentle curve to the north and east of the light, which would not only increase the scour from the Passaic and Hacken- sack along the new channel, but reach the deep water of Newark Bay sooner. By the act of June 14, 1880, $30,000 were appropriated for this im- provement; and, after advertisement, bids were opened for the con- struction of 2,000 feet of the dike at the mouth, to be built of two rows of creosoted piles, set 8 feet apart from center to center and filled with stone, the piles to have a penetration of 20 feet, and a contract was let to the lowest bidder, Henry Du Bois Sons, at $9.25 per linear foot of dike. 798 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Work commenced November 26, 1880, and 2,002k linear feet of it was com)leted May 10, 1881. It was built in two sections, one of 1,143 and the other of 8594 feet, wyith a space of 4074 feet between them, where its line crossed the old channel. By act of March 3, 1881, $50,000 was appropriated, but it was decided not to commence dredging the channel along the dike till the whole 2,000 feet of dike should be completed. As soon as the contract for diking was closed, a contract was let, after advertisement, to Mr. E. M. Payn for dredging the channel along the line of the dike into Newark Bay, at 13.9 cents per cubic yard. The dredging was begun May 23, 1881, and by the close of the fiscal year 19,263 cubic yards of material had been excavated, giving a chan- nel 50 feet wide and 10 feet deep from the 8 foot curve in the river to the deep water in Newark Bay. This contract was closed August 24, 1881, and under it a total of 55,990 cubic yards had been excavated, giving a channel 10 feet deep and 125 feet wide. On June 23, 1881, proposals were opened, after advertisement, for con- tinuing the extension of the dike, and the contract was awarded to Henry Du Bois Sons, at $13.25 per linear foot. Work was commenced under this contract October 22, 1881, and closed January 31, 1882, dur- ing which time 2,0034 feet of dike was completed, giving ita total length of 4,0051 feet. Bids were opened October 18, 1881, for further dredging in the chan- nel, and the contract awarded to Elijah Brainard, the lowest bidder, at 104 cents per cubic yarn. Work under this contract commenced No- vember 14, 1881, and, with a three mou(nths' suspension in winter on ac- count of ice, was still in progress at the close of the fiscal year ending June 30, 1882, during which time 97,853 cubic yards of material were excavated, giving a channel 200 feet wide and 10 feet deep from the deep water of the bay 3,900 feet up-stream. Work under this contract continued up to November 26, 1882, when the contract was closed. The total amount of material excavated under it was 173,986 cubic yards, which carried the channel with full width and depth from the bay through the draws of the Newark and New York Railroad Bridge, and the outlet into the bay was widened to 400 feet for a few hundred feet. The act of August 2, 1882, al)pprolpriattd $43,000 for continuing the improvement, and, after advertisement, sealed proposals were opened September 1, 1882, for continuing dredging, and the contract was awarded to the lowest bidders, Morris & Cumings, at 224 cents per yard. Work was begun October 23, 1882, and continued up to and was still in progress at the close of the fiscal year ending June 30, 1883, the amount of material removed up to that time being 55,007 cubic yards. In order to give shipping the immediate benefit of the improved chan- nel, the width originally l)roposed of '200 feet was reduced to 130 feet for a distance of 1,000 feet above Newark and New York Railroad .the Bridge, and to 100 feet for a further distance of 6,000 feet up-stream. Up to the close of this fiscal year, under the different con tracts, a total of 284,992 cubic yards of material had been removed from the channel since the beginning of the work, and ihe original amount estimated to give a 10-foot channel 200 feet widle from the mouth up to the Pennsyl- vania Railroad Bridge was 291,000 cubic yards, measured in place; but owing to the material being measured in scows and to having to dig a little below the depth and the side slopes, the original estimate, it is stated on page 573, Annual Report Chief of Engineers for 1883, Part I, would have to be largely increased. APPENDIX E-REPORT OF LIEUT.-COL. MCFARLAND. 799 No appropriation was made during the fiscal year ending June 30, 1884, but with the balance of the appropriation of -1882 work was con- tinued under the contract with Morris & Cumings up to May 27, 1884, when the contract exp)ired. Since June 30, 1883, to that date 110,221 cubic yards of material were excavated, making a total number of yards removed from the channel under it of 165,228. With this a channel 10 feet deep and from 100 to 125 feet wide had been carried up-stream from the end of last year's work to the Pennsylvania Bridge. During the winter of 1883-'84 the shore end of the dike was damaged by ice, and $391.40 were spent on its repair by hired labor. In his annual report for 1884 Colonel Gillespie (then in charge) esti- mates that the completion of the existing project for dredging a 200-foot channel in the river 10 feet deep and building 5,000 feet of dike opposite the zinc works would cost $85,000, but he calls attention to the fact that shoals existed in Newark Bay with less water on them than in' the dredged channel of the river, and that if the 10 foot channel were ex- tended down the bay the cost would be, approximately- 8,000 feet of pile-diking, at $12 ............................................ $96,000 100,000 cubic yards dredging, at 25 cents..... ........................... 25,000 Total--------......--......----............------------....------...------------------...........-----....--..... 121,000 and that therefore $150,000 (exclusive of the $25,000 appropriated by act of July 5, 1884) was asked for to complete a channel 200 feet wide and 10 feet deep in the river and through the shoals in the bay. This appropriation of July 5, 1884, was wholly applied to the bay. After advertisement, sealed proposals were opened September 17,1884, and a contract was awarded to Henry 1)u Bois Sons, the lowest bidder, for building 700 feet, more or less, of dike extension, at $18 per foot, and for dredging 70,000 cubic yards, more or less, from the shoal in Newark Bay. Work on the extension of the dike commenced November 13, 1881, and 699 feet had been completed by May 15, 1885, when the contract was closed. This extension gave the dike a total completed length of 4,705 feet. Du Bois's contract for dredging was extended to September 1, 1885, and on the 30th of June, 1885, 34,509 cubic yards of material had been excavated, giving a channel through the shoal of 10 feet deep at mean low water, 100 feet wide, and 2,000 feet -long. The dike, at a point about 2,000 feet from the shore end, was dam- aged during the winter by an ice-jam, and arrangements were being made to have it repaired by the contractors. No appropriation was made during the year ending June 30, 1886, but with the balance of the appropriation of 1884 dredging the shoal in the bay was coutinued under the contract in force up to December 19, 1885, during which time 28,056 cubic yards were excavated, making a total excavated from this shoal under the contract of 62,565 cubic yards, and giving a channel through the shoal of 2,000 feet long, 200 feet wide, and 10 feet deep, so that 10 feet at mean low water could be carried up to Newark Bay and up the Passaic River to the Pennsylvania Railroad Bridge in Newark., The repairs necessary to the dike mentioned in 1885 were made by hired labor at a cost of $1,309.65. Of the existing project, at the close of the fiscal year ending June 30, 1886, the following work remained to be done: Extension of the dike in Newark Bay 7,300 feet, and a light extension 1,000 feet long built at the head of the dike to protect the bank. 800 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The dike in the river opposite the zinc works, 5,000 feet long, has not been commencel, and the channel from the Newark and New York Railroad Bridge up to the Pennsylvania Railroad Bridge, which now has a width of from 100 to 130 feet, should be dredged to full width of 200 feet. The estimated cost of this work is given in 1884 as $125,000. A recent examination shows the dike and the channels to be in good condition, and the allotment of $24,000 from the appropriation of August 5, 1886, for this part of the river and the bay will be applied to extending the dike in Newark Bay southward, at ruling rates hereto- fore. This amount should build about 1,000 feet, and leave a little over for any contingencies that may arise. The city of Newark has a population of 150,000 persons and has 1,400 manufacturing establishments. The commerce of the river has slightly increased since the improve- ment commenced, and is done mostly in vessels drawing over 10 feet, and steamboats. In 1882, 22,000 vessels passed the draw of the Newark and New York Railroad, with freight worth $1,000,000. In 1883, 20,581 vessels passed the draw of the Newark and New York Railroad, with freight worth $1,000,000. In 1884, 22,986 vessels passed the draw of the Newark and New York Railroad, with freight worth $1,200,000. During the past two years it has been said to be about the same. APPROPRIATIONS. Date. Application. Amount. June 14,1880... Building 4,006 feet of dike at the mouth ................................... $30, 000 March 8, 1881.. Dredging at the mouth and up the river................... ............ 50,000 August 2, 1882 Dredging in the river.... 43, 000 July 5, 1884.... Building 699 feet of dike at mouth and dredging in Newark Bay..... . 25, 000 August 5, 1886. Allotment ......... ........................................... 24, 000 172, 000 SAmount expended, $147,427.18. The original estimate was $232,875. But this did not include the $121,000 estimated to be required in the modified estimate of 1884 for continuing the improvement through the shoal in Newark Bay. Passaic River is in the collection district of Newark, which is the nearest port of entry; nearest light-house, Passaic Light, at the lower end of the dike in Newark Bay. Fort Tompkins is the nearest fort. Amount of revenue collected during the fiscal year ending June 30, 1886, $2,326.70. Money statement. July 1, 1885, amount available.............................. ...... 6,711 12 July 1, 1886, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1885..-........-..........................---------...... 6,138 30 ------------ July 1, 1886, amount available...-..-.................................... 572 82 Amount appropriated by act approved August 5, 1886 ....-----------............... - 24,000 00 Amount available for fiscal year ending June 30, 1887.................... 24,572 82 Amount (estimated) required for completion of existing project........ 181,875 00 Amount that can be profitably expended in fiscal year ending June 30, 1888 125, 000 00 Submitted in compliance with requirements of section 2 of river and harbor acts of 1866 and 1867. INDEX. Page. SUBJECT. Part I. Part IL Part III. A. Advisory Harbor Commission at Philadelphia......... 123 849 Ahnapee Harbor, Wis., improvement of............... 297 1662 Alabama River, improvement of...................... 201 1171 Allegheny River, Pa., improvement of ................ 273 1544 Allegheny River, look and dam at Herr's Island....... 273 1545 Alpena Harbor, Mich., improvement of ............... 321 . 1825 Altamaha River, Ga., improvement of ...... ......... 186 1105 Amite River, La., improvement of................... 213 1239 Annapolis Harbor, Md., improvement of ............. 134 877 Ann, Cape, Mass., construction of harbor of refuge at Rockport .............. ......................... 67 580 Apalachicola Bay, Fla., improvement of............193 1140 Apalachicola River, Fla., improvement of ............ 196 1153 Appomattox River, Va., improvement of............. 150 958 Aqueduct bridge across Potomac at Georgetown, exam- ination of.......................................... 148 931 Aransas Pass and Bay, Tex., improvement of ......... 226 1330 Archer's Hope River, Va., improvement of ............ 152 962 Arkansas River, from Fort Gibson to Wichita, survey of ............................................... 244 1391 Arkansas River, from Little Rock to its mouth, survey of .......................................... 244 1389 Arkansas River, at Pine Bluff, improvement of........ 238 1375 Arkansas River, operations of snag-boats on .......... 238 1371 Ashland Harbof, Wis., in Ashland Bay, Lake Superior, examination and survey of......................... 301 1674 Ashley River, S. C., improvement of .................. 179 1080 Ashtabula Harbor, Ohio, improvement of ............. 337 1871 Au Sable Harbor, Mich., improvement of ............. 321 1825 -B. Baltimore, defenses of ............................... 28 Baltimore Harbor, improvement of entrance to........ 133 874 Bangor Harbor, Me., improvement of................. 55 530 Battalion of Engineers ............................... 53 489 Bay of Superior, Wis., improvement of............. 288 1632 Bayou Bartholomew, La. and Ark., improvement of... 231 1353 Bayou Black, La., improvement of ............ 217 ..-----------------..... 1261 Bayou Bmuf, La., improvement of .................... 231 1354 Bayou Courtableau, La., improvement of............. 218 1263 Bayou D'Arbonne, La., improvement of ............... 232 1356 Bayou La Fourche, La., improvement of.............. 219 1266 Bayou Macon, La., improvement of ............... 232 1355 Bayou Pierre, La., survey of ......................... 229 1343 Bayou Teche, connecting with Grand Lake............ 216 1259 Bayou Teche, La., improvement of ................. 215 1245 Bayou Terrebonne, La., improvement of............. 219 1264 Beaufort, N. C., to New Berne, inland navigation be- tween, improvement of.......................... 163 983 Beaufort, N. C., defenses of........................ 33 Beaufort Harbor, N. C., improvement of .............. 164 986 1 2 INDEX. Page. SUBJECT. Part I. Part II. Part III. Belfast Harbor, Me., improvement of.............. . 56 535 Belle River, Mich., ice harbor at .................... .324 1837 Big Black River, Miss., improvement of.............. 236 •1365 Big Hatchie River, Tenn., improvement of ........... 236 1366 Big Sandy River, W. Va. and Ky., improvement of.... 284 1618 Big Sunflower River, Miss., improvement of .......... 234 1359 Biloxi, Miss., improvement of harbor at ....209 1205 Black Lake Harbor, Mich., improvement of........ .. 314 1768 Black River, Ark. and La., improvement of .......... 230 1351 Black River, Ark. and Mo., improvement of......... 240 1377 Black River Harbor, Ohio, improvement of........... 333 1861 Black Rock Harbor, Conn., improvement of .......... 87 646 Black Warrior River, Ala., improvement of........... 208 1199 Blackwater River, Va., improvement of...... ........ 152 961 Block Island, R. I., construction of harbor of refrge at. 77 609 Board of Engineers, special, on fortifications, &c ...... 499 Board of Engineers for Fortifications and for River and Harbor Improvements...... ....... .... -...... 48 Bmuf River, La., improvement of ................. 231 1354 Boston, Mass., defenses of.............. ........... 12 Boston Harbor, Mass., improvement of.... ...... . 63 564 Brazos River, Tex., improvement of mouth of......... 225 1327 Brazos Santiago, Tex., improvement of harbor at...... 226 1334 Breton Bay, Md., improvement of................... 140 901 Bridge, Aqueduct, at Georgetown, D. C., examination of. 148 931 Bridge, new, across Potomac River at Washington, D. C., plans for........................................892 Bridge across Alabama River at Selma, Ala........... 370 2136 Bridge across Mississippi River at Keithsburg, Ill..... 369 2111 Bridge across Mississippi River at Minneapolis, Minn.. 369 2111 Bridge across Ohio River at Cairo, Ill................. 369 2116 Bridge across Ohio River at Henderson, Ky.......... 370 2137 Bridging navigable waters of the United States....... 369 2111 Bridgeport Harbor, Conn., improvement of............ 86 644 Broad Creek, Del., improvement of ................ 128 863 Broadkiln River, Del., improvement of.............. 128 862 Brown, Fort, Tex., protection of river bank at........ 227 1386 Brunswick Harbor, Ga., improvement of ........... .. 187 1112 Buckbannon River, W. Va., improvement of.... ...... 286 1624 Buffalo Bayou, Tex., improvement of.................. 225 1325 Buffalo Harbor, N. Y., improvement of................340 1881 Burlington Harbor, Vt., improvement of.............349 1903 Buttermilk Channel, New York Harbor, improvement of ......... ............................... 97 720 C. Cahaba River, Ala., improvement of ............... 202 1173 Calcasieu River and Pass, La., improvement of....... 220 1276 Caloosahatchee River, Fla., improvement of .......... 196 1152 Calumet Harbor, Ill., improvement of................307 I 1 1704 Calumet River, improvement of .................... 308 1707 Canal at the Cascades, Columbia River, Oreg., con- struction of................. .................. 358 1942 Canal at Des Moines Rapids, Mississippi River........ 253 1465 Canal, Hennepin, additional surveys for.............309 1708 Canal, Louisville and Portland, operating and main- taining..................... ............ 277 1574 Canal, Muscle Shoals, Tennessee River, construction of. 265 1510 Canal, Saint Clair Flats, Mich............. ..... .. 324 1837 Canal, Saint Mary's Falls, Mich .. . ........... 319 1783 Canarsie Bay, N. Y., improvement of ................ 101 746 Cane River, La., improvement of...................230 1349 INDEX. 3 Page. SUBJECT. Part I. Part II. Part III. Caney Fork River, Tenn., improvement of ............ 269 1523 Cape Ann, Mass., construction of harbor of refuge at Rockport .............------------------------------ 67 580 Cape Fear Diver, N. C., improvement of, below Wil- ....-......-............................ mington--- .... 168 1000 Cape Fear River, N. C., improvement of, from Wil- mington to Fayetteville ....................... 166 995 Cedar Keys Harbor, Fla., improvement of............. 195 1148 Cedar River, Mich., improvement at mouth of ....... 293 1650 Channel between Staten Island and New Jersey, im- provement of .................................... 110 788 Charenton Canal, Saint Mary's Parish, La., improve- ment of........... ........................ 216 1259 Charleston, S. C., defenses of.... .. ..... 34 Charleston Harbor, S. C., improvement of . . 176 1063 Charlevoix Harbor, Mich., improvement of ........... 309 . 1755 Charlotte Harbor, N. Y., improvement of .. ---........... 342 1887 Chattahoochee River, Ala. and Ga., improvement of... 200 1168 Cheboygan Harbor, Mich., improvement of........... 320 1824 Cheesequakes Creek, N. J., improvement of........... 106 763 Chehalis River, Wash., improvement of. ............. 364 2009 Chesapeake Bay, removals of wrecks in .............. 135 878 Chester River, Md., at Kent Island Narrows, improve- ment of........................................... 130 866 Chester River, Md., from Spry's Lauding to Crumpton, improvement of.... ........................ 130 8t66 Chicago Harbor, Ill., impiovement of.................306 1701 Chickahominy River, Va., improvement of. 145 920 Chippewa River, Wis., improvement of.............. 258 1486 Chippewa River at Yellow Banks, Wis., improvement of................................................. 259 1488 Choctawhatchee River, Fla. and Ala., improvement of. 203 1176 Choptank River, Md., improvement of ............... 131 868 Cincinnati, Ohio, construction of ice harbor near..... 275 1549 Clearwater River, Idaho, improvement of Lower..... 360 1952 Cleveland Harbor, Ohio, improvement of............ 394 1863 Clinch River, Tenn., improvement of................268 1521 Clinton Harbor, Conn., improvement of................ 83 634 Clinton River, Mich., improvement of entrance to.... 32.5 1842 Coanjok Bay, N. C., improvement of................. 154 965 Cocheco River, N. H., improvement of............... 59 548 Cohansey Creek. N. J., improvement of.............. 122 847 Colorado River, Cal. Nev. and AriS., improvement of.. 356 1929 Columbia River, Oreg., construction of canal at the Cascades .................................... 358 1942 Columbia River, Oreg., defenses of .................. 47 Columbia River, Lower, Oreg., improvement of....... 357 1938 Columbia River, Oreg., improvement of mouth of...... 360 1971 Columbia River, Upper, and Snake River, Oreg., im- provement of .................................... 359 1949 Columbia River, above mouth of Snake River, survey of 360 1953 Columbia River, Oreg., water-gauges on Lower........ 365 2010 Conecuh-Escambia River,Fla. and Ala., improvement of 203 1175 Conneaut Harbor, Ohio, improvement of ............. 338 1873 Connecticut River, above Hartford, Conn., improve- ment of ..- -...................................... 81 623 Connecticut River, below Hartford, Conn., improve-t ment of........................................... 82 625 Contentnia Creek, N. C., improvement of............. 159 973 Coosa River, Ala. and Ga., improvement of........... 200 1165 Coosawattee River, Ga., improvement of............. 199 1165 4 INDEX. Page. SUBJECT. Part I. Part II. Part III. Coos Bay, Oreg., improvement of entrance to ...... 361 1989 Coquille River, Oreg., improvement of mouth of...... 362 2003 Corsica Creek, Md., improvement of.................. 131 867 Courtableau Bayou, La., improvement of ............. 218 1263 Cowlitz River, Wash., &c., improvement of........... 359 1952 Cumberland River, above the mouth of the Jellico, Ky., improvement of-......-...............-....-- ....--- .... 267 1517 Cumberland River, Ky., South Fork of, improvement of. 270 1525 Cumberland River, Tenn. and Ky., improvement of.. . 266 1515 Cumberland Sound, Fla. and Ga., defenses of ......... 37 Cumberland Sound, Fla. and Ga., improvement of en- trance to .......................................... 189 1118 Currituck Sound, improvement of .................... 154 965 Cypress Bayou, Tex. and La., improvement of ........ 229 1347 D. Dan River, Va. and N. C., improvement of...... ...... 146 925 D'Arbonne Bayou, La., improvement of............... 232 1356 Davis Island, lock and dam, Ohio River, operating and care of ............................................ 272 1540 Defenses of the northern frontier.....................5 Defenses, sea-coast and lake frontier, general remarks on and estimates for................................ 4 Delaware Breakwater Harbor, improvement of ........ 119 839 Delaware Bay, construction of ice-harbor.at head of... 118 834 Delaware Bay and River, removal of wrecks from..... 123 847 Delaware River: between Trenton and its mouth, improvement of.. 113 801 at Schooner Ledge, improvement of .............. 115 828 near Cherry Island Flats, improvement of........ 115 829 Des Moines Rapids Canal, Mississippi River, operating and care of-..................................... - 254 1468 Des Moines Rapids Canal, Mississippi River, dry dock at............................................. 254 1477 Des Moines Rapids, Mississippi River, improvement at. 253 1465 Detroit River, Mich., improvement of ------------- 326 1842 Dorcheat Bayou, La., improvement of ................ 230 1350 Dry Tortugas Harbor, Fla., defenses at...............39 Dubuque, Iowa, improvement of harbor at............ 252 1424 Dubuque, Iowa, ice-harbor at ..................... 252 1426 Duck Creek, Del., improvement of....................126 859 Duck River, Tenn., improvement of..................269 1523 Duluth Harbor, Minn., improvement of............... 287 1627 Dunkirk Harbor, N. Y., improvement of .............. 338 1874 Duties and rank of officers of the Corps of Engineers. 375 E. Eagle Harbor, Mich., improvement of ................ 291 1643 East Chester Creek, N. Y., improvement of-----............ 91 663 East River, N. Y., removal of obstructions from....... 95 675 Echo Harbor, New Rochelle, N. Y., improvement of... 89 655 Edenton Bay, N. C., improvement of................ 154 963 Edisto River, S. C., improvement of.................. 179 1082 Elizabeth River, N. J., improvement of............... 110 785 Elk River, W. Va., improvement of .................. 281 1598 Engineer depot and post at Willets Point............. 52 471 Engineers, battalion of.... - - . ..----------- 53 489 Engineers, Board of, for Fortifications and for River and Harbor Improvements................... ...... 48 Engineers, School of Application at Willets Point, N.Y. 52 471 Erie Harbor, Pa., improvement of ........ ......... 339 1879 INDEX. 5 Page. SUBJECT. Part I. Part II. Part IIL Escambia River, Ala., and Fla.. improvement of- .... 203 1175 Estimates for surveys and examinations, and contin- gencies of rivers and harbors...................--------------------.... 365 Explorations and reconnaissances in military divisions ------------------------------ 372 and departments................................. Explorations and reconnaissances, estimates for, in military divisions and departments........373 F. Fairport Harbor (Grand River), Ohio, improvement of. 336 1868 Falls of Saint Anthony, Minn., preservation of ....... 255 1479 Falls of the Ohio River, improvement of, navigation at 276 1569 Feather River, Cal., improvement of ................. 355 1926 Fernandina and Saint John's River, Fla., deepening the inside passage between ........................ 190 1124 Fishways at Great Falls of Potomac River...........368 2061 199 1162 Flint River, Ga., improvement of .................------------------.... Flushing Bay, N. Y., improvement of.................91 661 Fort Brown, Tex., protection of river bank at........ 227 1336 Fortifications, report of special board on............... 50 499 Fox and Wisconsin rivers, improvement of ......... 304 1686 Frankford Creek, Pa., improvement of...... ........ 116 829 Frankfort Harbor, Mich., improvement of............310 1737 French Broad River, N. C., improvement of ........... 147 929 French Broad River, Tenn., improvement of.......... 268 1520 G. Galveston, Tex., defenses of .......................... 45 Galveston Bay, ship channel in, improvement of ...... 224 1322 Galveston Harbor, Tex., improvement of entrance to . 223 1291 Gasconade River, Mo., improvement of ............... 247 1396 Gedney's Channel, New York Harbor, N.Y............ 98 724 Georgetown and Washington harbors, D. C., improve- ment of .......................................... 135 879 Georgetown Harbor, S. C., improvement of........... 172 1027 Qoose Rapids, Red River of the North, Minn. and Dak. 262 1500 Gowanus Bay, N. Y., improvement of...... ........... 98 722 Grand Haven Harbor, Mich., improvement of......... 314 1766 Grand Marais, Mich., harbor of refuge at.............. 292 1646 Grand Marais, Minn., improvement of, harbor at ...... 289 1637 Grand River, Mich., improvement of ......... ....... 314 1766 Grass River, N. Y., improvement of, at Massena ....... 347 1898 Great Kanawha River, W. Va., improvement of...... 279 1589 Great Kanawha River, W. Va., construction of harbor 275 1550 of refuge at mouth of ............................--------------------------. Great Pee Dee River, S. C., improvement of ........... 169 1017 Great Sodus Harbor, N. Y., improvement of............ 344 1890 Green Bay, Wis.. improvement of harbor at............ 296 1658 Green Jacket Shoal, Providence River, R. I., removal of 75 605 Greenport Harbor, N. Y., improvement of ............. 90 658 Guyandotte River, W. Va., improvement of............ 285 1622 H. Hampton Roads, Va., defenses of..................30 Harbor of refuge, Block Island, R. I., construction of. 77 609 Harbor of refuge, Bell River, Mich., construction of... 324 1837 Harbor of refuge near Cincinnati, Ohio, construction of. 275 1549 Harbor of refuge, Grand Marais, Mich................. 292 1646 Harbor of refuge, Great Kanawha River, W. Va., con- struction of ............... .................... 275 1549 INDEX. Page. SUBJECT.Pae Part I. Part II. Part III. Harbor of refuge, Lake Pepin, Mississippi River, con- struction of........................................251 1422,1424 Harbor of refuge, Milwaukee Bay, construction of .... 301 1679 Harbor of refuge, Portage Lake, Lake Michigan, con- struction of ----------------------------------- .. 310 1758 Harbor of refuge, Sand Beach, Lake Huron .......... 322 1829 Harbor of refuge, Sandy Bay, Cape Ann, Mass., con- struction of..................................... 67 580 Harbor of refuge, Stonington, Conn., construction of. 78 614 Harbor of refuge, Sturgeon Bay Canal, Wis., construc- tion of............................................ 296 1660 Harbor of refuge, Wood's Holl, Mass., construction of. 69 591 Harlem River, N. Y., improvement of................. 94 672 Hay Lake Channel, Saint Mary's River, Mich., im- provement of ...................................... 318 1777 Hell Gate, N. Y., improvement of navigation at....... 95 675 Hennepin Canal, additional surveys of.... ..... 309 1708 Hiawassee River, Tenn., improvement of -........ 267 1519 Horn Island Pass, Miss., improvement of .. 210 1206 Housatonic River, Conn., improvement of ............. 85 642 Hudson River, N. Y., improvement of-.... .. 92 665 Humboldt Bay and Harbor, Cal., improvement of....... 353 1919 Huron Harbor, Ohio, improvement of.. ............. 332 1858 Hyannis Harbor, Mass., improvement of.. 68.......... 585 I. Ice-harbor at Belle River, Mich., construction of ...... 324 1837 Ice-harbor, near Cincinnati, Ohio, construction of-..... 275 1549 Ice-harbor at head of Delaware Bay..................118 834 Ice-harbor at Dubuque, Iowa........................-----------. 252 1426 Ice-harbor at Marcus Hook, Pa., construction of-...... 117 832 Ice-harbor at mouth of Muskingum River.............274 1546 Ice-harbor at New Castle, Del...... .... .. 125 858 Illinois River, improvement of.. ....... 308 1705 ---------------- Indian River, Del., improvement of........... 129 864 Inland navigation from New Berne to Beaufort, N. C., improvement of......---................----........ 163 983 Inside passage between Fernandina and Saint John's River, Fla., improvement of...... .................. 190 1124 J. James River, Va., improvement of .................... 137 887 Jetties at South Pass of the Mississippi River, inspec- tion of.............-...................... . ..... .... 212 1225 Jonesport, Me., improvement of Moos-a-bec Bar at .... 55 533 K. Kanawha River, Great, improvement of ....-.......... 279 1589 Kanawaha River, Great, construction of harbor of refuge at mouth of................................. 275 1550 Kanawha River, Little, improvement of.. .... 285 1623 Kennebec River, Me., defenses of ..................... 8 Kennebunk River, Me., improvement .............. of-------------- 57 543 Kenosha Harbor, Wis., improvement of............... 303 1684 Kent Island Narrows, Md., improvement of.----------130 866 Kentucky River, Ky., improvement of-......-......-- --- .... 282 1603 Kentucky River, Ky., operating and keeping in repair lock and dams on.................................. 283 1610 Kewaunee Harbor, Mich., improvement of............ 297 1663 INDEX. Page. SUBJECT. Part I. Part II. Part III. Keyport Harbor, N. J., improvement of ............... 105 760 Key West, Fla., defenses of........................38 Key West, Fla., improvement of harbor at...... ...... 194 1144 L. La Fourche Bayou, La., improvement of............ 219 1266 La Grange Bayou, Fla., improvement of ............. 204 1178 Lake Bisteneau, La., improvement of................ 230 1350 Lake City, Minn., construction of harbor of refuge at.. 251 1424 Lake Huron, harbor of refuge on, at Sand Beach, Mich. 322, 1829 Lakes, northern and northwestern, issue of charts of.. 371 L'Anguille River, Ark, improvement of .............. 243 1388 Laws of Forty-ninth Congress, first session, affecting Corps of Engineers............................. 395 Leonardtown Harbor, Md., improvement of ........... 140 901 Lewes, Del., construction of piers at ................ 118 836 Little Harbor, at Portsmouth, N. H., improvement of.. 59 Little Kanawha River, W. Va., improvement of ...... 285 1623 Little Narragansett Bay, R. I., and Conn., improve- ment of........................................... 78 613 Little Sodus Harbor, N. Y., improvement of.......... 344 1891 Little Tennessee River, improvement of............270 1524 Loggy Bayou, La., improvement of................... 230 1350 Louisville and Portland Canal, operating and main- taining ....................................... 277 1574 Lower Clearwater River, Idaho, improvement of --......- 360 1952 Lower Willamette and Columbia rivers, Oreg., im- provement of......................................357 1938 Lubec Channel, Me., improvement of ................. 54 527 Ludington Harbor, Mich., improvement of............ 312 1761 Lynn Harbor, Mass., improvement of................. 65 577 1'. Malden River, Mass., improvement of.. .......... 66 579 Mamaroneck Harbor. N. Y., improvement of........ 90 657 Manasquan River, N. J., improvement of............. 102 751 Manatee River, Fla., improvement of............... 195 1150 Manistee Harbor, Mich., improvement of............. 311 1759 Manistique Harbor, Mich., improvement of......... 293 1649 Manitowoc Harbor, Wis., improvement of............. 299 1667 Mantua Creek, N. J., improvement of................ 121 844 Maps, military and geographical, preparation of...... 371 Marcus Hook, Pa., improvement of ice-harbor at...... 117 832 Marquette Harbor, Mich., improvement of ............ 291 1645 Matagorda Bay, Tex., improvement of entrance to... 225 1328 Mattaponi River, Va., improvement of ................ 143 915 Mattawan Creek, N. J., improvement of.............. 105 761 Maurice River, N. J., improvement of ............... 124 855 Meeker's Island, Minn., lock and dam at............. 257 1485 Meherrin River, N. C., improvement of............... 155 965 Menomonee Harbor, Mich. and Wis., improvement of . 294 1652 Merrimac River, Mass., improvement of .............. 61 560 Michigan City Harbor, Ind., improvement of.......... 316 1774 Military and geographical maps printed .............. 371 Milford Harbor, Conn., improvement of .............. 85 640 Milwaukee Bay, construction of harbor of refuge at... 301 1679 Milwaukee Harbor, Wis., improvement of ............ 302 1680 Minnesota River, Minn., improvement of ............ 260 1494 Mispillion Creek, Del., improvement of............... 127 861 Mississippi (Lower) and Missouri rivers, operations of snag-boats on----...........-.... ............... 244 1393 8 INDEX. Page. SUBJECT. Part I. Part II. Part III. Mississippi River: above Falls of Saint Anthony, improvement of.... 256 1483 at Des Moines Rapids, improvement of ........... 253 1465 at Dubuque, Iowa, improvement of ------------- 252 1424 at Falls of Saint Anthony, improvement of-- ....----.... 255 1479 at Lake Pepin, construction of harbor of refuge-.. 251 1422,1424 at Meeker's Island, Minn., construction of lock and dam........................................... 257 1485 at Rock Island Rapids, improvement of ..-........ 252 1427 between the mouths of the Illinois and Ohio rivers, improvement of.............--- ----------- 249 from Des Moines Rapids to mouth of Illinois River, improvement of .................-.............. 249,251 1422 from Saint Paul to Des Moines Rapids, improve- ment of.....................------.---.---- . 250 1412 improvement of South Pass, inspection of ........ 212 1225 reservoir at sources of--.... ...- _.--........ 363 1501 snag-boats on, operations of...... ................ 244 1393 Upper, operations of snag-boats on---------............... 250 1403 water-gauges on .........................- - .... 237 1368 Mississippi River Commission, report of..............-247 2143 Mississippi Sound, defense of.............42 Missouri River : between Sioux City and Fort Benton, improve- ment of------------------------- ..................................------- 248 snag-boats on, operations of.-------------------245 1394 Missouri River Commission, report of.---.------------ 248 2167 Mobile, Ala., defenses of............................-. 41 Mobile Harbor, Ala., improvement of--...-.......... 205 1183 Mollumne River, Cal., improvement oft........... 355 1924 Monbngahela River, improvement of. . . .... 273 1542 Monongahela River, operating and care of lock and dam No. 9- ............... ..------- _.._..---- 273 1543 Monroe Harbor, Mich., improvement ----------------- 326 1847 Moose-a-bee Bar, Jonesport, Me., improvement of..... 55 533 Mount Vernon, Va., improvemeat of channel at....... 139 899 Movable dam at Davis Island, Ohio River ------------ 272 1540 Muscle Shoals Canal, Tennessee River, construction of. 265 1510 MuskegonHarbor, Mich., improvement of ............ 313 1764 Muskingum River, construction of ice-harbor at-...... 274 1546 Muskingum River, Ohio, improvement of..........--.. 274 1547 Muskingum River, Ohio, examination and survey of.. 276 1551 N. Nantucket Harbor, Mass., improvement of ............ 68 587 Narragansett Bay, defenses of--... . .-.. 14 Narragansett Bay, R. I., improvement of .............. 74 602 Neabsco Creek, Va., improvement of Neches River, Tex., improvement of...... ..... .......... 140 901 222 1288 Neuse River, N. C., improvement of- ...... 162979 New Bedford, Mass., defenses of... .- .---------- 14 New Berne and Beaufort, N. C., inland navigation be- tween, improvement of .------------------------ . 163 983 Newburyport Harbor, Mass., improvement of ......... 60 557 New Castle, Del., ice-harbor at---....................... --- 125 858 New Haven Harbor, Conn., construction of break- ......----------......---......-----------......---......---------......---...... water at----- 84 639 New Haven Harbor, Conn., defenses of ................ 17 New Haven Harbor, Conn., improvement of-------- ......... L. 84 636 New London Harbor, Conn., defenses of............... 15 New London Harbor, Conn., improvement of.......... 83 632 New Orleans, La., defenses of ....................... 42 INDEX. 9 Page. SUBJECT. Part I. Part II. Part III. Newport Harbor, R. I., improvement of..............75 606 New River, N. C., improvement of.................... 165 991 New River, Va., and W. Va., improvement of......... 281 1599 New Rochelle Harbor, N. Y., improvement at......... 89 654 Newtown Creek, N. Y., improvement of..................... 96 717 New York Harbor, defenses of........................17 New York Harbor, Gedney's Channel in, improvement of ............................................. 98 724 Niagara River, N. Y., improvement of.................341 1884 Nomini Creek, Va., improvement of................ 141 903 Nootsack River, Wash., improvement of............364 2007 Norfolk Harbor, Va,, and its approaches, improvement of ............................ .... 148 951 Northern frontier, defenses of ........................ 5 Northern and Northwestern Lakes, issue of charts of.. 371 North Landing River, Va., and N. C., improvement of. 153 962 North River Bar, Currituck Sound, N. C., improve- ment of.-.......................... 154 965 Norwalk Harbor, Conn., improvement of........... 88 649 Nottaway River, Va., improvement of ................ 151 961 Noxubee River, Miss., improvement of................208 1201 0. Oakland Harbor, Cal., improvement of................350 1907 Oak Orchard Harbor, N. Y., improvement of.......... 342 1886 Obstructions to navigation, remarks on removal of... 81 619 Ocmulgee River, Ga., improvement of................198 1159 Oconee River, Ga., improvement of ................. 198 1161 Oconto Harbor, Wis., improvement of............'....294 1653 Office of the Chief of Engineers...................... 374 Officers of the Corps of Engineers, number of duties of 3 Ogdensburg Harbor, N. Y., improvement of........... 346 1895 Ohio River, construction of ice-harbor, near Cincin- nati.... ......................................... 275 1549 Ohio River, Davis Island lock and dam............. 272 1540 Ohio River, improvement of Indiana Chute at Falls of 276 1572 Ohio River, improvement of......................... 271 1528 Ohio River, improvement of falls of .................. 276 1569 Olcott Harbor, N. Y., improvement of ............... 341 1885 Old Town Creek, Miss., improvement of.............. 208 1200 Ontonagon Harbor, Mich., improvement of ......... 290 1641 Oostenaula River, Ga., improvement of ............ 199 1165 Osage River, Mo. and Kans., improvement of ......... 246 1395 Oswego Harbor, N. Y., improvement of.............. 345 1892 Otter Creek, Vt., improvement of .................. 350 1905 Ouachita River, La. and Ark., improvement of ...... 230 1351 P. Pamplico River, N. C., improvement of .............. 156 966 Pamunky River, Va., improvement of ............. 144 917 Pascagoula River, Miss., improvement of ............. 209 1203 Pascagoul River, Miss., from Moss Point to anchor- age in bay, examination and survey of............. 211 1215 Passaic River, N. J., above Newark, improvement of...- 111 793 Passaic River, N. J., below Newark, improvement of - 112 797 Pass Cavallo Inlet, Tex., improvement of ............. 225 1328 Patapsco River, Md., improvement of ............... 133 874 Pawcatuck River, R. I., improvement of.............80 616 Pawtucket River, R. I., improvement of .............. 73 598 Pearl River, Miss., improvement of, between Edinburg and Carthage............-....................211 1214 10 INDEX. Page. SUBJECT. Part I. Part II. Part III. Pearl River, Miss., improvement of, below Jackson .... 210 1207 Pearl River, Miss., improvement of, from Jackson to Carthage .......................................... 210 1212 Pease Creek,Fla., improvement of ......... 195 1146 Pee Dee River, Great, S. C., improvement of .......... 169 1017 Penobscot River, Me., defenses of.... ............... ..... 7. Penobscot River, Me., improvement of ................. 55 530 Pensacola Harbor, Fla., defenses of. ............. 40 Pensacola Harbor, Fla., improvement of...... ......... 204 1179 Pensaukee Harbor, Mich., improvement of............. 295 1656 Pentwater Harbor, Mich., improvement of..... 312 1762 Philadelphia Advisory Harbor Commission..........123 849 Philadelphia, Pa., defenses of........................25 Pier at Lewes, Del., construction of............... 118 836 Plattsburg Harbor, N. Y., improvement of............ 348 1902 Plymouth Harbor, Mass., improvement of............64 571 Portage Lake, Mich., construction of harbor of refuge at ................................................ 310 1758 Port Chester Harbor, N. Y., improvement of.......... 88 651 Port Clinton Harbor, Ohio, improvement of .......... 329 1854 Port Jefferson Harbor, L. I., N. Y., improvement of... 90 660 Portland Harbor, Me., defenses of..................... 8 Portland Harbor, Me., improvement of ............ 57 538 Portsmouth Harbor, N. H., defenses of................ 10 Portsmouth Harbor, N. H., improvement of..........58,546, 541 Port-warden's line at Philadelphia ................... 123 849 Port Washington Harbor, Wis., improvement of...... 300 1672 Post and depot at Willets Point ................... 52 471 Potomac River, improvement of, in vicinity of Wash- ington, D. C................. ................. 136 881 Potomac River, fish-ways at Great Falls of...........368 2061 Potomac River at Mount Vernon . ...... 139 899 Providence River, R. I., improvement of............ 74 602 Proviicetown Harbor, Mass., improvement of......... 65 574 Public buildings and grounds, District of Columbia.... 368 2075 Pultneyville Harber, N. Y., improvement of........... 343 1889 R. Raccoon River, N. J., improvement of... ........ 121 844 Racine Harbor, Wis,, improvement of ................ 30 1682 Rahway River, N. J., improvement of...........109 783 Rancocas River, N. J., improvement of............... 120 841 Rank and duties, officers of Engineers ................ 375 Rappahannock River, Va., improvement of.... ..... 142 906 Raritan Bay, N.J., improvement of ................. 106 765 Raritan River, N. J., improvement of................. 107 769 Reconnaissances and explorations and estimates for... 372 Red River, La., improvement of..................227 1337 Red River of the North, improvement of...... ....... 261 1496 Red River of the North, construction of lock and dam at Goose Rapids ............................ 262 1500 Red wood Harbor, Cal., improvement of .............. 352 1914 Reservoirs at sources of the Mississippi River and its tributaries, construction of.... ...... ............ 263 1501 Reservoirs at sources of the Mississippi River and its tributaries, surveys for............................. 264 1507 Rio Grande, Tex., protection of river banks at Fort Brown ....................................... 227 1336 River and harbor improvements.. ................ 53 Roanoke River, N. C., improvement of ..... 147 927 Rock Island Rapids, Mississippi River, improvement at. 252 1427 Rockland Harbor, Me., improvement of..............56 536 Rocky River, Ohio, improvement of..................334 1862 INDEX. 11 Page. SUBJECT. Part I. Part II. Part. III. Romerly Marsh, Ga., improvement of water-route through ......------..................................... -------- 185 1102 Rondout Harbor, N. Y., improvement of............. 94 670 Rouse's Point, N. Y., construction of breakwater at... 348 1899 S. Sabine Pass, Tex., improvement of ............. 221 1278 Sabine River, La. and Tex., improvement of.......... 222 1287 Sackett's Harbor, N. Y., improvement of ............. 346 1894 Saco River, Me., breakwater at mouth of ............. 58 546 Saco River, Me., examination and survey of .......... 60 552 Sacramento River, Cal., improvement of ............. 355 1926 Saginaw River, Mich., improvement of ............... 322 1826 Saint Anthony, preservation of Falls of...............255 1479 Saint Augustine Creek, Ga., improvement of..........185 1102 Saint Augustine, Fla., defenses of ................... 38 Saint Clair Flats Ship-canal, Mich., repairs of ........ 324 1837 Saint Clair Flats Ship-canal, Mich., operating and care of........... ................................ 325 1838 Saint Croix River, Wis. and Minn., improvement of... 259 1490 Saint Francis River, Ark., improvement of ........... 242 1382 Saint Jerome's Creek, Md., improvement of harbor 904 at .................................... ..- 141 Saint John's River and Fernandina, Fla., deepening 1124 inside passage between........................... 1 Saint John's River, Fla., improvement of bar at mouth of................................................ 190 1125 Saint John's River, Fla., Upper, improvement of...... 191 1133 Saint Jones River, Del., improvement of.............. 126 860 Saint Joseph's Harbor, Mich., improvement of........ 316 1771 Saint Mary's Falls Canal and Saint Mary's River, Mich., improvement of............................ 319 1783 Saint Mary's Falls Canal, Mich., dry-dock at ......... 320 1823 Saint Mary's Falls Canal, Mich., operating canal at... 319 1809 Saint Mary's River, Mich., improvement of Hay Lake Channel. .......................... ............- . . 318 1777 Salem River, N. J., improvement of ................. 122 846 Saline River, Ark.,"improvement of ........... ...... 243 1387 Salkiehatchie River, S. C., improvement of .......... 180 1084 Sand Beach, Mich., Lake Huron, harbor of refuge at.. 322 1829 San Diego, Cal., defenses of.......................... 45 San Diego Harbor, Cal., improvement of...---.......... 353 1917 Sandusky City Harbor, Ohio, improvement of......... 3:30 1855 Sandusky River, Ohio, improvement of .............. 331 1857 Sandy Bay, Cape Ann, Mass., harbor of refuge at...... 67 580 San Francisco, Cal., defenses of ...................... 45 San Francisco Harbor, Cal., removal of wreck from.... 352 1915 San Joaquin River, Cal., improvement of............. 354 1921 Santee River, S. C., improvement of...... .......... 173 1030 Saugatuck Harbor, Mich., improvement of ............ 315 1769 Saugerties Harbor, N. Y., improvement of............93 669 Savannah, Ga., defenses of ....................... 36 Savannah River and Harbor, Ga., improvement of .... 181 1087 Savannah River, Ga., above Augusta, improvement of.. 184 1100 Savannah River, Ga., below Augusta, improvement of ............................................. 183 1098 School of Application, Battalion of Engineers......... 53 489 Schuylkill River, Pa., improvement of .. . ...... 116 830 Scituate Harbor, Mass., improvement of -............ 62 562 Scuppernong River, N. C., improvement of ........... 158 969 Sea-coast and lake frontier defenses, general remarks on and estimates for.............................. 4 12 INDEX. Page. SUBJECT. Part I. Part II. Part III. Sheboygan Harbor, Wis., improvement of............. 299 1670 Sheepshead Bay, N.Y., improvement of ...--.-....... - 100 743 Shenandoah River, Va. and W. Va., improvement of... 139 891 Shrewsbury River N. J., improvement of.............. 103 756 Skagit River, Wash., improvement of................. 364 2007 Snag-boats on the Arkansas, operations of...........238 1371 Snag-boats on the Lower Mississippi and Missouri, operations of.. ............................ 244 1393 Snake River, Wash., improvement of ................ 359 1949 Snohomish River, Wash., improvement of ............ 364 2007 Snoqualmie River, Wash., improvement of...... . 364 2007 Sodus Harbor, N. Y., Great, improvement of ......... 344 1890- Sodus Harbor, N. Y., Little, improvement of .......... 344 1891 South Forked Deer River, Tenn., improvements of ... 237 1367 South Haven Harbor, Mich., improvement of ......... 315 1770 South Pass, Mississippi River, inspection of improve- ment at. ......-- ......---...................-...---...... 212 1225 Southport Harbor, Conn., improvement of ............ 87 648 South River, N. J., improvement of.... ............... 108 777 Staten Island, N. Y., improvement of New Jersey Channel . . . . . . . 110 788 Staunton River, Va., improvement of........ 145 146 922,924 Steele's Bayou, Miss., improvement of.........235 1363 Steilaquamish River, Wash., improvement of ........ 4 364 2007 Stockholm, Wis., construction of harbor of refuge at .. 251 1422 Stonington Harbor, Conn., improvement of ........... 78 614 Sturgeon Bay Canal, Wis., harbor of refuge at ........ 296 1660 Sumpawanus Inlet, L. I., N. Y., improvement of ...... 102 748 Sunflower River, Miss., improvement of.......234 1359 Superior Bay, Wis., improvement of .. ........ 288 1632 Survey of Northern and Northwestern lakes, issue of charts of...._................ .......... ......... 371 Surveys and examinations for improvement of rivers and harbors, estimates for ......................... 365 Surveys, additional, for Hennepin Canal.............. 309 1708 Susquehanna River, near Havre de Grace, Md., im- provement of ..................................... 129 864 Suwanee River, Fla., improvement of ................ 194 1143 Swanton Harbor, Vt., improvement of...... 348 1901 T. Tallahatchie River, Miss., improvement of ... ...... 234 1361 Tallapoosa River, Ala., improvement of...... ......... 201 1172 Tampa Bay, Fla., improvement of .................. 192 1137 Tampa Bay, Fla., removal of wreck from........ ... 199 1159 Tangipahoa River, La., improvement of .............. 213 1241 Tar River, N. C., improvement of.......... 156 966 Taunton River, Mass., improvement of...... .......... 72 595 Tchefuncte River, La., improvement of ............... 214 1242 Tchula Lake, Miss., improvement of .................. 234 1360 Teche Bayou, La., connection with Grand Lake, at Charenton......................................... 216 1259 Teche Bayou, La., improvement of ................... 215 1245 Tennessee River, above Chattanooga, improvement of. 264 1509 Tennessee River, below Chattanooga, improvement of. 265 1510 Tennessee River, Little, improvement of .............. 270 1524 Tensas River, La., improvement of....-............. 232 1355 Terrebonne Bayou, La., improvement of ............... 219 1264 Tickfaw River, La., improvement of.................. 215 1244 Thames River, Conn., improvement of .......... 82 629 Thunder Bay Harbor, Mich .......................... 321 1825 Ticonderoga River, N. Y., improvement of ............ 350 1905 INDEX. 13 Page. SUBJECT. Part I. Part II. Part III. Toledo Harbor, Ohio, improvement of .............. .. 327 1349 Tombigbee River, Ala., improvement of ............. 206 1196 Torpedo defense..................................... 50 Totusky River, Va., himprovement of.......... ........ 142 913 Tradewater River, Ky., improvement of..-.... -....... 284 1617 Trent River, N. C., improvement of................... 160 976 Trinity River, Tex., improvement of.................. 224 1323 Two Rivers Harbor, Wis., improvement of . .... 298 1665 'I. Umpqua River, Oreg., improvement of ................ 363 2005 Upper Columbia and Snake rivers, Oreg. and Wash., improvements of ................................. 359 1949 Upper Mississippi River, operations of snag-boats on.. 250 1403 Upper Thoroughfare, Deal's Island, and main......... 132 870 Upper Willamette River, Oreg., improvement of...... 258 1940 Urbana Creek, Va., improvement of .................. 143 914 V. Vermillion Harbor, Ohio, improvement of ............ 332 1859 Volusia Bar, Lake George, Fla., improvement of ...... 192 1135 we Wabash River, Ind., improvement of................. 277 1582 Waccemaw River, N. C., improvement of ............. 170 1022 Wachita River, Ark. and La., improvement of ........ 230 1351 Wacissa River, Fla., examination and survey of....... 212 1220 Wappoo Cut, S. C., improvement of..............178 1077 Wareham Harbor, Mass., improvement of. ............ 70 593 Warren River, R. I., improvement of ................ 75 605 Warrior River, Ala., improvement of................. 206 1193 Washington Aqueduct, D. C ....................... 365 2013 Washington, D. C., defenses of...................... 29 Washington and Georgetown harbors, D. C., improve- ment of....................................... 135 879 Washington, D. C., improvement of Potomac River at. 136 881 Washington, D. C., increasing water supply of ....... 366 2021, 2043 Wateree River, S. C. improvement of................. 174 1053 Water-gauges on Mississippi River and its tributaries. 237 1368 Water-gauges on Columbia River, Oreg., and tribu- taries...................... .................. 365 2010 Waukegan Harbor, Ill., improvement of ............. 303 1685 Westport Harbor, Mass., improvement of.............70 592 White River, Ark., improvement of.. .................. 240 1378 White River, Ark., above Buffalo Shoals, improve- mentof........................................... 241 1381 White River Harbor, Mich., improvement of ......... 313 1763 White River, Ind., improvement of................... 279 1586 Wicomico River, Md., improvement of............... 132 869 Willamette River, Lower, Oreg., improvement of ..... 357 1938 Willamette River, Upper, Oreg., improvement of .. 358 1940 Willets Point, N. Y., engineer post and depot at...... 53 489 Wilmington Harbor, Cal., improvement of............351 1911 Wilmington Harbor, Del., improvement of............124 857 Wilmington, N. C., defenses of. .......................... 34 Wilson Harbor, N. Y., improvement of ................ 341 1885 Wisconsin and Fox rivers, improvement of ........... 304 1686 Withlacoochee River, Fla., improvement of.......... 197 1155 Woodbridge Creek, N. J., improvement of........... 109 781 14 INDEX. Page. SUBJECT. Part I. Part II. Part III. Woodbury Creek, N. J., improvement of.............. 121 843 Wood's Holl Harbor, Mass., improvement of Wrecks in Cape Fear River, removal of .............. .......... 69 591 175 1060 Wrecks in Chesapeake Bay, removal of...............135 878 Wrecks in Delaware Bay and River, removal of ...... 123 847 Wrecks in Fairport Harbor, Ohio, removal of......... 339 1876 Wrecks in New Orleans Harbor, La.,'removal of.... 223 120 Wrecks in North Carolina and Virginia, removal of... 159 970 Wreck in San Francisco Harbor, Cal., removal of..... 352 1915 Wreck in Scuppernong River, N. C., removal of....... 159 970 Wreck in Tampa Bay, Fla., removal of...............197 1157 Wrecks off Cape Cod, removal of.....................80 618 Wreck off entrance to Narragansett Bay..............81 619 V. Yadkin River, N. C., improvement of................. 157 967 Yalabusha River, Miss., improvement of.............. 235 1362 Yaquina Bay, Oreg., improvement of entrance to ..... 362 1998 Yazoo River, Miss., improvement of ...... .......... 233 1357 Yellowstone River, improvement of .................. 249 1399 York River, Va., improvement of..................... 144 918 O